A multiple protection brake control system

Abstract

The application provides a multiple protection brake control system, comprising a hydraulic pump station, a switching valve group, a walking hydraulic control subsystem, an unbrake hydraulic control subsystem and a programmable logic controller, the switching valve group is controlled by the programmable logic controller to realize the connection of the walking hydraulic control subsystem and the unbrake hydraulic control subsystem, the degree of automation is high, the electromagnetic valve and the manual reversing valve are arranged in the unbrake valve group to provide an emergency backup control scheme for unbraking, the unbrake pressure is integrated with four-stage safety protection to prevent the system from being damaged by overloading or overlowing, the safety degree is high, further, the multiple protection brake control system is simple in structure, pressure monitoring and display are integrated, and the system is convenient to install and maintain and low in failure rate.

Description

Technical Field

[0001] This invention belongs to the field of electro-hydraulic control technology, specifically relating to a multi-protection braking control system. Background Technology

[0002] With the government's support for the intelligent development of coal mines, the automation and intelligence of underground tunneling equipment have greatly improved. However, the automation and intelligence of support equipment used for roadway excavation have progressed more slowly, becoming a major factor affecting the speed of roadway excavation.

[0003] The use of tracked mobile equipment in underground coal mine tunneling faces is increasing. Most of these devices use hydraulic power sources, driven by hydraulic motors and reducers. The walking system uses a parking brake, and the release pressure needs to be maintained within a reasonable range. Currently, most equipment uses a single-stage pressure reduction before oil supply. An abnormally low pressure can cause the brake to not fully release, leading to severe brake wear and overheating; an abnormally high pressure can damage the brake seals, causing the parking brake to lock up. The release system lacks adequate safety protection, making faults difficult to detect, and by the time they are discovered, the brakes are often already damaged. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this disclosure provides a multi-protection braking control system.

[0005] This disclosure provides a multi-protection braking control system, characterized by comprising: a hydraulic pump station, a switching valve group, a travel hydraulic control subsystem, a de-braking hydraulic control subsystem, and a programmable logic controller (PLC); the PLC is connected to the switching valve group, which controls the connection of the circuits containing the travel hydraulic control subsystem and the de-braking hydraulic control subsystem based on travel commands from the PLC; the travel hydraulic control subsystem includes a travel on / off valve group, a travel proportional valve, a left travel motor, and a right travel motor; the hydraulic control terminal of the travel on / off valve group is connected to the oil outlet of the switching valve group; the travel on / off valve group controls its own conduction or cutoff based on the pressure at the oil outlet of the switching valve group; the travel on / off valve group is connected to the oil inlet of the travel proportional valve. Next, the travel proportional valve is used to control the output ratio of the left and right travel motors; the brake release hydraulic control subsystem is equipped with a brake release valve group, whose internal oil circuit is equipped with a pressure relief valve and a safety valve for adjusting the brake release hydraulic oil to a safe range. The oil outlet of the brake release hydraulic control subsystem is equipped with a sensor for monitoring the brake release hydraulic oil pressure and flow rate, and the above sensor is connected to the programmable logic controller. If the sensor outputs an overload or low pressure signal, the programmable logic controller controls the circuits of the travel hydraulic control subsystem and the brake release hydraulic control subsystem to be shut down; the oil outlet of the brake release hydraulic control subsystem is connected to the brake release terminals of the left and right travel motors to execute the brake release of the travel motors.

[0006] Preferably, the walking hydraulic control circuit where the walking hydraulic control subsystem is located is specifically as follows:

[0007] The inlet port P11 of the switching valve assembly is connected to the P port of the hydraulic pump station; the return port DR11 of the switching valve assembly is connected to the drain port of the oil tank; the outlet port K12 of the switching valve assembly is connected to the control port K01 of the travel on / off valve assembly; simultaneously, the outlet port K12 of the switching valve assembly is connected to the inlet port P21 of the brake release valve assembly; the inlet port P01 of the travel on / off valve assembly is connected to the P port of the hydraulic pump station; and the outlet port P01 of the travel on / off valve assembly is connected to the inlet port P41 of the travel proportional valve. The return port T41 of the travel proportional valve is connected to the return port of the oil tank; the feedback port Ls41 of the travel proportional valve is connected to the X port of the hydraulic pump station; the outlet port A41 of the travel proportional valve is connected to the A51 port of the left travel motor; the outlet port B41 of the travel proportional valve is connected to the B51 port of the left travel motor; the outlet port A42 of the travel proportional valve is connected to the A61 port of the right travel motor; and the outlet port B42 of the travel proportional valve is connected to the B61 port of the right travel motor.

[0008] Preferably, the travel de-braking hydraulic control circuit where the de-braking hydraulic control subsystem is located also includes: a left travel motor reducer and a right travel motor reducer. Specifically, the oil inlet P21 of the de-braking valve group is connected to the oil outlet K12 of the switching valve group, the oil inlet P22 of the de-braking valve group is connected to the feedback port Ls41 of the travel proportional valve, the oil return port DR21 of the de-braking valve group is connected to the drain port of the oil tank, the oil outlet K21 of the de-braking valve group is connected to the de-braking port J51 of the left travel motor reducer, and at the same time, the oil outlet K21 of the de-braking valve group is connected to the de-braking port J61 of the right travel motor reducer.

[0009] Preferably, the brake release valve assembly further includes: a solenoid valve and a manual directional valve, specifically: the inlet of the solenoid valve is connected to port P21, the return port of the solenoid valve is connected to port DR21, the first outlet of the solenoid valve is blocked; the inlet of the manual directional valve is connected to port P22, the return port of the manual directional valve is connected to port DR21, the first outlet of the manual directional valve is blocked; the outlet of the pressure reducing and unloading valve is connected to port K21, the drain port of the pressure reducing and unloading valve is connected to port DR21; the inlet of the safety valve is connected to port K21, the outlet of the safety valve is connected to port DR21; simultaneously, the oil ports K21, C21, and C22 of the brake release valve assembly are connected; the pressure reducing and unloading valve is used to reduce the hydraulic oil pressure to a first limited pressure range, providing first-level protection; the safety valve is used to adjust the hydraulic oil pressure to the brake release pressure threshold range of the reducer, providing second-level protection.

[0010] Preferably, the manual directional valve is an emergency backup control valve. When the solenoid valve fails, the manual directional valve is switched to the cross position. The hydraulic oil flows into the manual directional valve through port P22, and then flows into the pressure reducing and unloading valve after passing through the shuttle valve. The return oil flows back to the oil tank through port DR21.

[0011] Preferably, the brake release valve assembly further includes: a shuttle valve, used to collect and compare the hydraulic oil pressures of the solenoid valve and the manual directional valve, and transmit the maximum value of the hydraulic oil pressures of the solenoid valve and the manual directional valve to the pressure reducing and unloading valve; the first oil inlet of the shuttle valve is connected to the second oil outlet of the solenoid valve, the second oil inlet of the shuttle valve is connected to the second oil outlet of the manual directional valve, and the oil outlet of the shuttle valve is connected to the oil inlet of the pressure reducing and unloading valve.

[0012] Preferably, the outlet of the brake release hydraulic control subsystem is equipped with a sensor for monitoring the brake release hydraulic oil pressure and flow rate. Specifically, the pressure sensor is connected to the outlet C21 of the brake release valve group, the inlet of the flow sensor is connected to the outlet K21 of the brake release valve group, the outlet of the flow sensor is connected to the outlet K21 of the brake release valve group, the first outlet of the flow sensor is connected to the brake release port J61 of the right travel reducer, and the second outlet of the flow sensor is connected to the brake release port J51 of the left travel reducer.

[0013] The pressure sensor is used to collect the de-braking pressure value and feed it back to the programmable logic controller (PLC). The PLC determines whether the driving de-braking pressure is abnormal based on a preset pressure threshold range, providing third-level protection for the de-braking pressure. The flow sensor is used to collect the de-braking flow value and feed it back to the PLC. The PLC determines whether the driving de-braking flow is abnormal based on a preset flow threshold range, providing fourth-level protection.

[0014] Preferably, it also includes: a pressure gauge for displaying the pressure value of the brake release valve assembly; the oil outlet C22 of the brake release valve assembly is connected to the pressure gauge.

[0015] Preferably, it also includes: a display device for displaying the pressure and flow values ​​of the multi-protection braking control system.

[0016] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0017] The multi-protection braking control system designed in this invention uses a programmable logic controller to control the switching valve group to connect the circuits of the walking hydraulic control subsystem and the braking hydraulic control subsystem, achieving a high degree of automation. Furthermore, the braking valve group is equipped with solenoid valves and manual directional valves to provide an emergency backup control scheme for braking. At the same time, the braking pressure integrates four-level safety protection to prevent damage to the system from pressure overload or underpressure, ensuring a high level of safety. In addition, this multi-protection braking control system has a simple structure, integrates pressure monitoring and display, is easy to install and maintain, and has a low failure rate. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a hydraulic schematic diagram of the multi-protection braking control system according to an embodiment of the present disclosure;

[0021] Figure 2 This is a flowchart of the walking control system according to an embodiment of the present disclosure;

[0022] Figure 3 This is a schematic diagram of the hydraulic principle of the brake valve assembly according to an embodiment of the present disclosure.

[0023] In the diagram: Hydraulic pump station-1, travel on / off valve group-2, travel proportional valve-3, right travel motor-4, right travel motor reducer-5, left travel motor reducer-6, left travel motor-7, flow sensor-8, brake release valve group-9, solenoid valve-9.1, manual directional valve-9.2, shuttle valve-9.3, pressure reducing and unloading valve-9.4, safety valve-9.5, pressure sensor-10, pressure gauge-11, switching valve group-12. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should fall within the scope of the technical content disclosed in the present invention. It should be noted that in this specification, relational terms such as "first" and "second" are only used to distinguish one entity from several other entities, and do not necessarily require or imply any actual relationship or order between these entities.

[0026] This invention provides an embodiment:

[0027] like Figure 1 As shown, a multi-protection braking control system includes: a hydraulic pump station 1, a switching valve group 12, a travel hydraulic control subsystem, a de-braking hydraulic control subsystem, and a programmable logic controller (PLC). The PLC is connected to the switching valve group 12, and the switching valve group 12 controls the connection of the circuits containing the travel hydraulic control subsystem and the de-braking hydraulic control subsystem based on the travel commands from the PLC. The travel hydraulic control subsystem includes a travel on / off valve group 2, a travel proportional valve 3, a left travel motor 7, and a right travel motor 4. The hydraulic control end of the travel on / off valve group 2 is connected to the oil outlet of the switching valve group 12. The travel on / off valve group 2 controls its own conduction or cutoff based on the pressure at the oil outlet of the switching valve group 12. The travel on / off valve group 2 and the travel proportional valve 3... The inlet is connected to the travel proportional valve 3, which controls the output ratio of the left travel motor 7 and the right travel motor 4. The internal oil circuit of the brake release hydraulic control subsystem is equipped with a pressure relief valve 9.4 and a safety valve 9.5 to adjust the brake release hydraulic oil to a safe range. The outlet of the brake release hydraulic control subsystem is equipped with a sensor to monitor the pressure and flow of the brake release hydraulic oil. The sensor is connected to the programmable logic controller (PLC). If the sensor outputs an overload or low pressure signal, the PLC controls the circuit containing the travel hydraulic control subsystem and the brake release hydraulic control subsystem to be shut down. The outlet of the brake release hydraulic control subsystem is connected to the brake release terminals of the left travel motor 7 and the right travel motor 4 to perform brake release of the travel motors.

[0028] In this embodiment, a programmable logic controller (PLC) is a digital computing controller with a microprocessor for automated control. The programmable logic controller used in the multi-protection braking control system designed in this invention can be an integral type or a modular type, and this invention does not impose any restrictions.

[0029] In this embodiment, the travel hydraulic control circuit of the travel hydraulic control subsystem is specifically as follows: the oil inlet P11 of the switching valve group 12 is connected to the P port of the hydraulic pump station 1; the oil return port DR11 of the switching valve group 12 is connected to the oil drain port of the oil tank; the oil outlet K12 of the switching valve group 12 is connected to the control port K01 of the travel on / off valve group 2; simultaneously, the oil outlet K12 of the switching valve group 12 is connected to the oil inlet P21 of the brake release valve group 9; the oil inlet P01 of the travel on / off valve group 2 is connected to the P port of the hydraulic pump station 1; and the oil outlet P01 of the travel on / off valve group 2 is connected to the control port K01 of the travel on / off valve group 2. 1 is connected to the inlet port P41 of the travel proportional valve 3, the return port T41 of the travel proportional valve 3 is connected to the return port of the oil tank, the feedback port Ls41 of the travel proportional valve 3 is connected to the X port of the hydraulic pump station 1, the outlet port A41 of the travel proportional valve 3 is connected to the A51 port of the left travel motor 7, the outlet port B41 of the travel proportional valve 3 is connected to the B51 port of the left travel motor 7, the outlet port A42 of the travel proportional valve 3 is connected to the A61 port of the right travel motor 4, and the outlet port B42 of the travel proportional valve 3 is connected to the B61 port of the right travel motor 4.

[0030] In this embodiment, the travel on / off valve group 2 is a one-way valve. When the control terminal receives hydraulic oil pressure greater than the preset pressure threshold, the valve core opens. At this time, the travel on / off valve group 2 can allow oil to pass through in both the forward and reverse directions.

[0031] In this embodiment, the switching valve assembly 12 is a three-position four-way valve. When the programmable logic controller issues a travel command, it controls the three-position four-way valve to move to the left, thereby connecting the oil circuit. As long as the corresponding function can be achieved, the type of switching valve assembly 12 is not limited.

[0032] In this embodiment, the travel brake release hydraulic control circuit where the brake release hydraulic control subsystem is located also includes: a left travel motor reducer 6 and a right travel motor reducer 5. Specifically, the oil inlet P21 of the brake release valve group 9 is connected to the oil outlet K12 of the switching valve group 12, the oil inlet P22 of the brake release valve group 9 is connected to the feedback port Ls41 of the travel proportional valve 3, the oil return port DR21 of the brake release valve group 9 is connected to the drain port of the oil tank, the oil outlet K21 of the brake release valve group 9 is connected to the brake release port J51 of the left travel motor reducer 6, and at the same time, the oil outlet K21 of the brake release valve group 9 is connected to the brake release port J61 of the right travel motor reducer 5.

[0033] In this embodiment, the left-side travel motor reducer 6 is connected to the left-side travel motor 7, and the right-side travel motor reducer 5 is connected to the right-side travel motor 4. By reducing the speed of the corresponding travel motor and increasing the torque through the reducer, the mobility performance of the travel control system can be adjusted.

[0034] In this embodiment, the brake release valve assembly 9 further includes: a solenoid valve 9.1 and a manual directional valve 9.2. Specifically, the inlet of the solenoid valve 9.1 is connected to port P21, the return port of the solenoid valve 9.1 is connected to port DR21, and the first outlet of the solenoid valve 9.1 is blocked. The inlet of the manual directional valve 9.2 is connected to port P22, the return port of the manual directional valve 9.2 is connected to port DR21, and the first outlet of the manual directional valve 9.2 is blocked. The outlet of the pressure relief valve 9.4 is connected to port K21. The drain port of the pressure reducing and unloading valve 9.4 is connected to port DR21, the inlet port of the safety valve 9.5 is connected to port K21, and the outlet port of the safety valve 9.5 is connected to port DR21. At the same time, ports K21, C21, and C22 of the brake release valve assembly 9 are connected. The pressure reducing and unloading valve 9.4 is used to reduce the hydraulic oil pressure to a first limited pressure range, providing first-level protection. The safety valve 9.5 is used to adjust the hydraulic oil pressure to the decelerator brake release pressure threshold range, providing second-level protection.

[0035] In this embodiment, the brake release valve assembly 9 further includes: a shuttle valve 9.3, used to collect and compare the hydraulic oil pressures of the solenoid valve 9.1 and the manual directional valve 9.2, and transmit the maximum value of the hydraulic oil pressures of the solenoid valve 9.1 and the manual directional valve 9.2 to the pressure relief and unloading valve 9.4; the first oil inlet of the shuttle valve 9.3 is connected to the second oil outlet of the solenoid valve 9.1, the second oil inlet of the shuttle valve 9.3 is connected to the second oil outlet of the manual directional valve 9.2, and the oil outlet of the shuttle valve 9.3 is connected to the oil inlet of the pressure relief and unloading valve 9.4.

[0036] In this embodiment, to facilitate the switching of the corresponding oil circuit, the solenoid valve 9.1 is a two-position four-way valve and the manual directional valve 9.2 is a two-position four-way valve. As long as the corresponding function can be achieved, the types of solenoid valve 9.1 and manual directional valve 9.2 are not limited.

[0037] In this embodiment, the outlet of the brake release hydraulic control subsystem is equipped with sensors for monitoring the brake release hydraulic oil pressure and flow rate. Specifically, pressure sensor 10 is connected to outlet C21 of brake release valve assembly 9; inlet of flow sensor 8 is connected to outlet K21 of brake release valve assembly 9; outlet of flow sensor 8 is connected to outlet K21 of brake release valve assembly 9; first outlet of flow sensor 8 is connected to brake release port J61 of first travel reducer; and second outlet of flow sensor 8 is connected to brake release port J51 of second travel reducer. Pressure sensor 10 is used to collect brake release pressure values ​​and feed them back to the programmable logic controller (PLC). The PLC determines whether the travel brake release pressure is abnormal based on a preset pressure threshold range, providing third-level protection for brake release pressure. Flow sensor 8 is used to collect brake release flow values ​​and feed them back to the PLC. The PLC determines whether the travel brake release flow is abnormal based on a preset flow threshold range, providing fourth-level protection.

[0038] In this embodiment, it also includes: a pressure gauge 11 for displaying the pressure value of the release valve assembly 9; the oil outlet C22 of the release valve assembly 9 is connected to the pressure gauge 11.

[0039] In this embodiment, a display device is also included, used to display the pressure and flow rates of the multi-protection braking control system.

[0040] In this embodiment, the walking command of the programmable logic controller is provided through a walking signal transmitting device. The walking signal transmitting device can be a remote control device or other signal transmitting terminal, and the present invention is not limited thereto.

[0041] Working principle:

[0042] like Figure 2 As shown, a walking control system is constructed, including a walking signal transmitting device, a PLC controller (Programmable Logic Controller), a de-braking electrical control subsystem, a de-braking hydraulic control subsystem, a walking hydraulic control subsystem, and a display device.

[0043] The system includes a walking signal transmitter for providing walking action commands; a PLC controller for outputting control signals for the walking and de-braking hydraulic control subsystems; a display device for displaying de-braking pressure values; a walking hydraulic control subsystem for outputting walking pressure and flow rate; a de-braking hydraulic control subsystem for outputting walking de-braking pressure and flow rate; and a de-braking electrical control subsystem for acquiring de-braking pressure and flow rate signals.

[0044] The multi-protection braking control system is used to protect the de-braking hydraulic control subsystem and the travel hydraulic control subsystem in the above-mentioned travel control system.

[0045] like Figure 1 , Figure 3 As shown, when the programmable logic controller (PLC) receives a travel signal, it sends a travel command to the switching valve group 12 and the travel de-braking valve group 9. When the switching valve group 12 receives the travel command from the PLC, the valve core of the switching valve group 12 switches to the parallel position, and the valve core of the solenoid valve 9.1 switches to the cross position. The hydraulic oil from the hydraulic pump station 1 flows into the switching valve group 12 from port P11 and flows out from port K12. A portion of the hydraulic oil flows into the solenoid valve 9.1 from port P21, and then flows into the pressure reducing and unloading valve 9.4 after passing through the shuttle valve 9.3. The pressure reducing and unloading valve 9.4 reduces the hydraulic oil pressure to the pressure required for de-braking, providing the first level of protection. At the same time, when the hydraulic oil pressure after pressure reduction by the pressure reducing and unloading valve 9.4 is still too high, a portion of the hydraulic oil flows into the safety valve 9.5. The safety valve 9.5 adjusts the hydraulic oil pressure to within the pressure threshold range for de-braking of the reducer, providing the second level of protection. The return oil flows back to the oil tank through port DR21. The depressurized hydraulic oil flows out from the outlet of the pressure relief valve 9.4, and after passing through port K21, flows into the left travel motor reducer 6 and the right travel motor reducer 5, thereby controlling the left travel motor reducer 6 and the right travel motor reducer 5 to perform the release braking operation. Another part of the control oil enters the travel on / off valve group 2 from port K01. When the control oil pressure is greater than the pressure threshold of the travel on / off valve group 2, the valve core of the travel on / off valve group 2 opens. At this time, the hydraulic oil of the hydraulic pump station 1 can flow directly out from port A01 in the travel on / off valve group 2 and enter the travel proportional valve 3. After being regulated by the internal control valve group of the travel proportional valve 3, the return oil flows back to the oil tank through port T41. The feedback oil is transmitted to the hydraulic pump station 1 through port Ls41. The hydraulic pump station 1 adjusts the hydraulic oil output pressure according to the feedback pressure of the feedback oil, thereby controlling the hydraulic oil flow transmitted to the travel proportional valve 3 and the switching valve group 12, and realizing the travel speed control of the travel system. Meanwhile, the left or right steering action is achieved by receiving different proportions of hydraulic oil from the left travel motor 7 and the right travel motor 4. The return oil from the left travel motor 7 flows back to the oil tank through port DR51, and the return oil from the right travel motor 4 flows back to the oil tank through port DR61.

[0046] When the programmable logic controller (PLC) receives a travel signal, the pressure sensor 10 connected to port C21 collects the de-braking pressure value in real time and feeds it back to the PLC. At the same time, the pressure gauge 11 connected to port C22 displays the oil pressure value in real time. When the de-braking pressure value exceeds the set range, the travel signal transmitter stops outputting and issues a travel de-braking pressure abnormality fault alarm, providing third-level protection.

[0047] When the programmable logic controller receives a walking signal, the flow sensor 8 connected to port K21 collects the de-braking flow value in real time and feeds the flow value back to the programmable logic controller. When the de-braking flow value and the rate of change exceed the set range, the walking signal transmitter stops outputting and issues a walking de-braking flow abnormality fault alarm, providing the fourth level of protection.

[0048] Optionally, the manual directional valve 9.2 is an emergency backup control valve. When the solenoid valve 9.1 fails, the manual directional valve 9.2 is switched to the cross position. The hydraulic oil flows into the manual directional valve through port P22, and then flows into the pressure reducing and unloading valve 9.4 after passing through the shuttle valve 9.3. The return oil flows back to the oil tank through port DR21.

[0049] When solenoid valve 9.1 malfunctions, after switching valve assembly 12 receives the travel command from the programmable logic controller, solenoid valve 9.1 does not switch directions. At this time, port P21 is disconnected, and the valve core of switching valve assembly 12 switches to the parallel position. Hydraulic oil from hydraulic pump station 1 flows into switching valve assembly 12 from port P11, flows out from port K12, and enters travel on / off valve assembly 2 from port K01. When the oil pressure is greater than the pressure threshold of travel on / off valve assembly 2, the valve core of travel on / off valve assembly 2 opens. At the same time, manual directional valve 9.2 manually controls the switching to the cross position. At this time, hydraulic oil from hydraulic pump station 1 flows out from port A01 in travel on / off valve assembly 2 and is transmitted to travel proportional valve 3. After being regulated by the internal control valve assembly of travel proportional valve 3, the return oil flows back to the oil tank through port T41, providing feedback oil. A portion of the hydraulic oil is transmitted through port Ls41 to hydraulic pump station 1, which adjusts the hydraulic oil output pressure based on the feedback pressure of the hydraulic oil. The other portion is transmitted through port P22 to manual directional valve 9.2, then through shuttle valve 9.3, and finally into pressure reducing and unloading valve 9.4. The return oil flows back to the oil tank through port DR21. The pressure-reduced hydraulic oil flows out from the outlet of pressure reducing and unloading valve 9.4, and then through port K21 into the left travel motor reducer 6 and the right travel motor reducer 5, thereby controlling the left travel motor reducer 6 and the right travel motor reducer 5 to perform the brake release operation. The hydraulic oil flows through travel proportional valve 3 and is then transmitted to the left travel motor 7 and the right travel motor 4 respectively. The return oil flows back to the oil tank through port T41, thus realizing the travel action.

[0050] The multi-protection braking control system designed in this invention can monitor the changes in oil pressure and flow in the constructed walking control system in real time, effectively protecting the oil circuit safety. It controls the switching valve group through a programmable logic controller to realize the connection of the circuits containing the walking hydraulic control subsystem and the brake release hydraulic control subsystem, achieving a high degree of automation. Moreover, the brake release valve group is equipped with solenoid valves and manual directional valves to provide an emergency backup control scheme for brake release. At the same time, the brake release pressure integrates four-level safety protection to prevent damage to the system from pressure overload or underpressure, ensuring a high degree of safety. Furthermore, this multi-protection braking control system has a simple structure, integrates pressure monitoring and display, is easy to install and maintain, and has a low failure rate.

[0051] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A multiple protection brake control system characterized by comprising: The hydraulic pump station (1), the switching valve group (12), the travel hydraulic control subsystem, the brake release hydraulic control subsystem and the programmable logic controller are connected. The programmable logic controller is connected with the switching valve group (12), and the switching valve group (12) controls the connection of the travel hydraulic control subsystem and the brake release hydraulic control subsystem based on the travel instruction of the programmable logic controller. The travel hydraulic control subsystem comprises a travel on-off valve group (2), a travel proportional valve (3), a left travel motor (7) and a right travel motor (4), the hydraulic control end of the travel on-off valve group (2) is communicated with the oil outlet of the switching valve group (12), the travel on-off valve group (2) controls the conduction or cut-off of itself based on the pressure of the oil outlet of the switching valve group (12), the travel on-off valve group (2) is connected with the oil inlet of the travel proportional valve (3), and the travel proportional valve (3) is used for controlling the output proportion of the left travel motor (7) and the right travel motor (4). The brake release hydraulic control subsystem is provided with a brake release valve group (9), a pressure relief unloading valve (9.4) and a safety valve (9.5) are arranged in the internal oil circuit of the brake release valve group (9) and used for adjusting the brake release hydraulic oil to a safe range, a sensor for monitoring the pressure and flow of the brake release hydraulic oil is arranged at the oil outlet of the brake release hydraulic control subsystem, the sensor is connected with the programmable logic controller, if the sensor outputs an overload or too low signal, the programmable logic controller controls the cut-off of the travel hydraulic control subsystem and the brake release hydraulic control subsystem, and the oil outlet of the brake release hydraulic control subsystem is connected with the brake release ends of the left travel motor (7) and the right travel motor (4) and used for executing the brake release of the travel motor. The travel brake release hydraulic control circuit of the brake release hydraulic control subsystem further comprises a left travel motor speed reducer (6) and a right travel motor speed reducer (5), and specifically comprises the following. The oil inlet P21 of the brake release valve group (9) is connected with the oil outlet K12 of the switching valve group (12), the oil inlet P22 of the brake release valve group (9) is connected with the feedback port Ls41 of the travel proportional valve (3), the return port DR21 of the brake release valve group (9) is connected with the oil drain port of the oil tank, the oil outlet K21 of the brake release valve group (9) is connected with the brake release port J51 of the left travel motor speed reducer (6), and the oil outlet K21 of the brake release valve group (9) is also connected with the brake release port J61 of the right travel motor speed reducer (5). The brake release valve group (9) further comprises a solenoid valve (9.1) and a manual reversing valve (9.2). ​ The oil inlet of the electromagnetic valve (9.1) is connected with the P21 port, the oil return port of the electromagnetic valve (9.1) is connected with the DR21 port, the first oil outlet of the electromagnetic valve (9.1) is blocked, the oil inlet of the manual reversing valve (9.2) is connected with the P22 port, the oil return port of the manual reversing valve (9.2) is connected with the DR21 port, the first oil outlet of the manual reversing valve (9.2) is blocked, the oil outlet of the pressure relief valve (9.4) is connected with the K21 port, the oil drain port of the pressure relief valve (9.4) is connected with the DR21 port, the oil inlet of the safety valve (9.5) is connected with the K21 port, the oil outlet of the safety valve (9.5) is connected with the DR21 port, and the oil port K21 of the brake release valve group (9) is connected with the oil ports C21 and C22. The pressure relief valve (9.4) is used for reducing the hydraulic oil pressure to a first limited pressure range, providing first-level protection; and the safety valve (9.5) is used for adjusting the hydraulic oil pressure to a reducer brake release pressure threshold range, providing second-level protection.

2. The multiple protection brake control system according to claim 1, characterized by, The traveling hydraulic control circuit in which the traveling hydraulic control subsystem is located is specifically as follows: The oil inlet P11 of the switching valve group (12) is connected with the P port of the hydraulic pump station (1), the oil return port DR11 of the switching valve group (12) is connected with the oil drain port of the oil tank, the oil outlet K12 of the switching valve group (12) is connected with the control port K01 of the traveling on-off valve group (2), and simultaneously, the oil outlet K12 of the switching valve group (12) is connected with the oil inlet P21 of the brake release valve group (9), the oil inlet P01 of the traveling on-off valve group (2) is connected with the P port of the hydraulic pump station (1), the oil outlet P01 of the traveling on-off valve group (2) is connected with the oil inlet P41 of the traveling proportional valve (3), the oil return port T41 of the traveling proportional valve (3) is connected with the oil return port of the oil tank, the feedback port Ls41 of the traveling proportional valve (3) is connected with the X port of the hydraulic pump station (1), the oil outlet A41 of the traveling proportional valve (3) is connected with the A51 port of the left traveling motor (7), the oil outlet B41 of the traveling proportional valve (3) is connected with the B51 port of the left traveling motor (7), the oil outlet A42 of the traveling proportional valve (3) is connected with the A61 port of the right traveling motor (4), and the oil outlet B42 of the traveling proportional valve (3) is connected with the B61 port of the right traveling motor (4).

3. The dual brake control system of claim 1, wherein The manual reversing valve (9.2) is an emergency backup control valve, when the electromagnetic valve (9.1) fails, the manual reversing valve (9.2) is controlled to switch to the cross position, the hydraulic oil flows into the manual reversing valve through the P22 port, and then flows into the pressure relief valve (9.4) through the shuttle valve (9.3), and the oil return flows back to the oil tank through the DR21 port.

4. The multiple protection brake control system according to claim 1, characterized by, The brake release valve group (9) further comprises a shuttle valve (9.3) for collecting and comparing the hydraulic oil pressures of the electromagnetic valve (9.1) and the manual reversing valve (9.2), and transmitting the maximum value of the hydraulic oil pressures of the electromagnetic valve (9.1) and the manual reversing valve (9.2) to the pressure relief valve (9.4). The first oil inlet of the shuttle valve (9.3) is connected with the second oil outlet of the electromagnetic valve (9.1), the second oil inlet of the shuttle valve (9.3) is connected with the second oil outlet of the hand-operated reversing valve (9.2), and the oil outlet of the shuttle valve (9.3) is connected with the oil inlet of the pressure relief valve (9.4).

5. The multiple protection brake control system according to claim 1, characterized by, The oil outlet of the brake release hydraulic control subsystem is provided with sensors for monitoring the brake release hydraulic oil pressure and flow, specifically: The pressure sensor (10) is connected with the oil outlet C21 of the brake release valve group (9), the flow sensor (8) is connected with the oil outlet K21 of the brake release valve group (9), the flow sensor (8) is connected with the oil outlet K21 of the brake release valve group (9), the first oil outlet of the flow sensor (8) is connected with the brake release port J61 of the right walking motor speed reducer (5), and the second oil outlet of the flow sensor (8) is connected with the brake release port J51 of the left walking motor speed reducer (6); The pressure sensor (10) is used to collect the brake release pressure value and feed it back to the programmable logic controller, and the programmable logic controller judges whether the walking brake release pressure is abnormal according to the preset pressure threshold range, providing third-level protection for the brake release pressure; the flow sensor (8) is used to collect the brake release flow value and feed it back to the programmable logic controller, and the programmable logic controller judges whether the walking brake release flow is abnormal according to the preset flow threshold range, providing fourth-level protection.

6. The dual brake control system of claim 1, wherein Further comprising: A pressure gauge (11) is used to display the brake release valve group (9) pressure value; the oil outlet C22 of the brake release valve group (9) is connected with the pressure gauge (11).

7. The dual brake control system of claim 1, wherein Further comprising: A display device is used to display the pressure value and flow value of the multiple protection brake control system.

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