A crane on-off vehicle interlocking system and crane

Abstract

The application discloses a crane up-down vehicle interlocking system and crane, wherein a third joint pump of a hydraulic pump group is connected with an oil inlet P of a leg telescopic valve, a telescopic switch valve in the leg telescopic valve is connected with the oil inlet P of the leg telescopic valve; first and second working oil inlets of a locking valve are connected with a fifth working oil inlet of the telescopic switch valve, a third working oil inlet of the locking valve is connected with rod cavities of each horizontal oil cylinder, vertical oil cylinder and fifth leg oil cylinder, and a fourth working oil inlet of the locking valve is connected with a sixth working oil inlet of the telescopic switch valve; the locking valve cannot be electrified when a boom is in a non-retracted state, and the right position works, at this time, oil outlets of the telescopic switch valve are directly connected with an oil return port through the locking valve, pressure unloading is realized, and the horizontal oil cylinder, the vertical oil cylinder and the fifth leg oil cylinder are not moved to realize locking. The application can realize unloading of an oil inlet path when a leg handle is misoperated during up-car operation, and achieve a misoperation locking function.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery, specifically to a crane over-and-under interlock system and a crane. Background Technology

[0002] Current technology primarily employs electrically controlled outrigger operation. This involves collecting signals from the overhead crane and outrigger extension / retraction, and controlling the energization logic of the solenoid valves to achieve interlocking between the upper and lower cranes. While the principle is simple, the cost is high (approximately five times that of mechanical outrigger operation), making it unsuitable for the increasingly competitive crane market. In particular, it struggles to meet the requirements of our recently developed series of European and American truck crane models, as detailed below:

[0003] Patent CN113803309A discloses an energy-saving aerial work platform vehicle (AWP) interlock system and its control method for getting on and off the platform. The system consists of a single working pump outlet connected to the inlet of an AWP switching valve. The upper and lower outlets of the switching valve are connected to the inlets of the upper control multi-way valve group and the outrigger multi-way valve, respectively. The main oil circuit of the upper control multi-way valve group is connected in series with an upper electromagnetic unloading valve, and the common return oil circuit of the lower actuator is connected in series with a normally open outrigger locking valve. The controller achieves energy-saving control of the AWP interlock system by collecting data from the boom return detection switch, the outrigger compaction detection switch, and the pressure detection switch at the inlet of the outrigger multi-way valve. The main problem with this patent is that when the boom return detection switch detects that the upper vehicle boom has left the boom, if the outrigger operating valve is mistakenly operated to extend the vertical / horizontal cylinder, the return oil line between the outrigger locking valve 7 and the small chamber of the outrigger cylinder will burst due to pressure buildup (the ratio of the outrigger cylinder's large and small chamber areas × the main relief valve pressure), posing a serious safety risk and failing to achieve true interlocking between the upper and lower vehicles. Furthermore, during upper vehicle operation, although the conduction of the pressure switch is used to determine whether the outrigger locking valve is energized, the upper vehicle remains in a normally operating state, and the outrigger locking valve 7 is constantly energized, preventing true energy-saving control.

[0004] Patent CN110985464A discloses an automatic interlock control system and control method for getting on and off an aerial work platform. This solution uses two sets of normally closed two-position two-way solenoid valves to restrict the movement of the upper boom and the lower outriggers respectively, plus a set of switching valves to manually switch the flow of movement. Compared with patent CN113803309A, this solution does solve the problem of pipeline bursting when the outrigger valve group is misoperated. However, when the boom return detection switch detects that the upper boom has left the boom, and valves 203 are in the lower position, vertical cylinder 3 / horizontal cylinder 5 can extend normally in positions 204 / 205 / 206 / 207, thus failing to achieve true interlocking between getting on and off.

[0005] Patent CN105288909A discloses an automatic interlocking device for raising and lowering a fire truck with dual protection. This design restricts the boom's movement in the upper vehicle by controlling a hydraulic pilot unloading valve assembly, while restricting the outriggers' movement in the lower vehicle using a mechanical interlock limiting plate and a self-resetting cylinder. Furthermore, the interlocking function is achieved by driving the upper vehicle's hydraulic pilot unloading valve and the lower vehicle's self-resetting cylinder based on position sensor detection results and controller logic. However, this design suffers from several problems: it is technically overly complex, requires high precision in structural component manufacturing, is difficult to assemble, and the lower vehicle cylinder requires continuous power to lock the outriggers' movement after the upper vehicle's boom leaves the boom support, resulting in significant battery drain.

[0006] Patent CN201864543U discloses an interlocking device for outriggers on an aerial work platform: it utilizes components such as an inductive proximity switch, an outrigger interlock valve, an outrigger signal valve, and an adapter power supply to achieve interlocking of the outriggers on the aerial work platform. The problem with this technical solution is that when the outriggers on the lower vehicle are not properly extended or are in a weak position, it restricts all actions of getting on and off the vehicle; however, when the boom is removed from the upper vehicle, it does not restrict the outriggers' non-retractable movement. Therefore, without extending the outriggers, it can only lock the upper vehicle to prevent boom movement, and cannot achieve the automatic interlocking function for both getting on and off the vehicle simultaneously, which also poses a significant safety hazard.

[0007] Patent CN216767964U discloses an automatic interlocking control system for the unloading, loading, and platform operation of a bridge inspection vehicle. This system connects the three oil outlets of two interlocking solenoid valves to three different control systems, ensuring that only one control system can pass through at a time, automatically locking the other two systems. This solution has the following main problems: ① Regardless of which system is operated, at least one solenoid valve is always energized. Taking the telescopic motor 11 as an example, the two-position four-way solenoid valves 2-2 and 2-3 are always energized, resulting in high battery consumption and excessively long energizing time causing the electromagnets to overheat, potentially leading to aging and damage. ② To accommodate different flow and pressure requirements, 2-1 needs to be configured as an electro-proportional relief valve, and the two-position four-way solenoid valves 2-2 and 2-3 need to meet the maximum flow diameter requirement, increasing costs. ③ To achieve interlocking for more actions, additional solenoid switching valves need to be connected in series.

[0008] In summary, existing boom products (mechanical outrigger control) cannot achieve interlocking function for getting on and off the vehicle, and there is a risk of small cavity pipeline bursting when vertical cylinder extension is performed; while electric outrigger control is much more expensive than mechanical outrigger control and cannot meet the requirements. Summary of the Invention

[0009] Purpose of the invention: The purpose of this invention is to provide a crane interlocking system for loading and unloading and a crane. This solution can unload the oil circuit when the outrigger handle is accidentally operated during loading operations, thereby achieving the "locking" function of misoperation. It effectively reduces the risk of vehicle overturning when the outrigger multi-way valve is accidentally operated during loading operations, and realizes the interlocking function for loading and unloading.

[0010] Technical solution: The crane over-and-under interlock system of the present invention includes a hydraulic pump group, outrigger extension valve, horizontal cylinder, vertical cylinder, and fifth outrigger cylinder; the third pump of the hydraulic pump group is connected to the oil inlet P of the outrigger extension valve, the outrigger extension valve is provided with an extension switching valve, and the extension switching valve is connected to the oil inlet P of the outrigger extension valve; a locking valve is connected in series between the extension switching valve and each cylinder;

[0011] The first and second working ports of the locking valve are both connected to the fifth working port of the telescopic switching valve. The third working port of the locking valve is connected to the rod chamber of each horizontal cylinder, vertical cylinder, and fifth outrigger cylinder. The fourth working port of the locking valve is connected to the sixth working port of the telescopic switching valve.

[0012] When the boom is not in the retracted state, the locking valve is not energized and operates in the right position. At this time, regardless of whether the telescopic switching valve is in the upper or lower position, its oil outlet is directly connected to the oil return port to achieve pressure unloading. The fifth outrigger cylinder does not move, thus achieving locking.

[0013] Furthermore, the lock-up valve uses normally de-energized control logic.

[0014] Furthermore, the solenoid coil of the locking valve is connected to the output terminal of the lowering controller, and the input terminal of the lowering controller is connected to the boom proximity switch, force take-off detection switch, pressure detection switch, vertical outrigger pressure sensor, and horizontal outrigger length measuring sensor.

[0015] When the jacking controller detects the boom retraction signal, power take-off switch signal, and pressure detection signal, the jacking controller triggers the solenoid coil of the lock-up valve to be energized.

[0016] Furthermore, when the locking valve is energized and the telescopic switching valve is in the lower position, the oil from the third pump of the hydraulic pump unit reaches the P port of the outrigger telescopic valve, enters through the C port of the telescopic switching valve, exits through the oil outlet d of the telescopic switching valve, passes through the h and k ports of the locking valve, and then through the fifth outrigger cylinder selection valve and each horizontal / vertical cylinder selection valve, reaching the rod chamber of each outrigger cylinder to realize the retraction action of each outrigger cylinder.

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

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

[0019] Furthermore, it also includes a pilot control valve, which contains a pilot pressure switching valve. The first working port of the pilot pressure switching valve is connected to the P port of the pilot control valve, and the third working port of the pilot pressure switching valve is connected to the oil tank. The fourth pump of the hydraulic pump unit is connected to the second working port of the pilot pressure switching valve via the P4 port of the central rotary joint. The second working port of the pilot pressure switching valve is also connected to the hydraulic oil tank via the T port of the central rotary joint.

[0020] Furthermore, when the pilot pressure switching valve is energized, the first working port and the third working port of the pilot pressure switching valve are connected. The oil that enters the pilot control valve P port enters the first working port of the pilot pressure switching valve and enters the oil tank after exiting from the third working port. At this time, the pilot oil returns directly to the hydraulic oil tank through the relief valve in the pilot control valve.

[0021] Furthermore, pressure sensors are installed on the outrigger cylinders. When any of the four outrigger length measurement signals does not match the selected working condition or when any of the four vertical outriggers has an abnormal pressure, the lower vehicle controller transmits the collected signal to the upper vehicle controller via the CAN bus. The upper vehicle controller then controls the pilot pressure switching valve to be energized.

[0022] Based on the same inventive concept, the present invention provides a crane including the above-mentioned crane loading and unloading interlocking system.

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

[0024] (1) The hydraulic system of the outriggers effectively reduces the risk of vehicle overturning by connecting a new type of locking valve in series with the original mechanical outrigger valve. It realizes the interlock function between the outriggers and the vehicle and greatly improves the safety of the whole vehicle operation.

[0025] (2) Compared with the method of interlocking the getting on and off the vehicle by the electric outrigger control system, the cost is greatly reduced and the system reliability is improved.

[0026] (3) By collecting the power take-off switch signal and the on-board operation signal, the energy-saving control of the locking valve is realized, ensuring that the locking valve is in a de-energized state when the crane is on-board and when the vehicle is traveling, effectively solving the risk of electromagnet overheating and aging and battery depletion caused by the constant power supply of the locking valve. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a crane over-and-under interlock system according to the present invention;

[0028] Figure 2 This is a schematic diagram of the crane's locking function when the boom is not retracted in this invention.

[0029] Figure 3 This is a schematic diagram of the telescopic control valve in the upper position when the locking valve is not energized in this invention;

[0030] Figure 4 This is a schematic diagram showing the principle that the telescopic control valve is in the lower position when the locking valve is energized in this invention;

[0031] Figure 5 This is a schematic diagram showing the telescopic control valve in its upper position when the locking valve is energized in this invention.

[0032] Figure 6 This is a schematic diagram of the outrigger abnormal state vehicle locking function in this invention;

[0033] Figure 7 This is a schematic diagram of the control principle of the vehicle disembarkation controller in this invention. Detailed Implementation

[0034] The technical solution of the present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0035] like Figure 1 As shown, the crane over-and-under interlock system of the present invention involves the following components: hydraulic oil tank 1, hydraulic pump group 2, locking valve 3, horizontal cylinder 5, vertical cylinder 6, fifth outrigger cylinder 7, center rotary joint 8, upper carriage control main valve 9, upper carriage actuator 10, slewing control valve 11, outrigger control valve 30, main relief valve 301, telescopic switching valve 302, horizontal cylinder extension relief valve 303, fifth outrigger cylinder selection valve 304, horizontal cylinder / vertical cylinder selection valve 305, pilot control valve 90, pilot pressure switching valve 901, etc. The specific connection methods between the components are as follows:

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

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

[0038] Locking valve 3 is connected in series between telescopic switching valve 302 and each hydraulic cylinder. The third working port of locking valve 3 is connected to the rod chamber of each horizontal hydraulic cylinder 5, vertical hydraulic cylinder 6, and fifth outrigger cylinder 7. Locking valve 3 uses a normally de-energized control logic, effectively solving the risks of electromagnet overheating and aging and battery depletion caused by the locking valve being constantly energized during crane operation, thus achieving energy-saving control of the locking valve. The electromagnetic coil of locking valve 3 is connected to the output terminal of the lower crane controller, and the input terminal of the lower crane controller is connected to the pressure detection signal, the power take-off signal, and the proximity switch signal installed on the boom support (indicating whether the crane is operating). When the lower crane controller simultaneously detects the pressure signal, the power take-off signal, and the boom retraction signal, it triggers the electromagnetic coil of locking valve 3 to be energized. When the boom is lowered onto the boom, it indicates that the crane is not operating. When the boom is not on the boom support, it indicates that the crane is operating or about to operate. In this case, if the customer accidentally operates the outrigger handle, the outrigger should be locked and cannot move.

[0039] A locking valve is connected in series between the extension and selection links of the mechanical outrigger valve. By collecting the on-vehicle operation signal, power take-off signal, and pressure detection signal, the oil circuit is unloaded when the outrigger handle is accidentally operated during on-vehicle operation, thus achieving the "locking" function of accidental operation. This realizes the interlock function for on-vehicle operation in all operation scenarios and meets the CE certification requirements.

[0040] Crane arm locking function in non-retracted state: When the upper controller detects that the boom is in a non-retracted state, it transmits a signal to the lower controller, de-energizing locking valve 3, which operates in its right position. When the locking valve is de-energized, the telescopic control valve is in the lower position, such as... Figure 2 As shown; when the lock-up valve is not energized, the telescopic control valve is in the upper position, such as... Figure 3 As shown. If the outrigger control valve 30 is mistakenly operated at this time, the telescopic switching valve 302 will remain in either the upper or lower position (see...). Figure 2 / Figure 3 The oil outlet of the telescopic switching valve 302 is directly connected to the return oil port (third working oil port) through the lock-up valve 3, such as... Figure 2 As shown, pressure unloading is achieved, and the horizontal cylinder 5, vertical cylinder 6, and fifth outrigger cylinder 7 do not move. Therefore, the outriggers also do not move, realizing the vehicle locking function when the boom is not retracted. The "locking" function achieved by unloading can effectively solve the problems of difficult matching of the large and small chamber area ratio of the outrigger cylinders, the main overflow pressure setting, and the allowable pressure of the pipeline, and the high risk of pipe burst.

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

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

[0043] Outrigger extension / retraction state: Compared to the time spent operating on the crane, the proportion of outrigger extension / retraction time is very small (less than 1%), therefore, the locking valve 3 is in a normally de-energized state during crane operation. Simultaneously, to avoid ineffective power loss of the chassis battery caused by the locking valve being energized for extended periods while the vehicle is in motion, energy-saving control of the valve assembly is achieved. The locking valve 3's energization signal requires two conditions to be met: 1. Power take-off signal acquisition; 2. Boom retraction signal; 3. Pressure detection signal. When the extension / retraction switching valve 302 is in the lower position while the locking valve 3 is energized (see...), Figure 4 The pressure oil circuit of the third pump, via the telescopic switching valve 302 and the horizontal / vertical cylinder selector valve / fifth outrigger cylinder selector valve, enables the outrigger cylinder to extend. When the telescopic switching valve 302 is in the upper position, it is the outrigger cylinder retraction link. Oil enters the common return oil chamber of the outrigger cylinder through port P, and through the outrigger cylinder selector link, completes the cylinder retraction action. See details... Figure 5 This allows the outriggers to extend and retract normally.

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

[0045] like Figure 6As shown, when the pilot pressure switching valve 901 is energized, the first working port and the third working port of the pilot pressure switching valve 901 are connected. The oil that enters the pilot control valve 90P port enters the first working port of the pilot pressure switching valve 901 and enters the oil tank after exiting from the third working port. At this time, the pilot oil returns directly to the hydraulic oil tank 1 through the relief valve in the pilot control valve 90.

[0046] Outrigger Abnormal Status Upper Vehicle Locking Function: When the lower vehicle controller detects that any of the four outrigger length measurement signals is inconsistent with the selected working condition or that any of the four vertical outriggers has an abnormal pressure, the lower vehicle controller transmits the collected signal to the upper vehicle controller via the CAN bus. The pilot pressure switching valve 901 is energized, and the pilot oil returns directly to the oil tank via the overflow valve. The upper vehicle control main valve 9 cannot be switched, thus realizing the outrigger abnormal status upper vehicle locking function. After the action is restricted, it can be released using the force limiter main forced switch outside the control room. Length measurement sensors are installed on the outriggers, specifically on the movable outriggers. Pressure sensors are installed on the outrigger cylinders.

[0047] Chassis initial adjustment / lock-up valve solenoid malfunction: During chassis initial adjustment, the boom retraction signal cannot be detected because the upper crane boom has not yet been installed. Alternatively, if the lock-up valve solenoid malfunctions, the outriggers cannot extend or retract, affecting the passage of subsequent vehicles. Lock-up valve 3 adopts an electromechanical integrated operation, with electronic control as the primary method and emergency mechanical control as a secondary method, increasing maneuverability during use.

[0048] like Figure 7 As shown, the input terminal of the unloading controller 12 is connected to the boom proximity switch 13, force take-off detection switch 14, pressure detection switch 15, vertical outrigger pressure sensor 16, and horizontal outrigger length measuring sensor 17, for detecting boom retraction detection signals, pressure detection signals, force take-off signals, and the vertical outrigger pressure sensor and horizontal outrigger length measuring sensor respectively. The pressure detection switch 15 is installed on the attached... Figure 2 and attached Figure 3At position g in the diagram, a pressure detection switch is installed. Moving the handle of the outrigger extension control unit indicates an intention to operate the outriggers, and the pressure detection switch closes upon detecting pressure. The output of the lowering controller 12 is connected to the locking valve 3. The output of the uppering controller 18 is connected to the pilot control valve 90. When the lowering controller 12 detects a boom retraction signal (the boom has fallen onto the boom support, and a proximity switch is installed on the boom support), a power take-off switch signal (to prevent the locking valve from being accidentally energized during operation), and a pressure detection signal (see position g in the attached diagram, indicating that the customer has operated the outrigger handle), the lowering controller 12 energizes the locking valve 3, allowing the outriggers to extend and retract normally. If none of the above signals are detected, the locking valve is not energized, and if the customer mistakenly operates the outrigger handle, the outriggers cannot extend or retract, achieving a locking effect. When the uppering controller is in operation, the pilot solenoid valve 901 needs to be energized; energizing the pilot solenoid valve 901 is a signal indicating that the uppering controller is in operation. When in operation, if the upper vehicle controller 18 detects an abnormality in any of the vertical outrigger pressure sensors or horizontal outrigger length measuring sensors, the upper vehicle controller 18 will de-energize the pilot control valve 90, de-energize the upper vehicle pilot control, and prevent the upper vehicle's various operating valves (extension, luffing, main and auxiliary winches, slewing) from reversing, thus locking the upper vehicle's actions.

[0049] In the technical solution of this invention, when the outriggers are misoperated during crane operation, the oil inlet of the outrigger extension system is directly connected to the return oil circuit via a lock-up valve. This unloads the oil circuit when the outrigger handle is misoperated during crane operation, achieving the "locking" function of misoperation. This truly realizes the interlocking function for crane operation in all scenarios. The system is simple, reliable, and low-cost. By collecting signals from the power take-off switch, boom retraction signal, and pressure detection signal, energy-saving control of the lock-up valve is achieved, ensuring that the lock-up valve is de-energized during crane operation and vehicle travel. This effectively solves the risks of electromagnet overheating and aging, and battery depletion caused by constant energization of the lock-up valve. This lock-up valve is not limited to electromechanical integrated operation or hydraulic control. Any improvements and modifications to achieve the function of this two-position four-way lock-up valve fall within the protection scope of this invention.

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

[0051] The present invention also includes a crane that adopts the above-mentioned crane loading and unloading interlock system, which effectively reduces the risk of vehicle overturning due to accidental operation of the outrigger multi-way valve during loading operations, and realizes the loading and unloading interlock function.

Claims

1. A crane over-and-under interlock system, characterized in that: The system includes a hydraulic pump assembly (2), a leg extension valve (30), a horizontal cylinder (5), a vertical cylinder (6), and a fifth leg cylinder (7). The third pump of the hydraulic pump assembly (2) is connected to the oil inlet P of the leg extension valve (30). The leg extension valve (30) is equipped with an extension switching valve (302), which is connected to the oil inlet P of the leg extension valve (30). A locking valve (3) is connected in series between the extension switching valve (302) and each cylinder. The first and second working ports of the locking valve (3) are both connected to the fifth working port of the telescopic switching valve (302), the third working port of the locking valve (3) is connected to the rod chamber of each horizontal cylinder (5), vertical cylinder (6), and fifth outrigger cylinder (7), and the fourth working port of the locking valve (3) is connected to the sixth working port of the telescopic switching valve (302). When the boom is in the non-retracted state, the locking valve (3) is not energized and works in the right position. At this time, regardless of whether the telescopic switching valve (302) is in the upper or lower position, its oil outlet is directly connected to the oil return port through the locking valve (3) to achieve pressure unloading. The horizontal cylinder (5), vertical cylinder (6), and fifth outrigger cylinder (7) do not move, thus achieving locking. The electromagnetic coil of the locking valve (3) is connected to the output end of the lowering controller (12), and the input end of the lowering controller (12) is connected to the boom proximity switch (13), the force take-off detection switch (14), the pressure detection switch (15), the vertical outrigger pressure sensor (16), and the horizontal outrigger length measuring sensor (17). When the lower vehicle controller (12) detects the boom retraction signal, the power take-off switch signal, and the pressure detection signal, the lower vehicle controller (12) triggers the solenoid coil of the lock-up valve (3) to be energized; When the locking valve (3) is energized and the telescopic switching valve (302) is in the lower position, the oil from the third pump of the hydraulic pump group (2) reaches the P port of the outrigger telescopic valve (30), enters through the C port of the telescopic switching valve (302), comes out from the oil outlet d of the telescopic switching valve (302), passes through the h port and k port of the locking valve (3), and then through the fifth outrigger cylinder selection valve (304) and each horizontal cylinder / vertical cylinder selection valve (305), reaching the rod chamber of all horizontal cylinders (5), all vertical cylinders (6) and the fifth outrigger cylinder (7), realizing the retraction action of all cylinders; When the locking valve (3) is energized and the telescopic switching valve (302) is in the upper position, the oil from the third pump of the hydraulic pump group (2) reaches the P port of the telescopic switching valve (302), passes through the e port and f port of the telescopic switching valve (302) to the j port, passes through the fifth leg cylinder selection valve (304) and each horizontal cylinder / vertical cylinder selection valve (305), and reaches the rodless chamber of the fifth leg cylinder (7), all horizontal cylinders (5), and all vertical cylinders (6), realizing the extension action of all cylinders.

2. The crane over-and-under interlock system according to claim 1, characterized in that: The lock-up valve (3) is a normally de-energized control logic.

3. The crane over-and-under interlock system according to claim 1, characterized in that: The locking valve (3) adopts an electromechanical integrated operation method, with electrical control as the main method and emergency mechanical control as the auxiliary method.

4. The crane over-and-under interlock system according to claim 1, characterized in that: It also includes a pilot control valve (90), a pilot pressure switching valve (901) is provided inside the pilot control valve (90), the first working port of the pilot pressure switching valve (901) is connected to the P port of the pilot control valve (90), and the third working port of the pilot pressure switching valve (901) is connected to the oil tank; the fourth pump of the hydraulic pump group (2) is connected to the second working port of the pilot pressure switching valve (901) through the P4 port of the central rotary joint (8), and the second working port of the pilot pressure switching valve (901) is also connected to the hydraulic oil tank (1) through the T port of the central rotary joint (8).

5. The crane over-and-under interlock system according to claim 4, characterized in that: When the pilot pressure switching valve (901) is energized, the first working port of the pilot pressure switching valve (901) is connected to the third working port. The oil that enters the P port of the pilot control valve (90) enters the first working port of the pilot pressure switching valve (901) and enters the oil tank after exiting from the third working port. At this time, the pilot oil returns directly to the hydraulic oil tank (1) through the overflow valve in the pilot control valve (90).

6. The crane over-and-under interlock system according to claim 4, characterized in that: When any of the four outrigger length measurement signals does not match the selected working condition or when any of the four vertical outriggers has an abnormal pressure, the lower vehicle controller will transmit the collected signal to the upper vehicle controller via the CAN bus, and the upper vehicle controller will energize the pilot pressure switching valve (901).

7. A crane, characterized in that: The crane includes the crane loading and unloading interlocking system as described in any one of claims 1 to 6.

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