Diesel engine monorail crane locomotive auxiliary control hydraulic system

Abstract

The present application relates to monorail crane technical field, specifically to a kind of diesel engine monorail crane vehicle auxiliary control hydraulic system, it mainly includes load sensing control system, clamping control system, brake control hydraulic system, hoisting control hydraulic system and engine starting hydraulic system, the load sensing control system includes load sensing pump, oil tank, main control valve, first shuttle valve;The clamping control system includes first two-position four-way electromagnetic valve, clamping cylinder;The brake control hydraulic system includes brake cylinder;The hoisting control hydraulic system includes hoisting motor;The engine starting hydraulic system includes starting motor, first check valve, accumulator.The present application provides a kind of diesel engine monorail crane vehicle auxiliary control hydraulic system, energy saving and efficient, save labor, easy to automatic control, can effectively improve the efficiency of auxiliary transport, reduce labor cost.

Description

Technical Field

[0001] This invention relates to the field of monorail technology, and more specifically to an auxiliary control hydraulic system for a diesel engine monorail locomotive. Background Technology

[0002] With the continuous development of the coal industry, major coal mining companies are accelerating the construction of safe, efficient, and high-yield modern mines. The modernization level of auxiliary transportation is an important indicator of a coal mine's modernization level, and its efficiency directly affects mine production efficiency. As a key piece of equipment in the auxiliary transportation system, the monorail locomotive plays a crucial role in the construction of a modern auxiliary transportation system. Existing diesel-powered monorail locomotive auxiliary hydraulic systems all use gear pumps and overflow valves to control various actions, resulting in unnecessary energy loss; moreover, they are mostly manually operated, leading to low work efficiency. Therefore, researching an energy-efficient, labor-saving, and easily automated monorail locomotive auxiliary control hydraulic system can better improve the efficiency of auxiliary transportation and reduce labor costs. Summary of the Invention

[0003] To address the aforementioned technical problems, this invention provides a highly efficient, energy-saving, and automated auxiliary control hydraulic system for diesel engine monorail cranes. The technical solution is as follows:

[0004] A diesel engine monorail locomotive auxiliary control hydraulic system includes a load-sensitive control system, a clamping control system, a braking control hydraulic system, a lifting control hydraulic system, and an engine starting hydraulic system;

[0005] The load-sensitive control system includes a load-sensitive pump, an oil tank, a main control valve, and a first shuttle valve; the load-sensitive pump is connected to the oil tank via a hydraulic pipeline, the X port of the load-sensitive pump is connected to the X1 and X2 ports of the main control valve via the first shuttle valve, and the oil outlet of the load-sensitive pump is connected to the oil inlet of the main control valve.

[0006] The clamping control system includes a first two-position four-way solenoid valve and a clamping cylinder; the clamping cylinder is connected to the main control valve through the first two-position four-way solenoid valve.

[0007] The braking control hydraulic system includes a brake cylinder; the oil outlet of the main control valve is connected to the small chamber of the brake cylinder via a pipeline.

[0008] The lifting control hydraulic system includes a lifting motor; the lifting motor is connected to a main control valve.

[0009] The engine starting hydraulic system includes a starter motor, a first check valve, and an accumulator; the starter motor and the accumulator are connected to the oil outlet of the main control valve, the starter motor is connected to the accumulator, and the first check valve is connected in parallel with the starter motor through a pipeline.

[0010] Furthermore, the load-sensitive pump includes a variable displacement piston pump, a reset cylinder, a control variable displacement cylinder, a flow control valve, and a pressure control valve.

[0011] Furthermore, the main control valve includes a three-position four-way solenoid valve, a first relief valve, a sequence valve, a first two-position two-way manual switching valve, a first hydraulic check valve, a second two-position four-way solenoid valve, a second check valve, and a third two-position four-way solenoid valve.

[0012] Furthermore, the clamping control system controls the clamping cylinder through a clamping control valve. The oil inlet of the clamping control valve is connected to the main control valve, and its oil outlet is connected to the first two-position four-way solenoid valve.

[0013] Furthermore, the clamping control valve includes a second two-position two-way manual switching valve, a second hydraulic control check valve, a first two-position three-way solenoid valve, a two-position two-way hydraulic control directional valve, and a pressure reducing valve.

[0014] Furthermore, the brake control hydraulic system also includes a switching valve and a pneumatic-hydraulic pump. The inlet of the pneumatic-hydraulic pump is connected to the oil tank via a pipeline, and the outlet of the pneumatic-hydraulic pump is connected to the main control valve via the switching valve. Its left outlet is connected to the small chamber of the brake cylinder.

[0015] Furthermore, the lifting control hydraulic system uses a manual electric directional valve to precisely control the lifting motor. The inlet of the manual electric directional valve is connected to the main control valve, and its outlet is connected to the inlet of the lifting motor.

[0016] Furthermore, in the engine starting hydraulic system, the starter motor and accumulator are precisely controlled through the starter valve group and the accumulator control valve. The starter valve group and the accumulator control valve are connected to the oil outlet of the main control valve. The oil outlet of the starter valve group is connected to the oil inlet of the starter motor. The accumulator control valve is connected to the accumulator pipeline. The starter motor and the accumulator are connected through the starter valve group and the accumulator control valve.

[0017] Furthermore, the starting valve assembly includes a second shuttle valve, a third two-position two-way manual switching valve, a second two-position three-way solenoid valve, and a third hydraulically controlled check valve.

[0018] Furthermore, the accumulator control valve includes a second overflow valve, a third two-position three-way solenoid valve, a fourth hydraulically controlled check valve, and a fourth two-position two-way manual switching valve.

[0019] Furthermore, the engine starting hydraulic system also includes a switching valve and a gas-liquid pump. The oil inlet of the gas-liquid pump is connected to the oil tank through a pipeline, and the oil outlet of the gas-liquid pump is connected to the main control valve through the switching valve. The main control valve is connected to the accumulator through its internal oil circuit and external pipeline.

[0020] Furthermore, the accumulator is connected to a pressure gauge.

[0021] Furthermore, the hydraulic system also includes an engine ECU, a controller, and an operating device; the engine ECU and the operating device are electrically connected to the controller, and the controller is electrically connected to electrical components.

[0022] This invention provides an auxiliary control hydraulic system for a diesel engine monorail crane locomotive, which is energy-efficient, labor-saving, easy to automate, and can effectively improve the efficiency of auxiliary transportation and reduce labor costs. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the auxiliary control hydraulic system for the monorail crane locomotive of the present invention;

[0024] Figure 2 This is a schematic diagram of the load-sensitive control system for the monorail crane locomotive of the present invention.

[0025] Figure 3 This is a schematic diagram of the clamping control system for the monorail crane locomotive of the present invention.

[0026] Figure 4 This is a schematic diagram of the hydraulic braking control system for the monorail crane locomotive of the present invention.

[0027] Figure 5 This is a schematic diagram of the hydraulic system for lifting control of the monorail crane locomotive of the present invention;

[0028] Figure 6 This is a schematic diagram of the hydraulic system for starting the engine of a monorail crane locomotive according to the present invention; Detailed Implementation

[0029] The present invention will now be described in detail with reference to the accompanying drawings. The drawings, as part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention, but do not constitute an undue limitation of the invention. It should be noted that these drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of this patent to those skilled in the art through reference to specific embodiments.

[0030] like Figure 1 As shown, the auxiliary control hydraulic system for the diesel engine monorail locomotive of the present invention includes a load-sensitive control system, a clamping control system, a braking control hydraulic system, a lifting control hydraulic system, and an engine starting hydraulic system.

[0031] like Figure 2As shown, the load-sensitive control system includes a load-sensitive pump 1, an oil tank 5, a main control valve 8, and a first shuttle valve 42. The load-sensitive pump 1 is connected to the oil tank 5 via hydraulic lines. The X port of the load-sensitive pump 1 is connected to the X1 and X2 ports of the main control valve 8 via the first shuttle valve 42, and the oil outlet of the load-sensitive pump 1 is connected to the oil inlet of the main control valve 8. The load-sensitive pump 1 includes a variable displacement piston pump 2, a reset cylinder 3, a control variable displacement cylinder 4, a flow control valve 46, and a pressure control valve 47. The main control valve 8 includes a three-position four-way solenoid valve 9, a first relief valve 10, a sequence valve 11, a first two-position two-way manual switching valve 15, a first hydraulically controlled check valve 16, a second two-position four-way solenoid valve 17, a second check valve 18, and a third two-position four-way solenoid valve 19. The components are connected via hydraulic lines or internal oil circuits within the valve block.

[0032] The load-sensitive control system operates as follows: By switching the three-position four-way solenoid valve 9 in the main control valve 8, the monorail crane can switch between traveling and lifting modes. When the crane is traveling, the variable displacement piston pump 2 outputs at maximum displacement under the action of the reset cylinder 3. Hydraulic oil flows through the right position of the three-position four-way solenoid valve 9 in the main control valve 8 and the internal oil circuit of the main control valve 8, entering the brake cylinder 14, clamping cylinder 27, and accumulator 39 to complete actions such as clamping the crane's drive wheels, charging the accumulator, and releasing the brakes. At this time, the load pressure... The oil flow from the X1 port of the main control valve 8, the first shuttle valve 42, and the X port of the load-sensitive pump 1 is fed back to the spring chamber of the flow control valve 46, causing the output pressure of the variable piston pump 2 to gradually build up. When the pressure reaches the set pressure of the pressure control valve 47, the output oil of the variable piston pump 2 will enter the control variable cylinder 4 through the pressure control valve 47 and the flow control valve 46. Under the action of the control variable cylinder 4, the displacement of the variable piston pump 2 will be reduced to almost zero. At this time, the variable piston pump 2 works in a high-pressure, low-flow output state, which greatly reduces the power consumption when the monorail crane is moving. When the locomotive is in the lifting state, the variable displacement piston pump 2 continues to output at its maximum displacement under the action of the reset cylinder 3. At this time, the hydraulic oil flows through the left position of the three-position four-way solenoid valve 9 in the main control valve 8 and the internal oil circuit in the main control valve 8, and finally enters the lifting system to perform the lifting action. At this time, the load pressure is fed back to the spring chamber of the flow control valve 46 through the X2 port of the main control valve 8, the first shuttle valve 42, and the X port of the load-sensitive pump 1, so that the output pressure of the variable displacement piston pump 2 is gradually built up. This pressure is always less than the set pressure of the pressure control valve 47. Therefore, the variable displacement piston pump 2 will continue to work at the system pressure in the large displacement state to complete the lifting work.

[0033] like Figure 3As shown, the clamping control system includes a first two-position four-way solenoid valve 26 and a clamping cylinder 27. The clamping control system is connected to the load-sensitive control system. The clamping cylinder 27 is connected to the main control valve 8 of the load-sensitive control system via the first two-position four-way solenoid valve 26. In the clamping control system, the clamping cylinder 27 is precisely controlled by a clamping control valve 20. The inlet of the clamping control valve 20 is connected to the main control valve 8, and its outlet is connected to the first two-position four-way solenoid valve 26. The clamping control valve 20 includes a second two-position two-way manual switching valve 21, a second hydraulic check valve 22, a first two-position three-way solenoid valve 23, a two-position two-way hydraulic directional valve 24, and a pressure reducing valve 25. The engine ECU 43 and the operating device 45 are connected to the controller 44 via wires. The controller 44 is connected to the first two-position four-way solenoid valve 26 and the first two-position three-way solenoid valve 23 via wires.

[0034] The clamping control system operates as follows: When the locomotive is moving, the operating device 45 sends a command to the controller 44, which in turn controls the three-position four-way solenoid valve 9 in the main control valve 8 to operate in the right position. At this time, the load pressure is fed back to the spring chamber of the flow control valve 46 through the X1 port of the main control valve 8, the first shuttle valve 42, and the X port of the load-sensitive pump 1, so that the output pressure of the variable piston pump 2 is gradually built up. When the piston rod of the clamping cylinder 27 is fully retracted, the system pressure gradually rises to the pressure set by the pressure control valve 47. At this time, the variable piston pump 2 operates in a high-pressure, low-flow state, keeping the drive wheel clamped to the rail. In the clamping control hydraulic system, the controller 44 receives parameter signals such as engine speed from the engine ECU 43. When the engine is detected to be running, the controller 44 sends a command to the first two-position three-way solenoid valve 23, causing it to operate in the left position. At this time, hydraulic oil flows through the first two-position three-way solenoid valve 23 and opens the second hydraulic control check valve 22, allowing hydraulic oil to flow from the P port of the clamping control valve 20 through the second hydraulic control check valve 22, the two-position two-way hydraulic control directional valve 24, and the pressure reducing valve 25 to the A port, and then through the first two-position four-way solenoid valve 26 into the small chamber of the clamping cylinder 27 to complete the clamping action. When the engine is detected to be stopped, the controller 44 sends a command to the first two-position three-way solenoid valve 23, causing it to operate in the right position. At this time, the second hydraulic control check valve 22 closes, preventing hydraulic oil from leaking from the small chamber of the clamping cylinder. The drive wheel is in a clamped and pressure-maintaining state, preventing the locomotive from slipping when it starts moving again. If the locomotive is not used for an extended period, the second two-position two-way manual switching valve 21 can be operated to operate in the right position, releasing the clamping pressure on the drive wheel and extending its service life. Similarly, the operating device 45 inputs a control signal to the controller 44, which, after processing, sends a command to the first two-position four-way solenoid valve 26, causing it to operate in the left position. At this time, pressurized oil enters the large chamber of the clamping cylinder 27, causing the piston rod to extend and disengage the drive wheel from the track, allowing for free selection of the number and layout of drives.

[0035] like Figure 4 As shown, the brake control hydraulic system includes a brake cylinder 14, which is connected to the load-sensitive control system. The small chamber of the brake cylinder 14 is connected to the oil outlet of the main control valve 8.

[0036] During the operation of the braking control hydraulic system, when the locomotive is moving, hydraulic oil needs to be input into the small chamber of the brake cylinder 14. At this time, the operating device 45 sends a command to the controller 44, which in turn controls the three-position four-way solenoid valve 9 to operate in the right position, the second two-position four-way solenoid valve 17 to operate in the left position, and the third two-position four-way solenoid valve 19 to operate in the left position. At this time, the high-pressure oil output by the variable piston pump 2 flows through the three-position four-way solenoid valve 9, the first hydraulic control check valve 16, the second two-position four-way solenoid valve 17, the third two-position four-way solenoid valve 19, and the first two-position two-way manual switching valve 15 in the main control valve 8 into the small chamber of the brake cylinder 14. At this time, the load pressure is fed back to the spring chamber of the flow control valve 46, so that the output pressure of the variable piston pump 2 gradually builds up. When the piston rod of the brake cylinder 14 retracts and the brake block leaves the track, the system pressure gradually rises to the pressure set by the pressure control valve 47. At this time, the variable piston pump 2 operates in a high-pressure, low-flow state, maintaining the brake release state. When the locomotive cannot start and towing is required, the gas-liquid pump 7 connects to the downhole gas source to complete the gas-liquid energy conversion. The pressurized oil discharged from the gas-liquid pump 7 enters the small chamber of the brake cylinder 14 through the left position of the switching valve 6. The piston rod retracts to release the brake. At this time, it is necessary to operate the first two-position two-way manual switching valve 15 to make it work in the left closed position to prevent the pressurized oil discharged from the gas-liquid pump 7 from leaking out from there. The oil inlet of the gas-liquid pump 7 is connected to the oil tank 5 through a pipeline, and the oil outlet of the gas-liquid pump 7 is connected to the main control valve 8 through the switching valve 6. Its left oil outlet is connected to the small chamber of the brake cylinder 14.

[0037] like Figure 5 As shown, the lifting control hydraulic system includes a lifting motor 13, which is connected to a load-sensitive control system. The lifting motor 13 is connected to the main control valve 8. The lifting motor 13 is precisely controlled by a manual electric directional valve 12 within the lifting control hydraulic system. The inlet of the manual electric directional valve 12 is connected to the main control valve 8, and its outlet is connected to the inlet of the lifting motor 13.

[0038] The lifting control hydraulic system operates as follows: When the locomotive performs a lifting operation, the operating device 45 sends a command to the controller 44, which in turn controls the three-position four-way solenoid valve 9 to operate in the left position. At this time, the load pressure is fed back to the spring chamber of the flow control valve 46 through the X2 port of the main control valve 8, the first shuttle valve 42, and the X port of the load-sensitive pump 1. This causes the output pressure of the variable piston pump 2 to gradually build up. This pressure is always less than the set pressure of the pressure control valve 47. Therefore, the variable piston pump 2 will continuously output a large flow rate at the system pressure through the three-position four-way solenoid valve 9 in the main control valve 8 and the manual electric directional valve 12, which acts on the lifting motor 13 to complete the lifting operation. In this lifting control hydraulic system, the manual electric directional valve 12 has both manual and electric control modes, which can effectively reduce the labor intensity of workers and improve work efficiency. Meanwhile, in the lifting control hydraulic system, when lifting is performed, the control oil output from the X2 port of the main control valve 8 acts on the two-position two-way hydraulic control directional valve 24, making it work in the left-position closed state. At this time, the pressure oil in the small chamber of the clamping cylinder 27 cannot leak, and the drive wheel is always clamped on the rail so that the clamping pressure can be quickly established when the locomotive moves again.

[0039] like Figure 6 As shown, the engine starting hydraulic system includes a starter motor 28, a first check valve 29, and an accumulator 39. The engine starting hydraulic system is connected to a load-sensitive control system. The starter motor 28 and the accumulator 39 are connected to the outlet of the main control valve 8, and the starter motor 28 and the accumulator 39 are interconnected. The first check valve 29 is connected in parallel with the starter motor 28 via a pipeline. In the engine starting hydraulic system, the starter motor 28 and the accumulator 39 are precisely controlled by a starter valve assembly 34 and an accumulator control valve 35. The starter valve assembly 34 and the accumulator control valve 35 are connected to the outlet of the main control valve 8, the outlet of the starter valve assembly 34 is connected to the inlet of the starter motor 28, the accumulator control valve 35 is connected to the accumulator 39 via a pipeline, and the starter motor 28 and the accumulator 39 are interconnected through the starter valve assembly 34 and the accumulator control valve 35. The starting valve group 34 includes a second shuttle valve 30, a third two-position two-way manual switching valve 31, a second two-position three-way solenoid valve 32, and a third hydraulic control check valve 33; the accumulator control valve 35 includes a second overflow valve 37, a third two-position three-way solenoid valve 38, a fourth hydraulic control check valve 40, and a fourth two-position two-way manual switching valve 41.

[0040] The engine starting hydraulic system operates as follows: The monorail locomotive starts by supplying oil to the starter motor 28 via the accumulator 39. The starter motor 28 then actuates, starting the engine. When the locomotive is running, the load-sensitive pump 1 outputs oil at high pressure and low flow. At this time, the engine ECU 43 detects that the engine is running and sends a command to the controller 44, which in turn controls the third two-position three-way solenoid valve 38 to operate in the left position. The high-pressure oil output from the load-sensitive pump 1 then passes through the main control valve 8 and the accumulator control valve 35 into the accumulator 39. The pressure eventually reaches the set pressure of the pressure control valve 47 in the load-sensitive pump 1. The hydraulic oil pressure in the accumulator 39 can then be read from the pressure gauge 36. When the engine stops, the engine ECU 43 detects that the engine is running and sends a command to the controller 44, which in turn controls the third two-position three-way solenoid valve 38 to operate in the right position. At this time, under the action of the fourth hydraulic check valve 40, the pressurized oil is sealed in the accumulator 39 for restarting the engine. When the locomotive is started for the first time or the accumulator pressure is released for some reason, the hydraulic oil needs to be pumped out through the gas-liquid pump 7 connected to the underground air source. The oil then enters the accumulator 39 through the switching valve, the internal oil circuit of the main control valve 8, and the right position of the fourth two-position two-way manual switching valve 41 in the accumulator control valve 35. When the pressure gauge 36 shows that the pressure has reached the pressure required to start the locomotive, the locomotive can be started. When the pressure in the accumulator 39 reaches the pressure required to start the locomotive, the operating device 45 sends a command to the controller 44, thereby controlling the second two-position three-way solenoid valve 32 to operate in the left position and the third two-position three-way solenoid valve 38 to operate in the left position. At this time, the pressurized oil in the accumulator 39 enters the starter motor 28 through the fourth hydraulic control check valve 40, the third hydraulic control check valve 33, and the second shuttle valve 30, thereby starting the engine. After the engine starts, the operating device 45 sends a command to the controller 44, thereby controlling the second two-position three-way solenoid valve 32 to operate in the right position to prevent pressure loss in the accumulator 39. At the same time, through the first check valve 29, when the starter motor is driven by the engine flywheel, oil can be replenished from the oil tank 5 to the inlet of the starter motor 28 to prevent dry wear damage to the starter motor 28. Meanwhile, when the second two-position three-way solenoid valve 32 and the third two-position three-way solenoid valve 38 malfunction, the engine can be manually started by manually operating the fourth two-position two-way manual switching valve 41 and the third two-position two-way manual switching valve 31.

Claims

1. A diesel engine monorail locomotive auxiliary control hydraulic system, comprising a load-sensitive control system, a clamping control system, a braking control hydraulic system, a lifting control hydraulic system, and an engine starting hydraulic system, characterized in that: The load-sensitive control system includes a load-sensitive pump (1), an oil tank (5), a main control valve (8), and a first shuttle valve (42); the load-sensitive pump (1) is connected to the oil tank (5) through a hydraulic pipeline, and the X port of the load-sensitive pump (1) is connected to the X1 and X2 ports of the main control valve (8) through the first shuttle valve (42), while the oil outlet of the load-sensitive pump (1) is connected to the oil inlet of the main control valve (8); The clamping control system includes a first two-position four-way solenoid valve (26), a clamping cylinder (27), and a clamping control valve (20). The oil inlet of the clamping control valve (20) is connected to the main control valve (8), and its oil outlet is connected to the first two-position four-way solenoid valve (26). The clamping cylinder (27) is connected to the clamping control valve (20) through the first two-position four-way solenoid valve (26). The braking control hydraulic system includes a brake cylinder (14), a switching valve (6) and a pneumatic-hydraulic pump (7). The outlet of the main control valve (8) is connected to the small chamber of the brake cylinder (14) through a pipeline. The inlet of the pneumatic-hydraulic pump (7) is connected to the oil tank (5) through a pipeline. The outlet of the pneumatic-hydraulic pump (7) is connected to the main control valve (8) through the switching valve (6). The lifting control hydraulic system includes a lifting motor (13) and a manual electric directional valve (12). The oil inlet of the manual electric directional valve (12) is connected to the main control valve (8), and its oil outlet is connected to the oil inlet of the lifting motor (13). The engine starting hydraulic system includes a starter motor (28), a first check valve (29), an accumulator (39), a starter valve assembly (34), and an accumulator control valve (35). The starter motor (28) and the accumulator (39) are connected to the oil outlet of the main control valve (8). The first check valve (29) is connected in parallel with the starter motor (28) through a pipeline. The starter valve assembly (34) and the accumulator control valve (35) are connected to the oil outlet of the main control valve (8). The oil outlet of the starter valve assembly (34) is connected to the oil inlet of the starter motor (28). The accumulator control valve (35) is connected to the accumulator (39) through a pipeline. The starter motor (28) and the accumulator (39) are connected through the starter valve assembly (34) and the accumulator control valve (35). The auxiliary control hydraulic system also includes a controller (44), an engine ECU (43), and an operating device (45); The controller (44) is electrically connected to the electrical components in the engine ECU (43), the operating device (45), the load-sensitive control system, the clamping control system, the brake control hydraulic system, the lifting control hydraulic system, and the engine starting hydraulic system, respectively. The controller (44) is configured to control the working status of the load-sensitive control system, clamping control system, braking control hydraulic system, lifting control hydraulic system and engine starting hydraulic system according to the engine status signal of the engine ECU (43) and the control signal of the operating device (45).

2. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The load-sensitive pump (1) includes a variable displacement piston pump (2), a reset cylinder (3), a control variable displacement cylinder (4), a flow control valve (46), and a pressure control valve (47).

3. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The main control valve (8) includes a three-position four-way solenoid valve (9), a first relief valve (10), a sequence valve (11), a first two-position two-way manual switching valve (15), a first hydraulic check valve (16), a second two-position four-way solenoid valve (17), a second check valve (18), and a third two-position four-way solenoid valve (19).

4. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The clamping control valve (20) includes a second two-position two-way manual switching valve (21), a second hydraulic control check valve (22), a first two-position three-way solenoid valve (23), a two-position two-way hydraulic control directional valve (24), and a pressure reducing valve (25).

5. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The starting valve assembly (34) includes a second shuttle valve (30), a third two-position two-way manual switching valve (31), a second two-position three-way solenoid valve (32), and a third hydraulic control check valve (33).

6. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The accumulator control valve (35) includes a second overflow valve (37), a third two-position three-way solenoid valve (38), a fourth hydraulic check valve (40), and a fourth two-position two-way manual switching valve (41).

7. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The engine starting hydraulic system also includes a switching valve (6) and a gas-liquid pump (7). The oil inlet of the gas-liquid pump (7) is connected to the oil tank (5) through a pipeline, and the oil outlet of the gas-liquid pump (7) is connected to the main control valve (8) through the switching valve (6). The main control valve (8) is connected to the accumulator (39) through the internal oil circuit and external pipeline.

8. The auxiliary control hydraulic system for a diesel engine monorail crane locomotive according to claim 1, characterized in that: The accumulator (39) is connected to a pressure gauge (36).

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