Safety braking hydraulic system for main elevator of ship lift and control method

Abstract

The invention discloses a safety braking hydraulic system for a main elevator of a ship lift and a control method. The hydraulic system comprises an oil tank, a first motor pump set, a second motor pump set, a first high-pressure filter, a second high-pressure filter, a first one-way valve, a second one-way valve, a pressure gauge, a first pressure sensor, an energy accumulator, a stop valve, an oil return filter, a safety brake module and a working brake module. A safety brake loop is provided with a two-way cartridge valve and an electromagnetic directional valve, quick response and brake loosening and locking synchronization are achieved, a working brake loop is provided with an overflow valve and a proportional overflow valve, the proportional overflow valve, a PLC, a third pressure sensor and a speed encoder form a closed-loop system, the voltage of the proportional overflow valve is accurately adjusted according to oil pressure and speed, and the safety brake loop is controlled. The braking torque is timely controlled, stable braking is guaranteed, potential safety hazards such as poor synchronism and uncontrollable braking of a traditional hydraulic system can be eliminated, and safe operation of the main elevator is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of ship lifts, and in particular to a safety braking hydraulic system and control method for the main hoist of a ship lift. Background Art

[0002] As an important device for the safe and reliable operation of the main hoist of a ship lift, the safety braking system includes not only working brakes and safety brakes, but also a safety braking hydraulic system and a control system, etc.

[0003] The known patent publication number CN219242513U discloses a braking hydraulic system for a ship lift, which includes an oil tank, a first motor pump group, an accumulator group, a working brake group and a safety brake group. The oil tank is connected to the first motor pump group and the accumulator group. The accumulator group is also connected to the first motor pump group, the working brake group and the safety brake group. The working brake group is also connected to a sixth electromagnetic directional valve and a first proportional overflow valve. The first proportional overflow valve is connected to the oil tank. The safety brake group is also connected to a second cartridge valve. The second cartridge valve is provided with a ninth electromagnetic directional valve and a first servo valve. The second cartridge valve is connected to the oil tank. In this braking hydraulic system for a ship lift, both the working brake and the safety brake are put into use under emergency conditions, the braking distance of the ship lift is greatly shortened, and the occurrence of secondary safety accidents caused by braking is prevented or reduced; both the working brake and the safety brake use pressure regulation to close the brake under emergency conditions, the braking is relatively gentle, and the impact on the braking system is small.

[0004] However, the braking hydraulic system for a ship lift has the following problems: 1. The braking hydraulic system for a ship lift adjusts the input electrical signal according to a pre-set descending curve through a first proportional overflow valve, a first servo valve, etc., to control the oil pressure of the working brake and the safety brake to gradually decrease and the braking force to gradually increase, so as to achieve pressure regulation for closing the brake. In practical applications, since the load and speed of the hoist during each emergency braking are different, and the required braking force is also different, the method of pressure regulation for closing the brake according to the preset brake pressure descending curve cannot adjust the descending slope in a timely manner during the intermediate process of braking for closed-loop control, resulting in low control accuracy and unsatisfactory braking effect; 2. The braking hydraulic system for a ship lift does not consider the redundant configuration of electromagnetic directional valves, which means that if a certain electromagnetic directional valve (such as the sixth, seventh or eighth electromagnetic directional valve) fails, such as being unable to be energized or the coil suddenly burning out during operation, there will be no spare electromagnetic directional valve to replace its work, which may lead to the failure of the entire braking hydraulic system; 3. The electromagnetic directional valve lacks a feedback mechanism. When the electromagnetic directional valve fails, it may not be detected in time, which may lead to the inability of the brake to release the brake normally or suddenly close the brake during the operation of the main hoist of the ship lift, causing potential safety hazards. Summary of the Invention

[0005] Aiming at the deficiencies existing in the prior art, the present invention provides a safety braking hydraulic system and a control method for the main hoist of a ship lift.

[0006] In order to achieve the above object: The present invention provides a safety braking hydraulic system for the main hoist of a ship lift, including: an oil tank, a first motor pump unit, a second motor pump unit, a first high-pressure filter, a second high-pressure filter, a first one-way valve, a second one-way valve, a pressure gauge, a first pressure sensor, an accumulator, a stop valve, an oil return filter, a safety brake module, and a working brake module; Wherein: the first motor pump unit includes a first motor, a first plunger pump, and a first electromagnetic overflow valve, and the second motor pump unit includes a second motor, a second plunger pump, and a second electromagnetic overflow valve; The safety brake module includes a third one-way valve, a fourth one-way valve, a first electromagnetic directional valve, a second electromagnetic directional valve, a third electromagnetic directional valve, a fourth electromagnetic directional valve, a first two-way cartridge valve, a second two-way cartridge valve, a third two-way cartridge valve, a fourth two-way cartridge valve, a fifth two-way cartridge valve, a sixth two-way cartridge valve, a second pressure sensor, and a safety brake group; The working brake module includes a fifth one-way valve, a pressure reducing valve, a fifth electromagnetic directional valve, a sixth electromagnetic directional valve, a seventh electromagnetic directional valve, an eighth electromagnetic directional valve, a ninth electromagnetic directional valve, an overflow valve, a proportional overflow valve, a third pressure sensor, and a working brake group; The first motor and the second motor are respectively connected to the first plunger pump and the second plunger pump. The oil suction ports and the oil discharge ports of the first plunger pump and the second plunger pump are respectively connected to the oil tank through pipelines. The output pressure oil port of the first plunger pump is divided into two paths. One path is connected to the inlet of the first high-pressure filter, and the other path is connected to the P port of the electromagnetic overflow valve. The T port of the electromagnetic overflow valve is then connected back to the oil tank. The output pressure oil port of the second plunger pump is also divided into two paths. One path is connected to the inlet of the second high-pressure filter, and the other path is connected to the P port of the electromagnetic overflow valve. The T port of the electromagnetic overflow valve is then connected back to the oil tank. The output port of the first high-pressure filter is connected to the inlet of the first one-way valve, and the output port of the second high-pressure filter is connected to the inlet of the second one-way valve. The outputs of the first one-way valve and the second one-way valve are connected in parallel and divided into seven paths. Among them, the first, second, and third paths are respectively connected to the pressure gauge, the first pressure sensor, and the accumulator. The fourth path is connected to the 1 port of the stop valve. The fifth and sixth paths are respectively connected to the inlets of the third one-way valve and the 2 inlet of the fourth one-way valve. The seventh path is connected to the inlet of the fifth one-way valve in the working brake module; The output ports of the third one-way valve and the fourth one-way valve are connected in parallel and divided into six paths. Among them, the first, second, third, and fourth paths are respectively connected to the P1 port of the first electromagnetic directional valve, the P2 port of the second electromagnetic directional valve, the P3 port of the third electromagnetic directional valve, and the P4 port of the fourth electromagnetic directional valve. The fifth path is connected to the A port of the first two-way cartridge valve, and the sixth path is connected to the A port of the fourth two-way cartridge valve. The A1 port of the first electromagnetic directional valve is connected to the control X port of the first two-way cartridge valve, the B1 port is connected to the control X port of the second two-way cartridge valve, and the T1 port is connected back to the fuel tank. The B2 port of the second electromagnetic directional valve is connected to the control X port of the third two-way cartridge valve, and the T2 port is connected back to the fuel tank. The A3 port of the third electromagnetic directional valve is connected to the control X port of the fourth two-way cartridge valve, the B3 port is connected to the control X port of the fifth two-way cartridge valve, and the T3 port is connected back to the fuel tank. The B4 port of the fourth electromagnetic directional valve is connected to the control X port of the sixth two-way cartridge valve, and the T4 port is connected back to the fuel tank. The B ports of the first two-way cartridge valve, the second two-way cartridge valve, the fourth two-way cartridge valve, and the fifth two-way cartridge valve are connected in parallel and divided into three paths. The first path is connected to the pressure sensor, and the second and third paths are symmetrically output through pipelines and connected to the safety brake group. The A port of the second two-way cartridge valve is connected to the B port of the third two-way cartridge valve, the A port of the fifth two-way cartridge valve is connected to the B port of the sixth two-way cartridge valve, and the A ports of the third two-way cartridge valve and the sixth two-way cartridge valve are connected in parallel and output as the oil return port of the safety brake module. This oil return port converges with the 2 port of the stop valve and the oil return port of the working brake module, and then is connected to the fuel tank through an oil return filter. The output port of the fifth one-way valve is connected to the primary pressure port of the pressure reducing valve. The secondary pressure port of the pressure reducing valve outputs two paths, which are respectively connected to the P5 port of the fifth electromagnetic directional valve and the P6 port of the sixth electromagnetic directional valve. The B5 port of the fifth electromagnetic directional valve and the B6 port of the sixth electromagnetic directional valve are connected in parallel and divided into three paths. The first path is connected to the third pressure sensor, and the second and third paths are symmetrically output through pipelines and connected to the working brake group. The T5 port of the fifth electromagnetic directional valve and the T6 port of the sixth electromagnetic directional valve are respectively connected to the B7 port of the seventh electromagnetic directional valve and the B8 port of the eighth electromagnetic directional valve. After the T7 port of the seventh electromagnetic directional valve and the T8 port of the eighth electromagnetic directional valve are connected in parallel and output, they are connected to the B9 port of the ninth electromagnetic directional valve. The P9 port of the ninth electromagnetic directional valve is divided into two paths. One path is connected to the pressure port of the relief valve, and the other path is connected to the pressure port of the proportional relief valve. The T9 port of the ninth electromagnetic directional valve communicates with the oil discharge ports of the relief valve and the proportional relief valve, serving as the oil return port of the working brake module.

[0007] Furthermore, the third pressure sensor is used to monitor the pressure state of the working brake module and output a pressure signal. The proportional relief valve is used to adjust the opening degree according to the voltage signal output by the PLC controller to control the pressure. It also includes a speed encoder and a PLC controller, where: The speed encoder is configured to detect the real-time operating speed of the main hoist and generate corresponding speed signals; The PLC controller is used to receive the speed signal and the pressure signal; According to the speed signal and the pressure signal, it calculates the required deceleration in real time and outputs corresponding voltage signals to the proportional overflow valve through the PID adjustment algorithm, so as to adjust the oil pressure of the working brake module to brake and decelerate the main hoist; The PLC controller is also used to receive the emergency stop pressure regulation and brake-on instruction issued by the host and control the on-off of each electromagnetic directional valve in the working brake module according to this instruction.

[0008] Furthermore, the first electromagnetic overflow valve and the second electromagnetic overflow valve are provided with solenoid valve-controlled overflow.

[0009] Furthermore, the first two-way cartridge valve, the second two-way cartridge valve, the third two-way cartridge valve, the fourth two-way cartridge valve, the fifth two-way cartridge valve, and the sixth two-way cartridge valve are all large-flow cartridge valves.

[0010] Furthermore, each electromagnetic directional valve is a two-position four-way electromagnetic directional valve.

[0011] Furthermore, each electromagnetic directional valve is configured with a spool position feedback limit switch.

[0012] Furthermore, the pressure reducing valve is a two-way valve with a seat valve structure.

[0013] Furthermore, the overflow valve is a fast unload overflow valve.

[0014] The present invention also provides a control method, which is applied to the above-mentioned safety braking hydraulic system of the main hoist of a ship lift. The control method includes: Building pressure for the safety braking hydraulic system: The host issues a building pressure instruction for the safety braking hydraulic system. The first motor is powered on and starts idling. After a few seconds of delay, the motor reaches the rated speed. The first electromagnetic overflow valve is controlled to be powered on, and the first plunger pump starts to build pressure. The pressurized oil enters the accumulator through the first high-pressure filter and the check valve. When the first pressure sensor detects that the pressure of the accumulator reaches the set value, the first electromagnetic overflow valve is powered off. After a few seconds of delay, the first motor is powered off, and the hydraulic system starts to maintain pressure; When the pressure of the accumulator drops due to internal leakage of the system and the first pressure sensor detects that the pressure is lower than the set low pressure, the first motor is powered on again to replenish pressure; If the first motor pump group fails and cannot build pressure, after a few seconds of delay, the first pressure sensor cannot detect high pressure, then report "main motor pump group failure", and switch to the second motor pump group for operation. The operation logic of the second motor pump group is the same as that of the first motor pump group; At the same time, the first motor pump group and the second motor pump group are mutually the main and standby. After the system runs for a period of time, the main and standby rotate for operation to avoid the risk of performance degradation caused by any motor pump group not running for a long time; Safety brake group release: The host sends a safety brake group release command. The main motor pump group runs to build pressure. The first solenoid directional control valve, the second solenoid directional control valve, the third solenoid directional control valve, and the fourth solenoid directional control valve are energized. The first two-way cartridge valve and the fourth two-way cartridge valve open, and the second two-way cartridge valve, the third two-way cartridge valve, the fifth two-way cartridge valve, and the sixth two-way cartridge valve close. The pressure oil output by the motor pump group and the accumulator passes through the third check valve and the fourth check valve, and then is divided into two paths from the A port and B port of the first two-way cartridge valve and the A port and B port of the fourth two-way cartridge valve, and merges into the safety brake group. At the same time, when the second pressure sensor detects that the pressure of the safety brake group reaches the set value, it outputs a safety brake group release pressure in-place signal, and all safety brakes release and maintain pressure; Safety brake group engage: The host sends a safety brake group engage command. The first solenoid directional control valve, the second solenoid directional control valve, the third solenoid directional control valve, and the fourth solenoid directional control valve are de-energized. The first two-way cartridge valve and the fourth two-way cartridge valve close, and the second two-way cartridge valve, the third two-way cartridge valve, the fifth two-way cartridge valve, and the sixth two-way cartridge valve open. The pressure oil in the safety brake group is divided into two paths and converges from the B port and A port of the second two-way cartridge valve and the third two-way cartridge valve and the B port and A port of the fifth two-way cartridge valve and the sixth two-way cartridge valve, and then flows back to the oil tank through the return oil filter. At the same time, when the second pressure sensor detects that the pressure of the safety brake group is lower than the set value, it outputs a safety brake group engage pressure in-place signal, and all safety brakes engage; Service brake group release: The host sends a service brake group release command. The main motor pump group runs to build pressure. The fifth solenoid directional control valve, the sixth solenoid directional control valve, the seventh solenoid directional control valve, the eighth solenoid directional control valve, and the ninth solenoid directional control valve are energized. The pressure oil output by the motor pump group and the accumulator passes through the fifth check valve and the pressure reducing valve and is divided into two paths. One path is from the P5 and B5 of the fifth solenoid directional control valve, and the other path is from the P6 and B6 of the sixth solenoid directional control valve, and merges into the service brake group. At the same time, when the third pressure sensor detects that the pressure of the service brake group reaches the set value, it outputs a service brake group release pressure in-place signal, and all service brakes release and maintain pressure; Service brake group normal engage: The host sends a service brake group normal engage command. The fifth solenoid directional control valve, the sixth solenoid directional control valve, the seventh solenoid directional control valve, the eighth solenoid directional control valve, and the ninth solenoid directional control valve are de-energized. The pressure oil in the service brake group is divided into two paths. One path passes through the B5 and T5 of the fifth solenoid directional control valve to the B7 and T7 of the seventh solenoid directional control valve, and the other path passes through the B6 and T6 of the sixth solenoid directional control valve to the B8 and T8 of the eighth solenoid directional control valve. After T7 and T8 are merged and connected, it then flows back to the oil tank from the B9 and T9 of the ninth solenoid directional control valve and the return oil filter. At the same time, when the third pressure sensor detects that the pressure of the service brake group is lower than the set value, it outputs a service brake group engage pressure in-place signal, and all service brakes engage; Pressure regulation and braking engagement of the working brake group under emergency shutdown conditions: The safety braking control system receives the emergency shutdown pressure regulation and braking engagement command sent by the main machine. The fifth solenoid directional control valve, the sixth solenoid directional control valve, the seventh solenoid directional control valve, and the eighth solenoid directional control valve lose power, and the ninth solenoid directional control valve remains energized. At this time, the pressure oil in the working brake group is divided into two paths. One path goes through B5 and T5 of the fifth solenoid directional control valve to B7 and T7 of the seventh solenoid directional control valve, and the other path goes through B6 and T6 of the sixth solenoid directional control valve to B8 and T8 of the eighth solenoid directional control valve. After T7 and T8 merge and communicate, they are then merged into B9 of the ninth solenoid directional control valve together. After flowing out from P9 of the ninth solenoid directional control valve, it is divided into two paths. One path enters the pressure port of the relief valve, and part of the pressure oil is quickly unloaded from the relief port of the relief valve to achieve the quick fitting of the working brake group and the brake disc, load the corresponding braking torque, and achieve the quick response at the initial stage of braking. The other path enters the pressure port of the proportional relief valve. At the same time, the proportional relief valve receives the voltage signal sent after the operation of the PLC controller, and timely controls the braking torque required for the working brake group to brake, and cooperates with the third pressure sensor and the speed encoder to form a closed-loop control system to achieve the dynamic adjustment of the accurate braking force, realize the smooth deceleration and parking of the main hoist, and ensure the safe and reliable operation of the ship lift.

[0015] Furthermore, the control method further includes: Fault response of the safety brake group: When the safety brake group executes the brake release or brake opening command, if any solenoid directional control valve in the safety brake module fails, the spool position feedback limit of the faulty solenoid directional control valve sends out a solenoid directional control valve fault signal. By adjusting the states of other normally working solenoid directional control valves in the safety brake module and the opening or closing of the corresponding cartridge valves, it is ensured that the pressure oil can flow along the predetermined route, thereby realizing the brake release or brake opening action; Fault response of the working brake group: When the working brake group executes the brake release or brake opening command, if any solenoid directional control valve in the working brake module fails, the spool position feedback limit of the faulty solenoid directional control valve sends out a solenoid directional control valve fault signal. By adjusting the states of other normally working solenoid directional control valves in the working brake group, it is ensured that the pressure oil can flow along the predetermined route, thereby realizing the brake release or brake opening action.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: The hydraulic system of the present invention is provided with a large-flow motor pump unit and two sets of independently controlled oil circuits, which respectively control the safety brake and the working brake. The main valve of the safety brake circuit adopts a large-flow two-way cartridge valve, which is pilot-controlled by an electromagnetic reversing valve to achieve rapid response and meet the requirement of the synchronization of releasing and engaging of multiple sets of safety brakes. The working brake circuit is provided with an overflow valve and a proportional overflow valve for rapid unloading. By centrally controlling the voltage signal output to the proportional overflow valve, rapid response of the working brake and timely control of the braking force can be achieved, ensuring the balance of the braking force distribution and enabling the main hoist to decelerate and stop safely and smoothly.

[0017] Compared with CN219242513U, in the emergency shutdown condition of the main hoist of the present invention, the PLC controller, the proportional overflow valve, the third pressure sensor, and the speed encoder form a closed-loop control system. According to the detected oil pressure and speed during the emergency shutdown process, through the precise operation of the PLC, the voltage signal received by the proportional overflow valve is adjusted timely, so as to accurately control the braking torque required during the braking process of the working brake, eliminate the defects of uncontrollability during braking and unsatisfactory braking effect, and ensure the safe and normal operation of the main hoist.

[0018] The present invention is particularly obvious in application to the main hoist of a large-scale wire rope winch full-balanced vertical ship lift, and can eliminate the potential safety hazards caused by poor synchronization of releasing and engaging, uncontrollability during braking, and unsatisfactory braking effect in the traditional decentralized driving and control mode of multiple sets of hydraulic systems. Brief Description of the Drawings

[0019] Figure 1 It is a hydraulic system diagram of a preferred embodiment of the present invention; Figure 2 It is a control flow chart for the emergency shutdown condition of the present invention; Wherein: fuel tank 1, first motor pump unit 2, second motor pump unit 3, first high-pressure filter 4, second high-pressure filter 5, first check valve 6, second check valve 7, pressure gauge 8, first pressure sensor 9, accumulator 10, stop valve 11, return oil filter 12, safety brake module 13, working brake module 14; first motor 2.1, first plunger pump 2.2, first electromagnetic overflow valve 2.3, second motor 3.1, second plunger pump 3.2, second electromagnetic overflow valve 3.3, third check valve 13.1, fourth check valve 13.2, first electromagnetic directional valve 13.3, second electromagnetic directional valve 13.4, third electromagnetic directional valve 13.5, fourth electromagnetic directional valve 13.6, first two-way cartridge valve 13.7, second two-way cartridge valve 13.8, third two-way cartridge valve 13.9, fourth two-way cartridge valve 13.10, fifth two-way cartridge valve 13.11, sixth two-way cartridge valve 13.12, second pressure sensor 13.13, safety brake group 13.14; fifth check valve 14.1, pressure reducing valve 14.2, fifth electromagnetic directional valve 14.3, sixth electromagnetic directional valve 14.4, seventh electromagnetic directional valve 14.5, eighth electromagnetic directional valve 14.6, ninth electromagnetic directional valve 14.7, overflow valve 14.8, proportional overflow valve 14.9, third pressure sensor 14.10, working brake group 14.11. Detailed implementation manners

[0020] In order to make the technical means, creative features, achieved purposes and functions of the present invention easy to understand, the present invention will be further described below in conjunction with specific implementation manners.

[0021] Example 1, see Figure 1 and Figure 2As shown in the figure, a safety braking hydraulic system for the main hoist of a ship lift, which includes: an oil tank 1, a first motor pump unit 2, a second motor pump unit 3, a first high-pressure filter 4, a second high-pressure filter 5, a first one-way valve 6, a second one-way valve 7, a pressure gauge 8, a first pressure sensor 9, an accumulator 10, a stop valve 11, an oil return filter 12, a safety brake module 13 and a working brake module 14, wherein: the first motor pump unit 2 includes a first motor 2.1, a first plunger pump 2.2 and a first electromagnetic overflow valve 2.3, and the second motor pump unit 3 includes a second motor 3.1, a second plunger pump 3.2 and a second electromagnetic overflow valve 3.3; the safety brake module 13 includes a third one-way valve 13.1, a fourth one-way valve 13.2, a first electromagnetic directional valve 13.3, a second electromagnetic directional valve 13.4, a third electromagnetic directional valve 13.5, a fourth electromagnetic directional valve 13.6, a first two-way cartridge valve 13.7, a second two-way cartridge valve 13.8, a third two-way cartridge valve 13.9, a fourth two-way cartridge valve 13.10, a fifth two-way cartridge valve 13.11, a sixth two-way cartridge valve 13.12, a second pressure sensor 13.13 and a safety brake group 13.14; the working brake module 14 includes a fifth one-way valve 14.1, a pressure reducing valve 14.2, a fifth electromagnetic directional valve 14.3, a sixth electromagnetic directional valve 14.4, a seventh electromagnetic directional valve 14.5, an eighth electromagnetic directional valve 14.6, a ninth electromagnetic directional valve 14.7, an overflow valve 14.8, a proportional overflow valve 14.9, a third pressure sensor 14.10 and a working brake group 14.11; the hydraulic oil is stored in the oil tank 1, the first motor 2.1 and the second motor 3.1 are respectively connected to the first plunger pump 2.2 and the second plunger pump 3.2 through a coupling device, and the suction ports and discharge ports of the plunger pumps are connected to the oil tank 1 through suction pipelines and discharge pipelines; the output pressure oil port of the first plunger pump 2.2 is divided into two paths, one path is connected to the inlet of the first high-pressure filter 4, and the other path is connected to the P port of the electromagnetic overflow valve 2.3, and the T port of the electromagnetic overflow valve 2.3 is then connected back to the oil tank 1; the output pressure oil port of the second plunger pump 3.2 is also divided into two paths, one path is connected to the inlet of the second high-pressure filter 5, and the other path is connected to the P port of the electromagnetic overflow valve 3.3, and the T port of the electromagnetic overflow valve 3.3 is then connected back to the oil tank 1; the output port of the first high-pressure filter 4 is connected to the inlet of the first one-way valve 6, and the output port of the second high-pressure filter 5 is connected to the inlet of the second one-way valve 7. The output ports of the first one-way valve 6 and the second one-way valve 7 are connected in parallel and divided into seven paths. Among them, the first, second, and third paths are respectively connected to the pressure gauge 8, the first pressure sensor 9, and the accumulator 10. The fourth path is connected to the port 1 of the stop valve 11. The fifth and sixth paths are respectively connected to the inlets of the third one-way valve 13.1 and the fourth one-way valve 13.2 in the safety brake module 13. The seventh path is connected to the fifth one-way valve 14. in the working brake module 14.is connected to the inlet of 1; the port 2 of the stop valve 11 converges with the oil return ports of the safety brake module 13 and the working brake module 14 and then is connected to the oil tank 1 via the oil return filter 12; the safety brake module 13 inputs pressure oil through the inlet of the third check valve 13.1 and the inlet of the fourth check valve 13.2. The outlets of the third check valve 13.1 and the fourth check valve 13.2 are connected in parallel and output is divided into six paths. Among them, the first, second, third, and fourth paths are respectively connected to the P1 port of the first electromagnetic directional control valve 13.3, the P2 port of the second electromagnetic directional control valve 13.4, the P3 port of the third electromagnetic directional control valve 13.5, and the P4 port of the fourth electromagnetic directional control valve 13.6. The fifth path is connected to the A port of the first two-way cartridge valve 13.7, and the sixth path is connected to the A port of the fourth two-way cartridge valve 13.10; the A1 port of the first electromagnetic directional control valve 13.3 is connected to the control X port of the first two-way cartridge valve 13.7, the B1 port is connected to the control X port of the second two-way cartridge valve 13.8, and the T1 port is connected back to the oil tank; the B2 port of the second electromagnetic directional control valve 13.4 is connected to the control X port of the third two-way cartridge valve 13.9, and the T2 port is connected back to the oil tank; the A3 port of the third electromagnetic directional control valve 13.5 is connected to the control X port of the fourth two-way cartridge valve 13.10, the B3 port is connected to the control X port of the fifth two-way cartridge valve 13.11, and the T3 port is connected back to the oil tank; the B4 port of the fourth electromagnetic directional control valve 13.6 is connected to the control X port of the sixth two-way cartridge valve 13.12, and the T4 port is connected back to the oil tank; the B ports of the first two-way cartridge valve 13.7, the second two-way cartridge valve 13.8, the fourth two-way cartridge valve 13.10, and the fifth two-way cartridge valve 13.11 are connected in parallel and output is divided into three paths. The first path is connected to the pressure sensor 13.13, and the second and third paths are symmetrically output through pipelines and connected to the safety brake group 13.14; the A port of the second two-way cartridge valve 13.8 is connected to the B port of the third two-way cartridge valve 13.9, the A port of the fifth two-way cartridge valve 13.11 is connected to the B port of the sixth two-way cartridge valve 13.12, and the A ports of the third two-way cartridge valve 13.9 and the sixth two-way cartridge valve 13.12 are connected in parallel and output as the oil return port of the safety brake module 13, which converges with the port 2 of the stop valve 11 and the oil return port of the working brake module 14 and then is connected to the oil tank 1 via the oil return filter 12; the working brake module 14 inputs pressure oil through the inlet of the fifth check valve 14.1. The outlet of the fifth check valve 14.1 is connected to the primary pressure port of the pressure reducing valve 14.2. The secondary pressure port of the pressure reducing valve 14.2 outputs two paths, which are respectively connected to the P5 port of the fifth electromagnetic directional control valve 14.3 and the P6 port of the sixth electromagnetic directional control valve 14.4. The B5 port of the fifth electromagnetic directional control valve 14.3 and the B6 port of the sixth electromagnetic directional control valve 14.4 are connected in parallel and output is divided into three paths. The first path is connected to the third pressure sensor 14.10, and the second and third paths are symmetrically output through pipelines and connected to the working brake group 14.11; the fifth electromagnetic directional control valve 14.The T5 port of 3 and the T6 port of the sixth electromagnetic directional control valve 14.4 are respectively connected to the B7 port of the seventh electromagnetic directional control valve 14.5 and the B8 port of the eighth electromagnetic directional control valve 14.6. After the parallel output of the T7 port of the seventh electromagnetic directional control valve 14.5 and the T8 port of the eighth electromagnetic directional control valve 14.6, it is connected to the B9 port of the ninth electromagnetic directional control valve 14.7. The P9 port of the ninth electromagnetic directional control valve 14.7 is divided into two paths. One path is connected to the pressure port of the relief valve 14.8, and the other path is connected to the pressure port of the proportional relief valve 14.9. The T9 port of the ninth electromagnetic directional control valve 14.7 communicates with the oil discharge ports of the relief valve 14.8 and the proportional relief valve 14.9, serving as the oil return port of the working brake module 14.

[0022] In this embodiment, the third pressure sensor 14.10 is used to monitor the pressure state of the working brake module 14 and output a pressure signal; The proportional relief valve 14.9 is used to adjust the opening degree according to the voltage signal output by the PLC controller to control the pressure; It also includes a speed encoder and a PLC controller, where: the speed encoder is configured to detect the real-time operating speed of the main hoist and generate a corresponding speed signal; The PLC controller is used to receive the speed signal and the pressure signal; according to the speed signal and the pressure signal, calculate the required deceleration in real time, and output a corresponding voltage signal to the proportional relief valve 14.9 through the PID adjustment algorithm, so as to adjust the oil pressure of the working brake module to make the main hoist brake and decelerate; the PLC controller is also used to receive the emergency stop pressure regulation and braking instruction issued by the host, and control the on-off of each electromagnetic directional control valve in the working brake module 14 according to this instruction.

[0023] In this embodiment, the first electro-hydraulic relief valve 2.3 and the second electro-hydraulic relief valve 3.3 are provided with solenoid valve controlled overflow.

[0024] In this embodiment, the first two-way cartridge valve 13.7, the second two-way cartridge valve 13.8, the third two-way cartridge valve 13.9, the fourth two-way cartridge valve 13.10, the fifth two-way cartridge valve 13.11 and the sixth two-way cartridge valve 13.12 are all large-flow cartridge valves, preferably Rexroth LC series two-way cartridge valves, with a nominal diameter of 16 to 160 and a maximum flow rate of 25000 L / min.

[0025] In this embodiment, each electromagnetic directional control valve is a two-position four-way electromagnetic directional control valve.

[0026] In this embodiment, each electromagnetic directional control valve is equipped with a spool position feedback limit switch. When any electromagnetic directional control valve fails, it can send out an alarm signal in time to remind the operator to stop safely and replace the faulty electromagnetic directional control valve in time to eliminate potential safety hazards.

[0027] In this embodiment, the pressure reducing valve 14.2 is a two-way valve with a seat valve structure, having an automatic pressure reducing and regulating function, with no leakage during operation. It is preferably a Hawe CDK pressure reducing valve, with no leakage in the closed state, without the need to connect or disconnect the oil pipe. The leak-free pressure reducing method enables the safety braking hydraulic system to maintain pressure for a long time, reduces the running time of the motor pump unit, extends the service life of the hydraulic system, and saves electric energy.

[0028] In this embodiment, the overflow valve 14.8 is a quick unload overflow valve. When selecting the type, sufficient overflow flow is considered. In the case of an emergency shutdown of the main hoist, the overflow valve 14.8 can quickly unload a part of the pressure oil in the working brake group 14.11, so that the working brake group 14.11 quickly fits with the brake disc, loads the corresponding braking torque, and realizes a quick response at the initial stage of braking.

[0029] In this embodiment, port 1 of the stop valve 11 is communicated with the accumulator 10, and port 2 is communicated with the return oil filter 12. During the maintenance of the hydraulic system, the stop valve 10 can be opened to unload the pressure oil stored in the accumulator 10, eliminating the danger of the pressure oil stored in the accumulator 10 causing harm to personnel when maintenance personnel disassemble and assemble the system valve parts.

[0030] The present invention also provides a control method, which is applied to a safety braking hydraulic system of a ship lift main hoist as described above. The control method includes: Pressure build-up of the safety braking hydraulic system: When the host sends a pressure build-up command for the safety braking hydraulic system, the first motor 2.1 is powered on and starts running without load. After a delay of several seconds, the motor reaches its rated speed, and the first electromagnetic overflow valve 2.3 is powered on (when the motor pump unit starts, the solenoid valve is not powered on, and the hydraulic oil output by the plunger pump is unloaded through the electromagnetic overflow valve, enabling the motor pump unit to start without load. After the motor reaches its rated speed, the solenoid valve is powered on to build pressure, eliminating the impact and abnormal noise during the load start of the motor pump unit). The first plunger pump 2.2 starts to build pressure, and the pressurized oil enters the accumulator 10 through the first high-pressure filter 4 and the one-way valve 6. When the first pressure sensor 9 detects that the pressure in the accumulator 10 reaches the set value, the first electromagnetic overflow valve 2.3 is de-energized. After a delay of several seconds, the first motor 2.1 is de-energized, and the hydraulic system starts to maintain pressure. When the pressure in the accumulator 10 drops due to internal leakage in the system and the first pressure sensor 9 detects that the pressure is lower than the set low pressure, the first motor 2.1 is powered on again to replenish pressure. If the first motor pump unit 2 fails and cannot build pressure, after a delay of several seconds, when the first pressure sensor 9 does not detect high pressure, a "main motor pump unit failure" alarm is reported, and the system will promptly switch to the second motor pump unit 3 for operation. The operation logic of the second motor pump unit 3 is the same as that of the first motor pump unit 2. At the same time, the first motor pump unit 2 and the second motor pump unit 3 are configured in parallel redundancy. When the main motor pump unit fails, it can be promptly switched to the standby pump unit to avoid the risk that the safety braking hydraulic system cannot work due to the failure of the main motor pump unit, which may cause potential hazards to the safe operation of the ship lift. After the system has been running for a period of time, the main and standby units can be rotated to avoid the risk of performance degradation due to any motor pump unit not running for a long time.

[0031] Release of the safety brake group 13.14: When the host sends a release command for the safety brake group 13.14, the main motor pump unit runs to build pressure, and the first electromagnetic directional valve 13.3, the second electromagnetic directional valve 13.4, the third electromagnetic directional valve 13.5, and the fourth electromagnetic directional valve 13.6 are powered on. The first two-way cartridge valve 13.7 and the fourth two-way cartridge valve 13.10 open, while the second two-way cartridge valve 13.8, the third two-way cartridge valve 13.9, the fifth two-way cartridge valve 13.11, and the sixth two-way cartridge valve 13.12 close. The pressurized oil output by the motor pump unit and the accumulator 10 passes through the third one-way valve 13.1 and the fourth one-way valve 13.2, and then divides into two paths to enter the safety brake group 13.14 from the A port and B port of the first two-way cartridge valve 13.7 and the A port and B port of the fourth two-way cartridge valve 13.10. When the second pressure sensor 13.13 detects that the pressure in the safety brake group 13.14 reaches the set value, it outputs a signal indicating that the release pressure of the safety brake group 13.14 is in place, and all safety brakes are released and maintain pressure.

[0032] Safety brake group 13.14 engages: When the host sends an instruction for the safety brake group 13.14 to engage, the first electromagnetic directional control valve 13.3, the second electromagnetic directional control valve 13.4, the third electromagnetic directional control valve 13.5, and the fourth electromagnetic directional control valve 13.6 lose power. The first two-way cartridge valve 13.7 and the fourth two-way cartridge valve 13.10 close, while the second two-way cartridge valve 13.8, the third two-way cartridge valve 13.9, the fifth two-way cartridge valve 13.11, and the sixth two-way cartridge valve 13.12 open. The pressure oil within the safety brake group 13.14 is divided into two paths and converges after flowing out from the B port and A port of the second two-way cartridge valve 13.8 and the third two-way cartridge valve 13.9, and the B port and A port of the fifth two-way cartridge valve 13.11 and the sixth two-way cartridge valve 13.12, and then flows back to the oil tank 1 through the return oil filter 12. At the same time, the second pressure sensor 13.13 detects that the pressure of the safety brake group 13.14 is lower than the set value and outputs a signal indicating that the pressure for the safety brake group 13.14 to engage is in place, causing all safety brakes to engage.

[0033] Service brake group 14.11 releases: When the host sends an instruction for the service brake group 14.11 to release, the main motor pump set operates to build pressure. The fifth electromagnetic directional control valve 14.3, the sixth electromagnetic directional control valve 14.4, the seventh electromagnetic directional control valve 14.5, the eighth electromagnetic directional control valve 14.6, and the ninth electromagnetic directional control valve 14.7 are energized. The pressure oil output by the motor pump set and the accumulator 10 is divided into two paths after passing through the fifth one-way valve 14.1 and the pressure reducing valve 14.2. One path goes through the P5 and B5 of the fifth electromagnetic directional control valve 14.3, and the other path goes through the P6 and B6 of the sixth electromagnetic directional control valve 14.4, and they merge and enter the service brake group 14.11. At the same time, the third pressure sensor 14.10 detects that the pressure of the service brake group 14.11 reaches the set value and outputs a signal indicating that the pressure for the service brake group 14.11 to release is in place, causing all service brakes to release and maintain pressure.

[0034] Service brake group 14.11 normally engages: When the host sends an instruction for the service brake group 14.11 to normally engage, the fifth electromagnetic directional control valve 14.3, the sixth electromagnetic directional control valve 14.4, the seventh electromagnetic directional control valve 14.5, the eighth electromagnetic directional control valve 14.6, and the ninth electromagnetic directional control valve 14.7 lose power. The pressure oil within the service brake group 14.11 is divided into two paths. One path goes through the B5 and T5 of the fifth electromagnetic directional control valve 14.3 to the B7 and T7 of the seventh electromagnetic directional control valve 14.5, and the other path goes through the B6 and T6 of the sixth electromagnetic directional control valve 14.4 to the B8 and T8 of the eighth electromagnetic directional control valve 14.6. After T7 and T8 merge and communicate, they then flow back to the oil tank 1 through the B9 and T9 of the ninth electromagnetic directional control valve 14.7 and the return oil filter 12. At the same time, when the third pressure sensor 14.10 detects that the pressure of the service brake group 14.11 is lower than the set value, it outputs a signal indicating that the pressure for the service brake group 14.11 to engage is in place, causing all service brakes to engage.

[0035] Pressure regulation and braking engagement of the working brake group 14.11 in the emergency stop condition: Refer to Figure 1 and Figure 2 As shown, the PLC controller receives the emergency stop pressure regulation and braking engagement command sent by the host, controls the fifth solenoid directional valve 14.3, the sixth solenoid directional valve 14.4, the seventh solenoid directional valve 14.5, and the eighth solenoid directional valve 14.6 to lose power, and the ninth solenoid directional valve 14.7 remains energized. At this time, the pressure oil in the working brake group 14.11 is divided into two paths. One path goes through B5 and T5 of the fifth solenoid directional valve 14.3 to B7 and T7 of the seventh solenoid directional valve 14.5, and the other path goes through B6 and T6 of the sixth solenoid directional valve 14.4 to B8 and T8 of the eighth solenoid directional valve 14.6. After T7 and T8 are combined and connected, they are then merged into B9 of the ninth solenoid directional valve 14.7 together. After flowing out from P9 of the ninth solenoid directional valve 14.7, it is divided into two paths. One path enters the pressure port of the relief valve 14.8, and part of the pressure oil is quickly unloaded from the oil discharge port of the relief valve 14.8 to achieve the quick fitting of the working brake group 14.11 and the brake disc, load the corresponding braking torque, and achieve the quick response at the initial stage of braking. The other path enters the pressure port of the proportional relief valve 14.9. At the same time, the proportional relief valve 14.9 controls the braking torque required for the working brake group 14.11 in a timely manner by receiving the voltage signal sent after the operation of the PLC controller, and forms a closed-loop control system with the third pressure sensor 14.10 and the speed encoder to achieve the dynamic adjustment of the precise braking force, realize the smooth deceleration and stop of the main hoist, and ensure the safe and reliable operation of the ship lift.

[0036] In this embodiment, the control method further includes: Fault handling of the safety brake group 13.14: When the safety brake group 13.14 executes the brake release or opening command, if any solenoid directional valve in the safety brake module 13 fails, the spool position feedback limit of the faulty solenoid directional valve sends out a solenoid directional valve fault signal, and by adjusting the states of other normally working solenoid directional valves in the safety brake module 13 and the opening or closing of the corresponding cartridge valves, it is ensured that the pressure oil can flow along the predetermined route, thereby realizing the brake release or opening action; Fault handling of the working brake group 14.11: When the working brake group 14.11 executes the brake release or opening command, if any solenoid directional valve in the working brake module 14 fails, the spool position feedback limit of the faulty solenoid directional valve sends out a solenoid directional valve fault signal, and by adjusting the states of other normally working solenoid directional valves in the working brake group 14.11, it is ensured that the pressure oil can flow along the predetermined route, thereby realizing the brake release or opening action.

[0037] Specifically, taking the example of the safety brake module 13 and the service brake module 14 executing the brake release command: When the safety brake group 13.14 executes the brake release command and the first electromagnetic directional valve 13.3 fails to engage, first, the spool position feedback limit of the first electromagnetic directional valve 13.3 sends out an electromagnetic directional valve failure signal. At this time, the first two-way cartridge valve 13.7 closes, and the second two-way cartridge valve 13.8 opens. At the same time, under the coordinated control of the second electromagnetic directional valve 13.4, the third electromagnetic directional valve 13.5, and the fourth electromagnetic directional valve 13.6, the third two-way cartridge valve 13.9 closes, and the fourth two-way cartridge valve 13.10 opens. The fifth two-way cartridge valve 13.11 and the sixth two-way cartridge valve 13.12 close. The pressure oil enters the safety brake group 13.14 from the fourth two-way cartridge valve 13.10 to achieve the brake release action.

[0038] When the safety brake group 13.14 executes the brake release command and the second electromagnetic directional valve 13.4 fails to engage, first, the spool position feedback limit of the second electromagnetic directional valve 13.4 sends out an electromagnetic directional valve failure signal. At this time, the third two-way cartridge valve 13.9 opens. At the same time, under the coordinated control of the first electromagnetic directional valve 13.3, the third electromagnetic directional valve 13.5, and the fourth electromagnetic directional valve 13.6, the first two-way cartridge valve 13.7 opens, the second two-way cartridge valve 13.8 closes, the fourth two-way cartridge valve 13.10 opens, the fifth two-way cartridge valve 13.11 and the sixth two-way cartridge valve 13.12 close. The series setting of the second two-way cartridge valve 13.8 and the third two-way cartridge valve 13.9 ensures the normal brake release action of the safety brake group 13.14.

[0039] Similarly, when the safety brake group 13.14 executes the brake release command and either the third electromagnetic directional valve 13.5 or the fourth electromagnetic directional valve 13.6 fails, the flow direction of the pressure oil is the same as the principle of the first electromagnetic directional valve 13.3 and the second electromagnetic directional valve 13.4, except that the controlled two-way cartridge valves are different.

[0040] Similarly, when any one of the first electromagnetic directional valve 13.3, the second electromagnetic directional valve 13.4, the third electromagnetic directional valve 13.5, or the fourth electromagnetic directional valve 13.6 fails, the flow and transfer route of the hydraulic oil are also applicable to any working condition when an electromagnetic directional valve fails while the safety brake group 13.14 maintains the open state. The redundant setting of the electromagnetic directional valve avoids uncontrollable emergency braking accidents of the safety brake group 13.14 due to electromagnetic directional valve failures.

[0041] When the working brake group 14.11 executes the brake release command and the fifth electromagnetic directional control valve 14.3 fails to engage, first, the spool position feedback limit of the fifth electromagnetic directional control valve 14.3 sends out an electromagnetic directional control valve failure signal. The pressure oil enters the working brake group 14.11 from the P6 and B6 of the sixth electromagnetic directional control valve 14.4. At the same time, the seventh electromagnetic directional control valve 14.5 is energized and engaged, cutting off the pressure oil flowing back from the B5 and T5 of the fifth electromagnetic directional control valve 14.3, and the working brake group 14.11 realizes the brake release action.

[0042] When the working brake group 14.11 executes the brake release command and the seventh electromagnetic directional control valve 14.5 fails to engage, first, the spool position feedback limit of the seventh electromagnetic directional control valve 14.5 sends out an electromagnetic directional control valve failure signal. The pressure oil enters the working brake group 14.11 in two paths from the P5 and B5 of the fifth electromagnetic directional control valve 14.3 and the P6 and B6 of the sixth electromagnetic directional control valve 14.4. At the same time, the series setting of the fifth electromagnetic directional control valve 14.3 and the seventh electromagnetic directional control valve 14.5 ensures the normal brake release action of the working brake group 14.11.

[0043] Similarly, when the working brake group 14.11 executes the brake release command and either the sixth electromagnetic directional control valve 14.4 or the eighth electromagnetic directional control valve 14.6 fails, the flow direction of the pressure oil is the same as that of the fifth electromagnetic directional control valve 14.3 and the seventh electromagnetic directional control valve 14.5, except that the oil circuits of the corresponding electromagnetic directional control valves are different.

[0044] Similarly, the flow and transfer route of the hydraulic oil when any one of the fifth electromagnetic directional control valve 14.3, the sixth electromagnetic directional control valve 14.4, the seventh electromagnetic directional control valve 14.5, or the eighth electromagnetic directional control valve 14.6 fails is also applicable to any working condition when any electromagnetic directional control valve fails while the working brake group 14.11 maintains the open state. The redundant setting of the electromagnetic directional control valve avoids the uncontrollable emergency braking accident of the working brake group 14.11 caused by the failure of the electromagnetic directional control valve.

[0045] The above shows and describes the basic principles, main features, and advantages of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and without departing from the spirit or basic features of the present invention, the present invention can be implemented in other specific forms. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention includes the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention. Any reference signs in the claims should not be regarded as limiting the claims involved.

[0046] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only includes an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A safety brake hydraulic system for the main hoist of a ship lift, characterized in that include: An oil tank (1), a first motor pump group (2), a second motor pump group (3), a first high-pressure filter (4), a second high-pressure filter (5), a first non-return valve (6), a second non-return valve (7), a pressure gauge (8), a first pressure sensor (9), an accumulator (10), a stop valve (11), a return oil filter (12), a safety brake module (13) and a working brake module (14); Wherein: the first motor pump group (2) comprises a first motor (2.1), a first plunger pump (2.2) and a first electromagnetic overflow valve (2.3); the second motor pump group (3) comprises a second motor (3.1), a second plunger pump (3.2) and a second electromagnetic overflow valve (3.3); The safety brake module (13) comprises a third one-way valve (13.1), a fourth one-way valve (13.2), a first solenoid reversing valve (13.3), a second solenoid reversing valve (13.4), a third solenoid reversing valve (13.5), a fourth solenoid reversing valve (13.6), a first two-way cartridge valve (13.7), a second two-way cartridge valve (13.8), a third two-way cartridge valve (13.9), a fourth two-way cartridge valve (13.10), a fifth two-way cartridge valve (13.11), a sixth two-way cartridge valve (13.12), a second pressure sensor (13.13) and a safety brake group (13.14); The working brake module (14) comprises a fifth one-way valve (14.1), a pressure reducing valve (14.2), a fifth electromagnetic reversing valve (14.3), a sixth electromagnetic reversing valve (14.4), a seventh electromagnetic reversing valve (14.5), an eighth electromagnetic reversing valve (14.6), a ninth electromagnetic reversing valve (14.7), a relief valve (14.8), a proportional relief valve (14.9), a third pressure sensor (14.10) and a working brake group (14.11); The first motor (2.1) and the second motor (3.1) are connected to the first plunger pump (2.2) and the second plunger pump (3.2) respectively. The oil suction port and the oil discharge port of the first plunger pump (2.2) and the second plunger pump (3.2) are connected to the oil tank (1) through pipelines respectively. The output pressure oil port of the first plunger pump (2.2) is divided into two paths, one of which is connected to the inlet of the first high-pressure filter (4) and the other is connected to the P port of the electromagnetic overflow valve (2.3). The T port of the electromagnetic overflow valve (2.3) is connected back to the oil tank (1). The output pressure oil port of the second plunger pump (3.2) is also divided into two paths, one of which is connected to the inlet of the second high-pressure filter (5) and the other is connected to the P port of the electromagnetic overflow valve (3.3). The T port of the valve (3.3) is connected back to the oil tank (1); the output port of the first high-pressure filter (4) is connected to the inlet of the first one-way valve (6), the output port of the second high-pressure filter (5) is connected to the inlet of the second one-way valve (7), the output port of the first one-way valve (6) and the output port of the second one-way valve (7) are connected in parallel and divided into seven paths, wherein the first, second and third paths are respectively connected to the pressure gauge (8), the first pressure sensor (9) and the accumulator (10), the fourth path is connected to the 1 port of the stop valve (11), the fifth path and the sixth path are respectively connected to the inlet of the third one-way valve (13.1) and the inlet of the fourth one-way valve (13.2), and the seventh path is connected to the inlet of the fifth one-way valve (14.1) in the working brake module (14); The output port of the third check valve (13.1) and the output port of the fourth check valve (13.2) are connected in parallel to output six routes, wherein the first, second, third and fourth routes are respectively connected to the P1 port of the first electromagnetic reversing valve (13.3), the P2 port of the second electromagnetic reversing valve (13.4), the P3 port of the third electromagnetic reversing valve (13.5) and the P4 port of the fourth electromagnetic reversing valve (13.6); the fifth route is connected to the A port of the first two-way cartridge valve (13.7); and the sixth route is connected to the A port of the fourth two-way cartridge valve (13.10); the first electromagnetic reversing valve ( The A1 port of the first two-way cartridge valve (13.3) is connected to the control port X of the first two-way cartridge valve (13.7), the B1 port is connected to the control port X of the second two-way cartridge valve (13.8), and the T1 port is connected back to the oil tank; the B2 port of the second solenoid reversing valve (13.4) is connected to the control port X of the third two-way cartridge valve (13.9), and the T2 port is connected back to the oil tank; the A3 port of the third solenoid reversing valve (13.5) is connected to the control port X of the fourth two-way cartridge valve (13.10), the B3 port is connected to the control port X of the fifth two-way cartridge valve (13.11), and the T3 port is connected back to the oil tank. The B4 port of the fourth solenoid reversing valve (13.6) is connected to the control X port of the sixth two-way cartridge valve (13.12), and the T4 port is connected to the oil tank; the B port of the first two-way cartridge valve (13.7), the B port of the second two-way cartridge valve (13.8), the B port of the fourth two-way cartridge valve (13.10) and the B port of the fifth two-way cartridge valve (13.11) are connected in parallel for output and are divided into three paths, the first path is connected to the pressure sensor (13.13), and the second and third paths are connected to the safety brake group (13.14) through pipeline symmetrical output; The A port of the second two-way cartridge valve (13.8) is connected to the B port of the third two-way cartridge valve (13.9), the A port of the fifth two-way cartridge valve (13.11) is connected to the B port of the sixth two-way cartridge valve (13.12), the A port of the third two-way cartridge valve (13.9) and the A port of the sixth two-way cartridge valve (13.12) are output in parallel and serve as the oil return port of the safety brake module (13), the oil return port is connected to the oil tank (1) after merging with the 2 port of the stop valve (11) and the oil return port of the working brake module (14) through the oil return filter (12); The output port of the fifth one-way valve (14.1) is connected to the primary pressure port of the pressure reducing valve (14.2); the secondary pressure port of the pressure reducing valve (14.2) outputs two paths, which are respectively connected to the P5 port of the fifth electromagnetic reversing valve (14.3) and the P6 port of the sixth electromagnetic reversing valve (14.4); the B5 port of the fifth electromagnetic reversing valve (14.3) and the B6 port of the sixth electromagnetic reversing valve (14.4) are output in parallel and divided into three paths, the first path is connected to the third pressure sensor (14.10), the second path and the third path are symmetrically output through pipelines and connected to the working brake group (14.11); the T5 port of the fifth electromagnetic reversing valve (14.3) and the T6 port of the sixth electromagnetic reversing valve (14.4) are connected to the working brake group (14.11); They are respectively connected to the B7 port of the seventh electromagnetic reversing valve (14.5) and the B8 port of the eighth electromagnetic reversing valve (14.6); the T7 port of the seventh electromagnetic reversing valve (14.5) and the T8 port of the eighth electromagnetic reversing valve (14.6) are connected in parallel and then connected to the B9 port of the ninth electromagnetic reversing valve (14.7); the P9 port of the ninth electromagnetic reversing valve (14.7) is divided into two paths, one of which is connected to the pressure port of the overflow valve (14.8) and the other is connected to the pressure port of the proportional overflow valve (14.9); the T9 port of the ninth electromagnetic reversing valve (14.7) is connected to the oil unloading ports of the overflow valve (14.8) and the proportional overflow valve (14.9) and serves as the oil return port of the working brake module (14).

2. A safety brake hydraulic system for a ship lift main hoist according to claim 1, characterized in that: A third pressure sensor (14.10) for monitoring the pressure state of the working brake module (14) and outputting a pressure signal; Proportional relief valve (14.9), used to adjust the opening according to the voltage signal output by the PLC controller to control the pressure; It also includes a speed encoder and a PLC controller, wherein: the speed encoder is configured to detect the real-time operating speed of the main hoist and generate a corresponding speed signal; The PLC controller is used to receive speed signals and pressure signals; calculate the required deceleration in real time according to the speed signals and pressure signals, and output the corresponding voltage signal to the proportional relief valve (14.9) through the PID adjustment algorithm, thereby adjusting the oil pressure of the working brake module to brake and decelerate the main hoist; the PLC controller is also used to receive the emergency stop pressure adjustment and gate-on command issued by the host, and control the on and off of each electromagnetic reversing valve in the working brake module (14) according to the command.

3. A safety brake hydraulic system for a ship lift main hoist according to claim 1, characterized in that: The first electromagnetic overflow valve (2.3) and the second electromagnetic overflow valve (3.3) are provided with electromagnetic valves to control overflow.

4. A safety brake hydraulic system for a ship lift main hoist according to claim 1, characterized in that: The first two-way cartridge valve (13.7), the second two-way cartridge valve (13.8), the third two-way cartridge valve (13.9), the fourth two-way cartridge valve (13.10), the fifth two-way cartridge valve (13.11) and the sixth two-way cartridge valve (13.12) are all large-flow cartridge valves.

5. The safety brake hydraulic system of the main hoist of a ship lift according to claim 1, characterized in that: Each solenoid directional control valve is a two-position four-way solenoid directional control valve.

6. A safety brake hydraulic system for a ship lift main hoist according to claim 1, characterized in that: Each solenoid reversing valve is equipped with a valve core position feedback limit switch.

7. A safety brake hydraulic system for a ship lift main hoist according to claim 1, characterized in that: The pressure reducing valve (14.2) is a two-way valve with a seat valve structure.

8. The safety brake hydraulic system of the main hoist of a ship lift according to claim 1, characterized in that: The relief valve (14.8) is a quick unloading relief valve.

9. A control method, applied to a safety brake hydraulic system of a ship lift main hoist as claimed in any one of claims 1 to 8, characterized in that: The control method comprises: Safety brake hydraulic system pressure building: the main engine sends a safety brake hydraulic system pressure building command, the first motor (2.1) is powered on and starts without load, after a delay of several seconds, the motor reaches the rated speed, the first electromagnetic relief valve (2.3) is controlled to be powered on, the first plunger pump (2.2) starts to build pressure, and the pressure oil enters the accumulator (10) through the first high-pressure filter (4) and the one-way valve (6). When the first pressure sensor (9) detects that the pressure of the accumulator (10) reaches the set value, the first electromagnetic relief valve (2.3) loses power, after a delay of several seconds, the first motor (2.1) loses power, and the hydraulic system starts to maintain pressure; when the pressure of the accumulator (10) increases due to the system pressure, the pressure of the accumulator (10) increases. In case of internal leakage in the system, after the first pressure sensor (9) detects that the pressure is lower than the set low pressure, the first motor (2.1) is powered on again to compensate for the pressure; if the first motor pump group (2) fails and cannot build pressure, a delay of several seconds occurs, and the first pressure sensor (9) cannot detect the high pressure, then a "main motor pump group failure" is reported, and the operation is switched to the second motor pump group (3). The operation logic of the second motor pump group (3) is the same as that of the first motor pump group (2); at the same time, the first motor pump group (2) and the second motor pump group (3) are mutually active and standby. After the system has been running for a period of time, the active and standby groups rotate to run, so as to avoid the risk of performance degradation caused by the long-term non-operation of any motor pump group; Safety brake group (13.14) release: The main engine issues a safety brake group (13.14) release command, the main motor pump group runs to build pressure, the first electromagnetic reversing valve (13.3), the second electromagnetic reversing valve (13.4), the third electromagnetic reversing valve (13.5), and the fourth electromagnetic reversing valve (13.6) are energized, the first two-way cartridge valve (13.7) and the fourth two-way cartridge valve (13.10) are opened, the second two-way cartridge valve (13.8), the third two-way cartridge valve (13.9), the fifth two-way cartridge valve (13.11), and the sixth two-way cartridge valve (13. 12) is closed; the pressure oil output by the motor pump group and the accumulator (10) passes through the third one-way valve (13.1) and the fourth one-way valve (13.2), and then is divided into two paths from the A port and the B port of the first two-way cartridge valve (13.7) and the A port and the B port of the fourth two-way cartridge valve (13.10), and then merges into the safety brake group (13.14). At the same time, when the second pressure sensor (13.13) detects that the pressure of the safety brake group (13.14) reaches the set value, it outputs the safety brake group (13.14) release pressure in place signal, and all safety brakes are released and pressure is maintained; Safety brake group (13.14) on: The host sends a safety brake group (13.14) on command, the first electromagnetic reversing valve (13.3), the second electromagnetic reversing valve (13.4), the third electromagnetic reversing valve (13.5), and the fourth electromagnetic reversing valve (13.6) lose power, the first two-way cartridge valve (13.7) and the fourth two-way cartridge valve (13.10) are closed, and the second two-way cartridge valve (13.8), the third two-way cartridge valve (13.9), the fifth two-way cartridge valve (13.11), and the sixth two-way cartridge valve (13.12) are opened; The pressure oil in the safety brake group (13.14) is divided into two paths and flows from the B port and the A port of the second two-way cartridge valve (13.8) and the third two-way cartridge valve (13.9) and the B port and the A port of the fifth two-way cartridge valve (13.11) and the sixth two-way cartridge valve (13.12) to the oil tank (1) through the return oil filter (12). At the same time, the second pressure sensor (13.13) detects that the pressure of the safety brake group (13.14) is lower than the set value, and outputs a signal that the safety brake group (13.14) is in place, and all safety brakes are engaged; Working brake group (14.11) release: the main engine sends a working brake group (14.11) release command, the main motor pump group runs to build pressure, the fifth electromagnetic reversing valve (14.3), the sixth electromagnetic reversing valve (14.4), the seventh electromagnetic reversing valve (14.5), the eighth electromagnetic reversing valve (14.6), and the ninth electromagnetic reversing valve (14.7) are energized, and the pressure oil output by the motor pump group and the accumulator (10) is divided into two paths after passing through the fifth check valve (14.1) and the pressure reducing valve (14.2), one from P5 and B5 of the fifth electromagnetic reversing valve (14.3), and the other from P6 and B6 of the sixth electromagnetic reversing valve 14.4, and then merges into the working brake group (14.11). At the same time, the third pressure sensor (14.10) detects that the pressure of the working brake group (14.11) has reached the set value, and outputs the working brake group (14.11) release pressure in place signal, and all working brakes are released and pressure is maintained; The working brake group (14.11) is normally closed: the main engine issues a command to close the working brake group (14.11) normally, the fifth electromagnetic reversing valve (14.3), the sixth electromagnetic reversing valve (14.4), the seventh electromagnetic reversing valve (14.5), the eighth electromagnetic reversing valve (14.6), and the ninth electromagnetic reversing valve (14.7) lose power, and the pressure oil in the working brake group (14.11) is divided into two paths, one through B5 and T5 of the fifth electromagnetic reversing valve (14.3) to the seventh electromagnetic reversing valve (14.5). B7, T7, all the way through B6, T6 of the sixth electromagnetic reversing valve (14.4) to B8, T8 of the eighth electromagnetic reversing valve (14.6), T7, T8 are combined and connected, and then flow back to the oil tank (1) from B9, T9 of the ninth electromagnetic reversing valve (14.7) and the return oil filter (12). At the same time, when the third pressure sensor (14.10) detects that the pressure of the working brake group (14.11) is lower than the set value, it outputs a signal that the working brake group (14.11) is in place, and all working brakes are closed; The pressure regulating and closing of the emergency stop condition of the working brake group (14.11): The safety brake control system receives the emergency stop pressure regulating and closing command issued by the host, and the fifth electromagnetic reversing valve (14.3), the sixth electromagnetic reversing valve (14.4), the seventh electromagnetic reversing valve (14.5), and the eighth electromagnetic reversing valve (14.6) lose power, and the ninth electromagnetic reversing valve (14.7) remains energized. At this time, the pressure oil in the working brake group (14.11) is divided into two paths, one through B5 and T5 of the fifth electromagnetic reversing valve (14.3) to B7 and T7 of the seventh electromagnetic reversing valve (14.5), and the other through B6 and T6 of the sixth electromagnetic reversing valve (14.4) to B8 and T8 of the eighth electromagnetic reversing valve (14.6). After T7 and T8 are combined and connected, they are merged into B9 of the ninth electromagnetic reversing valve (14.7). After flowing out from P9 of the ninth electromagnetic reversing valve (14.7), the oil is divided into two paths. One path enters the pressure port of the relief valve (14.8), and quickly unloads part of the pressure oil from the oil unloading port of the relief valve (14.8), so as to realize the rapid fitting of the working brake group (14.11) and the brake disc, load the corresponding braking torque, and realize the rapid response at the beginning of braking. The other path enters the pressure port of the proportional relief valve (14.9). At the same time, the proportional relief valve (14.9) controls the braking torque required for the working brake group (14.11) in a timely manner by receiving the voltage signal sent by the PLC controller after calculation, and cooperates with the third pressure sensor (14.10) and the speed encoder to form a closed-loop control system to realize dynamic adjustment of precise braking force, realize smooth deceleration and parking of the main hoist, and ensure the safe and reliable operation of the ship lift.

10. The control method according to claim 9, characterized in that: The control method further comprises: Safety brake assembly (13.14) fault response: When the safety brake group (13.14) executes a release or opening command, if any electromagnetic reversing valve in the safety brake module (13) fails, the valve core position feedback limit of the faulty electromagnetic reversing valve sends out an electromagnetic reversing valve failure signal, and the state of other normally working electromagnetic reversing valves in the safety brake module (13) is adjusted, and the corresponding cartridge valve is opened or closed to ensure that the pressure oil can flow along the predetermined route, thereby achieving the release or opening action; Failure response of the working brake assembly (14.11): When the working brake group (14.11) executes a release or opening command, if any electromagnetic reversing valve in the working brake module (14) fails, the valve core position feedback limit of the faulty electromagnetic reversing valve sends out an electromagnetic reversing valve failure signal, and the state of other normally working electromagnetic reversing valves in the working brake group (14.11) is adjusted to ensure that the pressure oil can flow along the predetermined route, thereby achieving the release or opening action.

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