Emergency valve mechanism and emergency system

Abstract

This invention discloses an emergency valve mechanism applicable to engineering vehicles equipped with a combined control valve group, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve. It includes: a P1 port, a P2 port, a T1 port, a T2 port, and a second emergency interface. The second emergency interface includes an A2 port, a B2 port, a C2 port, and a D2 port. The P2 port is connected to the D2 port via a first check valve. The P1 port is connected to the A2 port via a second check valve. The P1 port is also connected to one input terminal of a solenoid directional valve. The T1 port is connected to the other input terminal of the solenoid directional valve. One output terminal of the solenoid directional valve is connected to the B2 port, and its other output terminal is connected to the C2 port. The T2 port is connected to one input terminal of the solenoid directional valve and is connected to the T1 port via a pipeline. This invention also discloses an emergency system, including the emergency valve mechanism, other power sources, and an engineering vehicle awaiting emergency rescue due to engine failure.

Description

Technical Field

[0001] This invention belongs to the field of engineering machinery technology, specifically relating to an emergency valve mechanism and an emergency system. Background Technology

[0002] With technological advancements and the rapid pace of societal change, high operational efficiency and low operating costs have become a crucial trend in the development of modern construction machinery. Low-cost operation includes the ability to quickly achieve self-rescue or external rescue when equipment malfunctions and needs to be evacuated from the site, thereby minimizing equipment recovery losses and lost work time.

[0003] In the field of construction machinery, wheeled cranes are complex pieces of machinery that combine engineering operations and road travel. They can perform lifting operations at the work site, including outrigger extension and retraction, boom luffing, extension, rotation, winch retraction, and winch lowering. They can also travel on public transport roads like ordinary commercial vehicles. Whether in lifting operation or traveling, if the vehicle experiences a breakdown, such as a sudden power interruption due to engine failure, requiring emergency removal of the crane from the site, the crane needs to possess a certain degree of self-rescue capability or provide convenient conditions for rescue, enabling the disabled crane to quickly leave the site and undergo repairs.

[0004] When a crane malfunctions and needs to be removed from the site while in operation, the crane should be able to self-rescue or use external conditions to easily and quickly lower the lifted object, adjust the crane to a driving state, and drive itself away from the site under the towing of a tractor or by transporting it on a flatbed truck.

[0005] Patent CN111039183A discloses a hydraulic power emergency system, comprising:

[0006] When performing an emergency luffing maneuver, first connect the hose with the quick-connect fitting to the emergency system. When luffing is required, the pressure oil source is transmitted to the emergency system motor through the fifth hose. The motor rotates and outputs torque, which is transmitted to the gear pump through a mechanical spline connection. The pressure oil output by the gear pump directly enters the solenoid directional valve. When the solenoid at end a of the solenoid directional valve is energized, it switches to the left end, and the pressure oil at port P flows to port B of the solenoid directional valve, and then from port B to the first hydraulically controlled check valve. At the same time, the second hydraulically controlled check valve is opened, allowing bidirectional flow. The pressure oil then flows from port 2 of the first hydraulically controlled check valve into the first quick-connect fitting, then through the second hose to the second quick-connect fitting, then to ports 3 to 2 of the second three-way ball valve, then to port A of the luffing balance valve, and through the left-side check valve of the balance valve to port B, finally entering the rodless chamber W of the luffing cylinder, pushing the luffing piston rod to extend. The oil source in the return oil circuit flows out from the Y port of the rod chamber of the luffing cylinder to port 2 and then port 3 of the first three-way ball valve, then to the first quick-connect fitting, then through the third hose, then to the second connecting quick-connect fitting, then through port 2 and port 1 of the second hydraulic control check valve, then through port A and port T of the solenoid directional valve, and finally flows back to the hydraulic oil tank.

[0007] Analysis reveals the following drawbacks of the above technical solution:

[0008] 1. The above emergency response plan is cumbersome to operate. When multiple emergency operations are required, such as boom luffing, extension, and slewing, repeated operations of connecting, disconnecting, reconnecting, and disconnecting pipelines are necessary. Each pipeline connection can only perform one operation. Therefore, the emergency response is cumbersome and inefficient.

[0009] 2. When emergency rotation is required, the connected pipes may become entangled as the crane rotates. Therefore, this emergency plan requires sufficiently long pipes to ensure the crane rotates to the correct position. Additionally, care must be taken to prevent the pipes from becoming entangled with other objects during rotation, which could lead to secondary damage.

[0010] 3. The above emergency plan lacks the function of retracting the crane's outriggers. Especially for single-engine cranes, when the engine stops due to malfunction, the entire crane will lose power. While the above plan can lower the lifted object and retract the boom, it cannot retract all four outriggers. Therefore, it cannot truly achieve emergency rescue of the crane.

[0011] 4. The above emergency plans lack emergency steering capabilities for crane movement. Especially for single-engine cranes, when the engine fails and stops, the entire crane loses power. When the crane is in a position where it must move under traction, the above emergency plans cannot provide the necessary steering assistance, thus preventing the crane from moving independently. This makes the crane's emergency rescue plans more limited, with fewer options available.

[0012] 5. The above emergency plan does not provide rescue services for other cranes. Some construction projects using wheeled cranes, such as bridge erection and railway construction, are often located in remote areas far from urban centers. When a crane in a construction group experiences a shutdown and needs to leave the site, the crane using the above emergency plan cannot provide rescue services for the shutdown crane and must wait for the specialized rescue equipment provided by the plan. From the crane's shutdown due to the malfunction, to coordinating rescue equipment, to the equipment's long-distance transportation to the site, and then through cumbersome rescue operations, not only is a lot of rescue time wasted and more lost work costs incurred, but it may even delay the best rescue opportunity. Summary of the Invention

[0013] Purpose of the invention: To solve the problem that existing cranes cannot quickly achieve self-rescue or rescue by others, this invention proposes an emergency valve mechanism and an engineering vehicle using the emergency valve mechanism, which is particularly suitable for wheeled cranes to realize emergency rescue of wheeled cranes.

[0014] Technical solution: An emergency valve mechanism suitable for engineering vehicles equipped with a combined control valve assembly, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve, wherein the internal power source provides power to the combined control valve assembly; the return oil shut-off valve and the T22 port are sequentially arranged on the oil pipeline of the hydraulic oil tank; comprising:

[0015] Port P1 is used to connect to other power sources;

[0016] Port P2 is used to connect to other power sources;

[0017] Port T1 is used to connect to other power sources;

[0018] The T2 port is used to connect to the T22 port of engineering vehicles;

[0019] The second emergency interface is used to connect to the first emergency interface pre-installed on the engineering vehicle; the second emergency interface includes ports A2, B2, C2, and D2; the first emergency interface is connected to the combined control valve assembly.

[0020] The P2 port is connected to the D2 port through the first one-way valve;

[0021] The P1 port is connected to the A2 port through a second one-way valve; and the P1 port is connected to an input terminal of the solenoid directional valve.

[0022] The T1 port is connected to the other input terminal of the electromagnetic reversing valve;

[0023] One output terminal of the electromagnetic reversing valve is connected to port B2, and its other output terminal is connected to port C2.

[0024] The T2 port is connected to one input terminal of the solenoid directional valve, and the T2 port is connected to the T1 port through a pipeline.

[0025] This invention discloses an emergency system, including an emergency valve mechanism, other power sources, and an engineering vehicle awaiting emergency rescue due to engine failure; the emergency valve mechanism is the aforementioned emergency valve mechanism.

[0026] The engineering vehicle includes: a combined control valve group, a first emergency interface, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve; the first emergency interface includes: an A1 port, a B1 port, a C1 port, and a D1 port;

[0027] The emergency valve mechanism is connected to other power sources through ports P1, P2 and T1 to form two oil supply lines and one oil return line;

[0028] The emergency valve mechanism is connected to the T22 port of the engineering vehicle through the T2 port. At this time, the return oil shut-off valve of the engineering vehicle is in the closed state.

[0029] The emergency valve mechanism is connected to the first emergency interface of the engineering vehicle through the second emergency interface, and is used to replace the internal power source to provide power to the control valve group of the engineering vehicle.

[0030] Furthermore, when the engineering vehicle awaiting emergency rescue due to engine failure is a single-engine engineering vehicle, the emergency valve mechanism is arranged at the undercarriage of the single-engine engineering vehicle.

[0031] When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, the emergency valve mechanism is arranged on the upper part of the dual-engine engineering vehicle.

[0032] Furthermore, when the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the upper engine used for onboard operations fails, other power sources include the lower engine used for driving.

[0033] Or, when the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the lower engine used for driving fails, other power sources include the upper engine used for the function of the vehicle.

[0034] Other power sources also include other engineering vehicles equipped with emergency valve mechanisms.

[0035] Furthermore, the combined control valve group includes a first control valve group for controlling the insertion and removal of the boom pin and the attachment of the counterweight, a second control valve group for controlling the extension and retraction of the boom, luffing, winch retraction, and winch lowering, a third control valve group for controlling the rotation of the boom, and a fourth control valve group for controlling the oil source; the first, second, third, and fourth control valve groups are all connected to the internal power source.

[0036] Let the oil circuit formed by the connection of port A1 and the combined control valve group be called oil circuit L1, the oil circuit formed by the connection of port B1 and the combined control valve group be called oil circuit L2, the oil circuit formed by the connection of port C1 and the combined control valve group be called oil circuit L3, and the oil circuit formed by the connection of port D1 and the combined control valve group be called oil circuit L4; the oil circuit L1 is connected to the first control valve group, the oil circuit L2 is connected to the second control valve group, the oil circuit L3 is connected to the third control valve group, and the oil circuit L4 is connected to the fourth control valve group.

[0037] Furthermore, the oil circuit formed by connecting port A1 and the combined control valve group is called oil circuit L1. Port E1 is provided on oil circuit L1, and port E1 is used to provide power to the outrigger control valve group of the engineering vehicle.

[0038] Furthermore, when the engineering vehicle awaiting emergency rescue due to engine failure is a single-engine engineering vehicle, the single-engine engineering vehicle also includes an accumulator, a steering cylinder, a steering gear, and a left-right turning switching valve for controlling the left and right turns of the engineering vehicle; the left-right turning switching valve is connected to the accumulator.

[0039] Let the oil circuit formed by connecting port A1 and the upper vehicle combined control valve group be called the L1 oil circuit. Port F1 is provided on the L1 oil circuit. When performing emergency steering operation, port F1 is connected to the accumulator to pressurize the accumulator. At the same time, the interface of the steering cylinder originally connected to the steering gear is connected to the left and right turn switching valve.

[0040] When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, the dual-engine engineering vehicle also includes a steering gear, a steering pump, and a steering cylinder; the steering cylinder is connected to the steering gear.

[0041] The oil circuit formed by connecting port A1 with the upper vehicle combined control valve group is called oil circuit L1. Port F1 is provided on the oil circuit L1. When performing emergency steering operation, the original interface between the steering gear and the steering pump is connected to port F1, and the return oil port of the steering gear is connected to port T22 of the upper vehicle.

[0042] Furthermore, when the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and when the upper engine used for onboard operations fails, the two oil pumps driven by the lower engine are connected to the P1 and P2 ports of the emergency valve mechanism to form two oil supply lines; the T1 port of the emergency valve mechanism is connected to the lower vehicle's return oil port to form a return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the upper vehicle, at which time the upper vehicle's return oil shut-off valve is in the closed state; the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the upper vehicle to provide power to the upper vehicle's control valve group;

[0043] When an engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the lower engine used for driving fails, the two oil pumps driven by the upper engine are connected to the P1 and P2 ports of the emergency valve mechanism to form two oil supply lines; the T1 port of the emergency valve mechanism is connected to the upper vehicle's return oil port to form a return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the lower vehicle, at which time the return oil shut-off valve of the lower vehicle is in the closed state; the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the lower vehicle to provide power to the control valve group of the lower vehicle.

[0044] Furthermore, when the other power source is an engineering vehicle equipped with an upper-vehicle combined control valve group, T22 port, internal power source, hydraulic oil tank, and return oil shut-off valve, the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the engineering vehicle to be rescued; the first emergency interface of the engineering vehicle to be rescued is connected to the combined control valve group of the engineering vehicle to be rescued; the P1 port, P2 port, and T1 port of the emergency valve mechanism are connected to the corresponding interface of the engineering vehicle providing emergency rescue, forming two oil supply lines and one return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the engineering vehicle to be rescued, at which time the return oil shut-off valve of the engineering vehicle to be rescued is in the closed state.

[0045] Beneficial effects: Compared with the prior art, the present invention has the following advantages:

[0046] (1) This invention focuses on multiple scenarios and the entire process of emergency rescue implementation, from lowering the hoisted object to retracting the crane arm, rotating the crane arm, lowering the crane arm by varying its amplitude, retracting the crane outriggers, and finally driving the crane in an emergency. In addition to focusing on the rescue plan during the crane's own rescue process, it also focuses on providing convenient rescue services for other malfunctioning cranes when the crane itself is working normally.

[0047] (2) This invention fully considers the operating characteristics of cranes, takes into account the importance of efficiency and time in emergency rescue, and pays special attention to improving the convenience and efficiency of rescue during the rescue process. It can shorten the rescue time to the maximum extent and reduce the downtime and rescue costs caused by the failure. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of the emergency valve mechanism of the present invention;

[0049] Figure 2 A schematic diagram illustrating the application of the emergency valve mechanism of the present invention to an emergency system for emergency rescue of a single-engine crane;

[0050] Figure 3 A schematic diagram illustrating the application of the emergency valve mechanism of the present invention to an emergency system for emergency rescue of a twin-engine crane;

[0051] Figure 4 A schematic diagram illustrating the application of the emergency valve mechanism of the present invention to an emergency system that provides rescue for other cranes. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further explained below in conjunction with the accompanying drawings and embodiments.

[0053] To facilitate understanding of the technical solution of this invention, the relevant technical terms are now explained.

[0054] Accumulator: An accumulator is an energy storage device in a hydraulic or pneumatic system. It converts the system's energy into compressed energy or potential energy at appropriate times and stores it. When the system needs it, it converts the compressed energy or potential energy back into hydraulic or pneumatic energy to replenish the system. When the system pressure increases instantaneously, it can absorb this energy to ensure the overall system pressure remains normal.

[0055] Dual engines: In the field of construction machinery, different engines provide power for equipment operation and travel. For example, in a wheeled crane, when the crane is lifting, the power is provided by an engine located on the turntable; when the crane is traveling on the road, the power is provided by an engine located on the chassis.

[0056] Single-engine: Compared to dual-engine, the same engine powers both the operation and movement of the equipment. For example, a wheeled crane uses the same engine for both lifting operations and road travel.

[0057] Outrigger extension, luffing, telescopic boom, slewing, winch retraction, and winch lowering: In the field of construction machinery, the lifting operations of wheeled cranes include: Outrigger extension: During lifting operations, the four outriggers extend to support the crane off the ground, ensuring its stability; Luffing: Under the control of the luffing cylinder, the crane boom can be raised and lowered; Telescopic boom: A telescopic crane boom consists of multiple sections nested together, which, under the control of the crane's telescopic cylinder, can extend and retract to meet lifting needs; Slewing: Driven by the slewing motor, the crane boom can rotate 360°; Winch retraction and winch lowering: The crane hook is attached to the boom, and the hook is connected to a wire rope. Driven by the winch, the wire rope can extend and retract, causing the hook to rise and fall relative to the ground.

[0058] Example 1:

[0059] This embodiment discloses an emergency valve mechanism, which is applicable to engineering vehicles having a combined control valve group, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve. Inside the engineering vehicle, the internal power source provides power to the combined control valve group; the return oil shut-off valve and the T22 port are sequentially arranged on the oil pipeline of the hydraulic oil tank.

[0060] like Figure 1 As shown, the emergency valve mechanism of this embodiment mainly includes: a P1 port for connecting to other power sources; a P2 port for connecting to other power sources; a T1 port for connecting to other power sources; a T2 port for connecting to the T22 port of the engineering vehicle; and a second emergency interface for connecting to a first emergency interface pre-installed on the engineering vehicle. This second emergency interface includes ports A2, B2, C2, and D2. The corresponding first emergency interface includes ports A1, B1, C1, and D1, and the first emergency interface is connected to the combined control valve group. To ensure safety, the emergency valve mechanism of this embodiment also includes a pressure gauge 5, a first relief valve 9, and a second relief valve 10. The pressure gauge 5 displays the pressure at ports P1 and P2, and the first relief valve 9 and the second relief valve 10 act as safety valves to limit the pressure at ports P1 and P2 respectively, preventing excessive pressure.

[0061] like Figure 1 As shown, the connection relationships of the components in the emergency valve mechanism are as follows: Port P2 is connected to Port D2 through the first check valve; Port P1 is connected to Port A2 through the second check valve; and Port P1 is connected to one input end of the solenoid directional valve; Port T1 is connected to the other input end of the solenoid directional valve; one output end of the solenoid directional valve is connected to Port B2, and its other output end is connected to Port C2; Port T2 is connected to one input end of the solenoid directional valve, and Port T2 is connected to Port T1 through a pipeline.

[0062] like Figure 2 As shown, the other power sources mentioned above can be oil tank 1, first hydraulic pump 2, second hydraulic pump 3, power equipment 4, port P11, port P22 and port T11; power equipment 4 drives first hydraulic pump 2 and second hydraulic pump 3 to bring oil from oil tank 1 to port P11 and port P22. The P1 port of the emergency valve mechanism is connected to port P11, the P2 port of the emergency valve mechanism is connected to port P22, port T11 is the return port, and the T1 port of the emergency valve mechanism is connected to port T11.

[0063] In order to use the emergency valve mechanism of this embodiment, a first emergency interface needs to be designed on the engineering vehicle.

[0064] This embodiment can provide emergency power to the control valve group of the crane through a single pipeline connection, thereby enabling emergency operation of all actions, including crane outrigger extension and retraction, boom luffing, extension and retraction, slewing, winch retraction and lowering, emergency steering, etc.

[0065] Example 2:

[0066] Based on the emergency valve mechanism disclosed in Embodiment 1, this embodiment discloses an emergency system suitable for emergency rescue of single-engine cranes. For a single-engine crane, its main moving parts include: a hydraulic oil tank, a return oil shut-off valve 8, a winch motor 12, a slewing motor 13, a luffing cylinder 14, a telescopic cylinder 15, an auxiliary system 16, an upper control valve group 17, a horizontal cylinder 18, a vertical cylinder 19, an outrigger control valve group 20, a pressure holding shut-off valve 21, an accumulator 22, a left / right turn switching valve 23, a steering pump 24, a steering gear 25, and a steering cylinder 26. The hoisting motor 12 is connected to the upper carriage control valve group 17, the slewing motor 13 is connected to the upper carriage control valve group 17, the luffing cylinder 14 is connected to the upper carriage control valve group 17, the telescopic cylinder 15 is connected to the upper carriage control valve group 17, and the auxiliary system 16 is connected to the upper carriage control valve group 17. The upper carriage control valve group 17 is connected to the hydraulic oil tank through a pipeline, on which a return oil shut-off valve 8 and a T22 port are correspondingly provided. The horizontal cylinder 18 and the vertical cylinder 19 are connected to the outrigger control valve group 20, on which an E2 port is provided. The pressure holding shut-off valve 21 is connected to the accumulator 22, and the left and right turn switching valve 23 is connected to the accumulator 22. The steering gear 25 is connected to the oil tank through the steering pump 24. Under normal conditions, the steering cylinder 26 is connected to the steering gear 25.

[0067] like Figure 2 As shown, the technical solution of the present invention will be further explained in the scenario of a single-engine crane performing a rescue using external power:

[0068] The two oil sources of the other power sources are respectively connected to port P11 of the emergency valve mechanism and port P22 of the emergency valve mechanism. The return oil shut-off valve 8 of the single-engine crane is closed. Port T22 of the single-engine crane is connected to port T2 of the emergency valve mechanism. Port T1 of the emergency valve mechanism is connected to port T11 of the other power source. Hydraulic oil flows back to the hydraulic oil tank of the other power source via the return oil pipeline. The P11, P22, and T11 ports of the other power sources and the P1, P2, and T1 ports of the emergency valve mechanism mentioned above all use quick-connect couplings 11.

[0069] The emergency valve mechanism's ports A2, B2, C2, and D2 connect to the pre-designed emergency interfaces A1, B1, C1, and D1 on the single-engine crane, respectively, forming four hydraulic circuits L1, L2, L3, and L4 that connect to the upper control valve group 17 of the single-engine crane. During the design process, these four interfaces are already connected; no further operation is required during actual rescue operations. The pre-designed emergency interfaces A1, B1, C1, and D1 on the crane are preferably located on the upper control valve group 17, but they can also be connected to it via separate pipelines. For single-engine cranes, the emergency valve mechanism is preferably located on the lower carriage, facilitating connection at one end to the upper control valve group and at the other end to an external power source.

[0070] For the four hydraulic circuits L1, L2, L3, and L4, the L1 hydraulic circuit is used for emergency response of the upper structure's auxiliary systems, such as control cylinder boom pin insertion / removal and counterweight attachment. It can also be used for emergency outrigger retraction. Specifically, the L1 hydraulic circuit has an E1 port, which, when connected to the E2 port of the outrigger control valve group, controls the outrigger operation panel, thus enabling emergency outrigger retraction. The L2 hydraulic circuit is used for emergency response of boom extension / retraction, luffing, winch retraction, and winch lowering. The L3 hydraulic circuit is used for boom rotation. The L4 hydraulic circuit serves as the pilot control oil source for the upper structure, participating in the control of the upper structure's control valve group. When the crane experiences a shutdown malfunction, these four hydraulic circuits (L1, L2, L3, and L4) can provide emergency response for all crane actions, restoring the vehicle to a driving state and preparing it for transport.

[0071] During the process of removing the vehicle from the scene, emergency steering is essential when the vehicle needs to move again. For example... Figure 2 As shown, by setting port F1 on the L1 hydraulic oil line, port F1 is used to pressurize the accumulator 22 of the crane. Specifically, port F1 and port F2 are connected by a pipeline, pressure holding shut-off valve 21 is opened, and the accumulator 22 is pressurized with the power of other power sources. When the pressure reaches the design requirements, the pressurization is stopped and pressure holding shut-off valve 21 is closed.

[0072] When the vehicle is being towed, the driver can operate the buttons located in the cab to control the left and right turn switching valve 23, thereby controlling the vehicle to turn left or right, ultimately ensuring the vehicle can be safely removed from the scene. It should be noted that when performing an emergency steering operation, the connecting lines between the steering cylinder and the steering gear should be disconnected, i.e., disconnect the connecting lines between G1 and G2, and H1 and H2. Then, connect the steering cylinder and the left / right turn switching valve 23 using connecting lines, i.e., connect G2 and G22, and H2 and H22.

[0073] This embodiment enables emergency operation of all crane movements through a single pipeline connection. Besides boom luffing, extension, slewing, winch retraction, and winch lowering, it also allows for outrigger retraction and emergency steering. For single-engine cranes, the rescue process can be completed using an external power source through a single pipeline connection.

[0074] Example 3:

[0075] Based on the emergency valve mechanism disclosed in Embodiment 1, this embodiment discloses an emergency system suitable for emergency rescue of dual-engine cranes. For dual-engine cranes, when either the upper engine or the lower engine fails, power can be provided by the other engine.

[0076] like Figure 3 As shown, for a dual-engine crane, its main moving parts include: upper engine, lower engine, hydraulic oil tank, return oil shut-off valve 8, winch motor 12, slewing motor 13, luffing cylinder 14, telescopic cylinder 15, auxiliary system 16, upper structure control valve group 17, horizontal cylinder 18, vertical cylinder 19, outrigger control valve group 20, steering pump 24, steering gear 25, and steering cylinder 26. Among these, the winch motor 12, slewing motor 13, luffing cylinder 14, telescopic cylinder 15, and auxiliary system 16 are all connected to the upper structure control valve group 17. The upper structure control valve group 17 is connected to the hydraulic oil tank via a pipeline, on which the return oil shut-off valve 8 and port T22 are correspondingly installed. Horizontal cylinder 18 and vertical cylinder 19 are connected to outrigger control valve assembly 20, and outrigger control valve assembly 20 is provided with an E2 port; steering gear 25 is connected to oil tank through steering pump 24, steering cylinder 26 is connected to steering gear 25, and steering gear is provided with a T3 port.

[0077] Taking the example of a situation where the upper engine used for onboard operations fails and loses power, and in order to reduce rescue costs and enable rapid rescue, a pump unit driven by the lower engine can be used for rescue, the technical solution of the present invention will be further explained:

[0078] like Figure 3As shown, select two oil pumps driven by the lower engine, such as a steering pump and a cooling pump. Connect the P11 and P22 ports of the two oil pumps to the corresponding P1 and P2 ports of the emergency valve system. The two oil sources of the lower engine power flow through the P11 port to the P1 port of the emergency valve system, and the P22 port to the P2 port of the emergency valve system, respectively. Close the return oil shut-off valve 8. Connect the T22 port to the T2 port of the emergency valve mechanism. Connect the T1 port of the emergency valve mechanism to the lower engine return oil T11 port. Through the return oil pipeline, the hydraulic oil flows back to the hydraulic oil tank of the lower engine. The aforementioned lower engine P11, P22, and T11 ports, and the emergency valve P1, P2, and T1 ports, are all quick-connect couplings. For dual-engine cranes, the aforementioned emergency valve is preferably located on the upper engine to reduce the length of pipeline winding during crane rotation.

[0079] The emergency valve's ports A2, B2, C2, and D2 are connected to the crane's pre-installed emergency interfaces A1, B1, C1, and D1, respectively, forming four hydraulic circuits L1, L2, L3, and L4 that connect to the upper vehicle control valve assembly. During the product design process, these four interfaces are already connected; no further operation is required during actual rescue operations. The pre-installed emergency interfaces A1, B1, C1, and D1 on the crane are preferably located on the upper vehicle control valve assembly, but they can also be connected to the upper vehicle control valve assembly via separate pipelines.

[0080] For the four hydraulic circuits L1, L2, L3, and L4, the L1 hydraulic circuit is used for emergency response of the upper vehicle auxiliary system, such as control cylinder boom pin insertion and removal, counterweight attachment, etc.; the L2 hydraulic circuit is used for emergency response of boom extension and retraction, luffing, winch retraction, and winch lowering; the L3 hydraulic circuit is used for emergency response of boom rotation and crane outrigger retraction; and the L4 hydraulic circuit serves as the upper vehicle pilot control oil source and participates in the control of the upper vehicle control valve group.

[0081] When the engine on the upper part of the crane stops, the four hydraulic circuits L1, L2, L3, and L4 mentioned above can provide emergency support for all actions of the entire vehicle, adjust the vehicle to a driving state, and drive it away from the site.

[0082] For dual-engine cranes, when the lower engine used for travel fails and loses power, making travel impossible, in order to reduce rescue costs and provide rapid assistance, a pump unit driven by the upper engine can be used for rescue. The specific solution is as follows:

[0083] Select the two oil pumps driven by the engine of the upper vehicle, and connect the P11 and P22 ports of the two oil pumps to the P1 and P2 ports of the emergency valve system respectively. Close the return oil shut-off valve 8 of the lower vehicle, connect the T22 port of the lower vehicle to the T2 port of the emergency valve mechanism, and connect the T1 port of the emergency valve mechanism to the return oil T11 port of the upper vehicle. Through the return oil pipeline, the hydraulic oil flows back to the hydraulic oil tank of the upper vehicle.

[0084] Start the engine on the vehicle, connect E1 and E2, and the emergency retraction of the outriggers can be achieved by controlling the outrigger control panel.

[0085] During the removal of the vehicle from the scene, emergency steering is essential when the vehicle needs to move. Disconnect the steering gear from the steering pump, specifically disconnect the connecting lines between J1 and J2, and connect the F1 port on the L1 circuit to the steering gear. Simultaneously, connect the steering gear's return oil port T3 to port T22, continuously providing power steering assistance using the engine power. While the vehicle is being towed, the driver can operate the steering wheel to control left and right turns, ultimately ensuring the vehicle's safe removal from the scene.

[0086] For single-engine cranes, external power is not readily available for towing along with the crane itself. Therefore, the accumulator of the single-engine crane needs to be pre-filled with fluid to ensure that the steering of the crane has a pressurized oil source during the journey. However, for dual-engine cranes, the upper engine and upper hydraulic system act as external power sources, providing pressurized oil for chassis steering in real time. Therefore, pre-filling the accumulator is not necessary.

[0087] This embodiment enables emergency operation of all crane movements through a single pipeline connection. In addition to boom luffing, extension, slewing, winch retraction, and winch lowering, it can also retract the outriggers and perform emergency steering. For dual-engine cranes, the rescue process can be completed through a single pipeline connection using the outriggers.

[0088] Example 4:

[0089] Based on the emergency valve mechanism disclosed in Embodiment 1, this embodiment discloses an emergency system, the application scenario of which is to provide rescue services for other cranes when they lose power due to malfunction. The specific solution is as follows:

[0090] For ease of description, the crane providing rescue services is designated as Crane A, and the crane that has lost power due to a malfunction and is awaiting rescue is designated as Crane B.

[0091] like Figure 4As shown, ports A2, B2, C2, and D2 of the emergency valve mechanism are connected to ports A1, B1, C1, and D1 of crane B via pipelines, respectively. Port T2 of the emergency valve mechanism is connected to port T22 of crane B via pipeline, while the return oil shut-off valve 8 of crane B is closed. Port T1 of the emergency valve mechanism is connected to port T22 of crane A, while the return oil shut-off valve of crane A remains open. All ports A2, B2, C2, and D2, ports A1, B1, C1, and D1 of crane B, ports T1 and T2 of the emergency valve of crane A, and port T22 of both cranes A and B are quick-connect couplings.

[0092] Operate the control handle in the operator's cab of crane B to achieve emergency actions for various subsystems of the upper structure. Specifically: crane B's L1 hydraulic circuit is used for emergency actions of the upper structure's auxiliary systems, such as boom pin insertion / removal and counterweight attachment; crane B's L2 hydraulic circuit is used for emergency actions of boom extension / retraction, luffing, winch retraction, and winch lowering; crane B's L3 hydraulic circuit is used for emergency actions of boom rotation and crane outrigger retraction; crane B's L4 hydraulic circuit serves as the pilot control hydraulic source for the upper structure and participates in the control of crane B's upper structure control valve group.

[0093] This embodiment enables emergency operations for all crane functions through a single pipeline connection, including outrigger extension and retraction, boom luffing, extension, and slewing, winch retraction and lowering, and emergency steering. While the crane itself is operating normally, it can provide convenient rescue services to other cranes through this single pipeline connection, completing the entire rescue process with a single connection.

Claims

1. An emergency valve mechanism, applicable to engineering vehicles having a combined control valve assembly, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve, wherein the internal power source provides power to the combined control valve assembly; the return oil shut-off valve and the T22 port are sequentially arranged on the oil pipeline of the hydraulic oil tank; Its features are: include: Port P1 is used to connect to other power sources; Port P2 is used to connect to other power sources; Port T1 is used to connect to other power sources; The T2 port is used to connect to the T22 port of engineering vehicles; The second emergency interface is used to connect to the first emergency interface pre-installed on the engineering vehicle; the second emergency interface includes ports A2, B2, C2, and D2; the first emergency interface is connected to the combined control valve assembly. The P2 port is connected to the D2 port through the first one-way valve; The P1 port is connected to the A2 port through a second one-way valve; and the P1 port is connected to an input terminal of the solenoid directional valve. The T1 port is connected to the other input terminal of the electromagnetic reversing valve; One output terminal of the electromagnetic reversing valve is connected to port B2, and its other output terminal is connected to port C2. The T2 port is connected to one input terminal of the solenoid directional valve, and the T2 port is connected to the T1 port through a pipeline; The combined control valve group includes a first control valve group for controlling the insertion and removal of the boom pin and the attachment of the counterweight, a second control valve group for controlling the extension and retraction of the boom, luffing, winch retraction and winch lowering, a third control valve group for controlling the rotation of the boom, and a fourth control valve group for controlling the oil source; the first, second, third and fourth control valve groups are all connected to the internal power source. The first emergency interface includes: port A1, port B1, port C1, and port D1; Let the oil circuit formed by the connection of port A1 and the combined control valve group be called oil circuit L1, the oil circuit formed by the connection of port B1 and the combined control valve group be called oil circuit L2, the oil circuit formed by the connection of port C1 and the combined control valve group be called oil circuit L3, and the oil circuit formed by the connection of port D1 and the combined control valve group be called oil circuit L4; the oil circuit L1 is connected to the first control valve group, the oil circuit L2 is connected to the second control valve group, the oil circuit L3 is connected to the third control valve group, and the oil circuit L4 is connected to the fourth control valve group.

2. An emergency system, characterized in that: This includes emergency valve mechanisms, other power sources, and engineering vehicles awaiting emergency rescue due to engine failure; The emergency valve mechanism is the emergency valve mechanism described in claim 1; The engineering vehicle includes: a combined control valve group, a first emergency interface, a T22 port, an internal power source, a hydraulic oil tank, and a return oil shut-off valve; the first emergency interface includes: an A1 port, a B1 port, a C1 port, and a D1 port; The emergency valve mechanism is connected to other power sources through ports P1, P2 and T1 to form two oil supply lines and one oil return line; The emergency valve mechanism is connected to the first emergency interface of the engineering vehicle through the second emergency interface, and is used to replace the internal power source to provide power to the control valve group of the engineering vehicle.

3. An emergency system according to claim 2, characterized in that: The emergency valve mechanism is connected to the T22 port of the engineering vehicle via the T2 port, at which time the return oil shut-off valve of the engineering vehicle is in the closed state.

4. An emergency system according to claim 2, characterized in that: When the engineering vehicle awaiting emergency rescue due to engine failure is a single-engine engineering vehicle, the emergency valve mechanism is located at the undercarriage of the single-engine engineering vehicle. When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, the emergency valve mechanism is arranged on the upper part of the dual-engine engineering vehicle.

5. An emergency system according to claim 2, characterized in that: When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the upper engine used for onboard operations fails, other power sources include the lower engine used for driving. Or, when the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the lower engine used for driving fails, other power sources include the upper engine used for the function of the vehicle. Other power sources also include other engineering vehicles equipped with emergency valve mechanisms.

6. An emergency system according to claim 2, characterized in that: Let the oil circuit formed by the connection between port A1 and the combined control valve group be called the L1 oil circuit. Port E1 is provided on the L1 oil circuit. Port E1 is used to provide power to the outrigger control valve group of the engineering vehicle.

7. An emergency system according to claim 2, characterized in that: When the engineering vehicle awaiting emergency rescue due to engine failure is a single-engine engineering vehicle, the single-engine engineering vehicle also includes an accumulator, a steering cylinder, a steering gear, and a left-right turning switching valve for controlling the left and right turns of the engineering vehicle; the left-right turning switching valve is connected to the accumulator. Let the oil circuit formed by connecting port A1 and the upper vehicle combined control valve group be called the L1 oil circuit. Port F1 is provided on the L1 oil circuit. When performing emergency steering operation, port F1 is connected to the accumulator to pressurize the accumulator. At the same time, the interface of the steering cylinder originally connected to the steering gear is connected to the left and right turn switching valve. When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, the dual-engine engineering vehicle also includes a steering gear, a steering pump, and a steering cylinder; the steering cylinder is connected to the steering gear. The oil circuit formed by connecting port A1 with the upper vehicle combined control valve group is called oil circuit L1. Port F1 is provided on the oil circuit L1. When performing emergency steering operation, the original interface between the steering gear and the steering pump is connected to port F1, and the return oil port of the steering gear is connected to port T22 of the upper vehicle.

8. An emergency system according to claim 4, characterized in that: When the engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and when the upper engine used for onboard operations fails, the two oil pumps driven by the lower engine are connected to the P1 and P2 ports of the emergency valve mechanism to form two oil supply lines; the T1 port of the emergency valve mechanism is connected to the lower vehicle's return oil port to form a return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the upper vehicle, at which time the upper vehicle's return oil shut-off valve is in the closed state; the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the upper vehicle to provide power to the upper vehicle's control valve group; When an engineering vehicle awaiting emergency rescue due to engine failure is a dual-engine engineering vehicle, and the lower engine used for driving fails, the two oil pumps driven by the upper engine are connected to the P1 and P2 ports of the emergency valve mechanism to form two oil supply lines; the T1 port of the emergency valve mechanism is connected to the upper vehicle's return oil port to form a return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the lower vehicle, at which time the return oil shut-off valve of the lower vehicle is in the closed state; the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the lower vehicle to provide power to the control valve group of the lower vehicle.

9. An emergency system according to claim 4, characterized in that: When the other power source is an engineering vehicle equipped with an upper-vehicle combined control valve group, T22 port, internal power source, hydraulic oil tank, and return oil shut-off valve, the second emergency interface of the emergency valve mechanism is connected to the first emergency interface of the engineering vehicle to be rescued; the first emergency interface of the engineering vehicle to be rescued is connected to the combined control valve group of the engineering vehicle to be rescued; the P1 port, P2 port, and T1 port of the emergency valve mechanism are connected to the corresponding interface of the engineering vehicle providing emergency rescue, forming two oil supply lines and one return oil line; the T2 port of the emergency valve mechanism is connected to the T22 port of the engineering vehicle to be rescued, at which time the return oil shut-off valve of the engineering vehicle to be rescued is in the closed state.

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