Monorail drive motor control system and method

Abstract

The application discloses a monorail crane driving motor control system and method, which comprises a motor switching valve, a motor floating valve and a clamping oil cylinder; the motor switching valve comprises a first two-position four-way electromagnetic reversing valve, a second two-position four-way electromagnetic reversing valve and a one-way throttling valve; the motor floating valve comprises a two-position three-way hydraulic control reversing valve, a three-position three-way hydraulic control reversing valve, a first one-way valve, a two-position two-way hydraulic control reversing valve and a second one-way valve; the first two-position four-way electromagnetic reversing valve is connected with the clamping oil cylinder through a hydraulic pipeline; the second two-position four-way electromagnetic reversing valve is connected with the one-way throttling valve, the control cavity of the two-position three-way hydraulic control reversing valve and the two-position two-way hydraulic control reversing valve through a hydraulic pipeline. In the application, the motor switching valve and the motor floating valve are controlled to move, so that the driving part can be smoothly connected with or separated from the locomotive during the locomotive operation, the variable driving efficiency and the work efficiency are improved, and the possibility of damage of the driving motor is reduced.

Description

Technical Field

[0001] This invention belongs to the field of monorail technology, specifically relating to a monorail drive motor control system and method. Background Technology

[0002] Monorail locomotives, as efficient underground transportation equipment, have been widely used in the coal mining industry. With the development of the coal industry, the requirements for monorail locomotive transportation efficiency, intelligent control, and adaptability to different working conditions are becoming increasingly stringent. Faced with different roadway conditions and working requirements, monorail locomotives need to frequently increase or decrease the number of drive motors. However, existing monorail locomotives lack specific control logic for whether the drive motors are clamped or not, requiring the locomotive to stop during these operations, significantly reducing transportation efficiency. Therefore, a monorail locomotive drive motor control system is needed that can automatically increase or decrease the number of drive motors according to actual transportation needs during operation, achieving efficient, economical, and intelligent monorail transportation. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a monorail drive motor control system that can automatically increase or decrease the number of drives according to actual transportation conditions during the monorail locomotive's operation, thereby achieving efficient, economical, and intelligent monorail transportation.

[0004] The present invention achieves the above objectives through the following technical solutions:

[0005] A monorail crane drive motor control system includes a motor switching valve, a motor floating valve, and a clamping cylinder. The motor switching valve includes a first two-position four-way solenoid directional valve, a second two-position four-way solenoid directional valve, and a one-way throttle valve. The motor floating valve includes a two-position three-way hydraulic directional valve, a three-position three-way hydraulic directional valve, a first check valve, a two-position two-way hydraulic directional valve, and a second check valve. The first two-position four-way solenoid directional valve is connected to the clamping cylinder via a hydraulic line. The second two-position four-way solenoid directional valve is connected to the control chambers of the one-way throttle valve, the two-position three-way hydraulic directional valve, and the two-position two-way hydraulic directional valve via a hydraulic line. The three-position three-way hydraulic directional valve is connected to the first check valve and the second check valve via a hydraulic line.

[0006] Furthermore, the monorail drive motor control system includes a first pressure switch, which is used to detect the pressure in the small chamber of the clamping cylinder and convert the pressure signal into an electrical signal through the controller, which is then transmitted to the second two-position four-way solenoid directional valve to control the second two-position four-way solenoid directional valve to switch.

[0007] Furthermore, the clamping cylinder is connected to the drive motor via a roller bracket and connecting bolts and pins.

[0008] Furthermore, the monorail drive motor control system includes a second pressure switch, which is used to detect the control oil pressure of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve, and convert the pressure signal into an electrical signal through the controller and transmit it to the first two-position four-way solenoid directional valve.

[0009] Furthermore, the two-position three-way hydraulic directional valve is connected to the two-position two-way hydraulic directional valve and the drive motor via hydraulic lines.

[0010] Furthermore, the first check valve and the second check valve are connected to the drive motor via hydraulic lines.

[0011] Furthermore, the two-position two-way hydraulic directional valve is connected to the drive motor via a hydraulic pipeline.

[0012] Furthermore, the first two-position four-way solenoid directional valve is connected to a proportional pressure reducing valve and a drive unit confluence block. The proportional pressure reducing valve is used to provide pressurized oil to the clamping cylinder; the drive unit confluence block is used for oil circuit distribution between drives; the proportional pressure reducing valve is connected to the first two-position four-way solenoid directional valve and the drive unit confluence block through a hydraulic pipeline.

[0013] The present invention also provides a method for controlling a monorail drive motor, the method employing the above-mentioned monorail drive motor control system, the method comprising:

[0014] Obtain the pressure in the small chamber of the clamping cylinder, and the pressure in the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve;

[0015] When a reduction in drive is required, the second two-position four-way solenoid directional valve is energized and operates in the right position, controlling the pressure oil to enter the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve, thus connecting the inlet and outlet oil ports of the drive motor; when the second pressure switch detects that the pressure in the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve has reached the set value, the first two-position four-way solenoid directional valve is energized and reverses to the left position, the pressure oil enters the large chamber of the clamping cylinder, the piston rod extends, causing the drive motor to disengage from the track, completing the drive reduction operation;

[0016] When additional drive is required, the first two-position four-way solenoid directional valve is de-energized and operates in the left position. Pressure oil enters the small chamber of the clamping cylinder, and the drive motor gradually presses against the track. After the first pressure switch detects that the pressure in the small chamber of the clamping cylinder has reached the set pressure value, the second two-position four-way solenoid directional valve is de-energized and operates in the left position, cutting off the control pressure oil. This causes both the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve to operate in the left position. At this time, the inlet and outlet ports of the drive motor are connected to the main oil circuit, completing the additional drive operation.

[0017] The present invention also provides a monorail crane vehicle, including the above-described monorail crane drive motor control system.

[0018] Beneficial effects

[0019] This invention, through the research of a monorail crane drive motor control system, enables monorail cranes to smoothly perform drive increase and decrease operations during operation, achieving more efficient, economical, and intelligent transportation operations. Correspondingly, it reduces the input of manual labor, while the addition of numerous monitoring devices allows for more accurate diagnosis of locomotive malfunctions, effectively reducing repair time and labor costs. Attached Figure Description

[0020] Figure 1 The attached diagram is a schematic diagram of the monorail crane drive motor control system of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0022] like Figure 1 As shown, a monorail crane drive motor control system includes a motor switching valve 1, a first pressure switch 5, a brake cylinder 6, a clamping cylinder 7, a drive motor 8, a controller 9, a second pressure switch 10, a motor floating valve 11, a proportional pressure reducing valve 17, and a drive unit confluence block 18. The motor switching valve 1 includes a first two-position four-way solenoid directional valve 2, a second two-position four-way solenoid directional valve 3, and a one-way throttle valve 4; the motor floating valve 11 includes a two-position three-way hydraulic directional valve 12, a three-position three-way hydraulic directional valve 13, a first check valve 14, a two-position two-way hydraulic directional valve 15, and a second check valve 16.

[0023] The first two-position four-way solenoid directional valve 2 is connected to the clamping cylinder 7 via a hydraulic line; the clamping cylinder 7 is used to control the drive motor to clamp and open. The second two-position four-way solenoid directional valve 3 is connected to the control chambers of the one-way throttle valve 4, the two-position three-way hydraulic control directional valve 12, and the two-position two-way hydraulic control directional valve 15 via hydraulic lines. The first pressure switch 5 detects the pressure in the small chamber of the clamping cylinder 7 and converts the pressure signal into an electrical signal through the controller 9, which is then transmitted to the second two-position four-way solenoid directional valve 3 to control its switching. The clamping cylinder 7 is connected to the drive motor 8 via a roller bracket and connecting bolts and pins; the drive motor provides driving force to enable the locomotive to move. The second pressure switch 10 detects the pressure in the two-position three-way hydraulic control valve 12 and the two-position two-way hydraulic control valve 15 via hydraulic lines. The control oil pressure of the directional control valve 15 converts the pressure signal into an electrical signal via the controller 9 and transmits it to the first two-position four-way solenoid directional control valve 2; the two-position three-way hydraulic directional control valve 12 is connected to the two-position two-way hydraulic directional control valve 15 and the drive motor 8 via hydraulic lines; the three-position three-way hydraulic directional control valve 13 is connected to the first check valve 14 and the second check valve 16 via hydraulic lines, and the first check valve 14 and the second check valve 16 are connected to the drive motor 8 via hydraulic lines; the two-position two-way hydraulic directional control valve 15 is connected to the drive motor 8 via hydraulic lines; the proportional pressure reducing valve 17 is connected to the first two-position four-way solenoid directional control valve 2 and the drive unit confluence block 18 via hydraulic lines; the proportional pressure reducing valve 17 is used to provide pressurized oil to the clamping cylinder; the drive unit confluence block 18 is used for oil circuit distribution between drives.

[0024] The control signals for the first two-position four-way solenoid directional valve 2 and the second two-position four-way solenoid directional valve 3 are transmitted to the controller 9 after the first pressure switch 5 and the second pressure switch 10 detect that the pressure has reached the set pressure value. Specifically, the first pressure switch 5 detects the pressure in the small chamber of the clamping cylinder 7, and the second pressure switch 10 detects the pressure in the control chambers of the two-position three-way hydraulic directional valve 12 and the two-position two-way hydraulic directional valve 15. The controller 9 then decides whether to transmit the control signals to the first two-position four-way solenoid directional valve 2 and the second two-position four-way solenoid directional valve 3 based on whether the automatic sling drive command is executed.

[0025] When it is necessary to increase the locomotive's operating speed, i.e., reduce the drive, the second two-position four-way solenoid directional valve 3 is first energized and operates in the right position. This controls the pressure oil to enter the control chambers of the two-position three-way hydraulic directional valve 12 and the two-position two-way hydraulic directional valve 15. At this time, both the two-position three-way hydraulic directional valve 12 and the two-position two-way hydraulic directional valve 15 are operating in the right position, thus connecting the inlet and outlet oil ports of the drive motor 8. When the second pressure switch 10 detects that the control pressure has reached the set pressure value, the first two-position four-way solenoid directional valve 2 is energized and reverses to the left position. At this time, the pressure oil enters the large chamber of the clamping cylinder 7, and the piston rod extends, allowing the drive motor... 8. Disengage from the track to complete the drive reduction operation; When it is necessary to increase the locomotive's traction force, i.e., increase the drive, firstly, de-energize the first two-position four-way solenoid valve 2 and make it work in the left position. At this time, the pressure oil enters the small chamber of the clamping cylinder 7, and the drive motor 8 gradually presses against the track. After the first pressure switch 5 detects that the pressure in the small chamber of the clamping cylinder 7 has reached the set pressure value, the second two-position four-way solenoid valve 3 de-energizes and reverses to work in the left position, cutting off the control pressure oil, so that the two-position three-way hydraulic control valve 12 and the two-position two-way hydraulic control valve 15 both work in the left position. At this time, the inlet and outlet oil ports of the drive motor 8 are connected to the main oil circuit to complete the drive increase operation;

[0026] The three-position three-way hydraulic control directional valve 13 is connected to the low-pressure oil circuit of the closed system between the drive unit confluence block 18 and the hydraulic pipeline. When the drive is increased or decreased, the three-position three-way hydraulic control directional valve 13 will connect the return oil circuit of the travel closed system to the inlet and outlet oil ports of the drive motor 8 through the first check valve 14 and the second check valve 16. At this time, the plunger inside the drive motor 8 is in constant contact with the inner surface of the stator under low pressure, which effectively avoids the situation where the plunger impacts the inner surface of the stator caused by the pressure change when the drive is increased or decreased, thus preventing the motor from being damaged.

[0027] The controller 9 detects the pressure difference output by the main pump during locomotive operation, which indicates the load on the locomotive. It then controls the output pressure of the proportional pressure reducing valve 17, thereby controlling the clamping pressure of the clamping cylinder 7. This achieves proportional control where the clamping force on the drive wheels increases with the load.

[0028] In summary, the monorail drive motor control system described in this invention can automatically increase or decrease the number of drives according to the actual transportation conditions required by the monorail locomotive during operation, thereby achieving efficient, economical, and intelligent monorail transportation.

[0029] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any modifications or alterations made by those skilled in the art without departing from the scope of the present invention using the above-described technical content are equivalent embodiments and still fall within the scope of the present invention.

Claims

1. A method for controlling a drive motor of a monorail crane, characterized in that, The method employs a monorail crane drive motor control system, which includes a motor switching valve, a motor floating valve, and a clamping cylinder. The motor switching valve includes a first two-position four-way solenoid directional valve, a second two-position four-way solenoid directional valve, and a one-way throttle valve. The motor floating valve includes a two-position three-way hydraulic directional valve, a three-position three-way hydraulic directional valve, a first check valve, a two-position two-way hydraulic directional valve, and a second check valve. The first two-position four-way solenoid directional valve is connected to the clamping cylinder via a hydraulic line. The second two-position four-way solenoid directional valve is connected to the control chambers of the one-way throttle valve, the two-position three-way hydraulic directional valve, and the two-position two-way hydraulic directional valve via hydraulic lines. The three-position three-way hydraulic directional valve is connected to the first check valve and the second check valve via hydraulic lines. The clamping cylinder is connected to the drive motor via a roller bracket, connecting bolts, and a pin. The method includes: Obtain the pressure in the small chamber of the clamping cylinder, and the pressure in the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve; When a reduction in drive is required, the second two-position four-way solenoid directional valve is energized and operates in the right position, controlling the pressure oil to enter the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve, thus connecting the inlet and outlet oil ports of the drive motor; when the second pressure switch detects that the pressure in the control chambers of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve has reached the set value, the first two-position four-way solenoid directional valve is energized and reverses to the left position, the pressure oil enters the large chamber of the clamping cylinder, the piston rod extends, causing the drive motor to disengage from the track, completing the drive reduction operation; When additional drive is required, the first two-position four-way solenoid directional valve is de-energized and operates in the left position. Pressure oil enters the small chamber of the clamping cylinder, and the drive motor gradually presses against the track. After the first pressure switch detects that the pressure in the small chamber of the clamping cylinder has reached the set pressure value, the second two-position four-way solenoid directional valve is de-energized and operates in the left position, cutting off the control pressure oil. This causes both the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve to operate in the left position. At this time, the inlet and outlet ports of the drive motor are connected to the main oil circuit, completing the additional drive operation.

2. The monorail crane drive motor control method according to claim 1, characterized in that, The monorail drive motor control system includes a first pressure switch, which is used to detect the pressure in the small chamber of the clamping cylinder and convert the pressure signal into an electrical signal through the controller, which is then transmitted to the second two-position four-way solenoid valve to control the second two-position four-way solenoid valve to switch.

3. The monorail crane drive motor control method according to claim 1, characterized in that, The monorail drive motor control system includes a second pressure switch, which is used to detect the control oil pressure of the two-position three-way hydraulic directional valve and the two-position two-way hydraulic directional valve, and converts the pressure signal into an electrical signal through the controller and transmits it to the first two-position four-way solenoid directional valve.

4. The monorail crane drive motor control method according to claim 1, characterized in that, The two-position three-way hydraulic control directional valve is connected to the two-position two-way hydraulic control directional valve and the drive motor through hydraulic lines.

5. The monorail crane drive motor control method according to claim 1, characterized in that, The first check valve and the second check valve are connected to the drive motor via hydraulic lines.

6. The monorail crane drive motor control method according to claim 1, characterized in that, The two-position two-way hydraulic directional valve is connected to the drive motor via a hydraulic pipeline.

7. The monorail crane drive motor control method according to claim 1, characterized in that, The first two-position four-way solenoid directional valve is connected to a proportional pressure reducing valve and a drive unit confluence block. The proportional pressure reducing valve is used to provide pressurized oil to the clamping cylinder. The drive unit confluence block is used for oil circuit distribution. The proportional pressure reducing valve is connected to the first two-position four-way solenoid directional valve and the drive unit confluence block through a hydraulic pipeline.

8. A monorail crane, characterized in that, The monorail drive motor control method according to any one of claims 1 to 7 is adopted.

Images