A safety brake hydraulic system and control method for a ship lift main hoist

Abstract

The present invention discloses a safety brake hydraulic system and control method for the main hoist of a ship lift. The hydraulic system includes an oil tank, a first motor pump group, a second motor pump group, 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 shut-off valve, an oil return filter, a safety brake module, and a working brake module. The safety brake circuit of the present invention uses a two-way cartridge valve and an electromagnetic reversing valve to achieve rapid response and synchronized release and closing of the brake. The working brake circuit is equipped with a relief valve and a proportional relief valve. A closed-loop system consisting of the proportional relief valve, a PLC controller, a third pressure sensor, and a speed encoder accurately adjusts the voltage of the proportional relief valve according to oil pressure and speed, achieving timely control of the braking torque and ensuring smooth braking. This eliminates safety hazards such as poor synchronization and uncontrollable braking in traditional hydraulic systems, thereby ensuring the safe operation of the main hoist.

Description

Technical Field

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

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

[0003] Patent publication number CN219242513U discloses a ship lift braking hydraulic system comprising a fuel tank, a first motor pump assembly, an accumulator assembly, a working brake assembly, and a safety brake assembly. The fuel tank is connected to the first motor pump assembly and the accumulator assembly, which are further connected to the first motor pump assembly, the working brake assembly, and the safety brake assembly. The working brake assembly is also connected to a sixth electromagnetic reversing valve and a first proportional relief valve, which is connected to the fuel tank. The safety brake assembly is also connected to a second cartridge valve, which is equipped with a ninth electromagnetic reversing valve and a first servo valve, which is connected to the fuel tank. This ship lift braking hydraulic system significantly shortens the ship lift's braking distance in emergency situations, preventing or reducing secondary safety accidents caused by braking. Both the working brake and the safety brake utilize pressure-regulated application in emergency situations, resulting in smoother braking and less impact on the braking system.

[0004] However, the ship lift's braking hydraulic system has the following problems: 1. The ship lift's braking hydraulic system adjusts the input electrical signal according to a pre-set descent curve through the first proportional relief valve, the 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, thereby realizing pressure-regulated braking. In actual application, since the load and speed of the hoist during each emergency braking are different, the required braking force is also different. The pressure-regulated braking method according to the preset brake pressure drop curve cannot adjust the descent slope in time during the braking process to perform closed-loop control, resulting in control failure. 1. Low precision and unsatisfactory braking effect; 2. The brake hydraulic system of the ship lift does not take into account the redundant configuration of the electromagnetic reversing valve, which means that if a solenoid reversing valve (such as the sixth, seventh or eighth solenoid reversing valve) fails, such as failing to engage or the coil suddenly burns out during operation, there will be no spare electromagnetic reversing valve to replace it, which may cause the entire brake hydraulic system to fail; 3. The electromagnetic reversing valve lacks a feedback mechanism. When the electromagnetic reversing valve fails, it may not be discovered in time, which may cause the brake to fail to release normally or suddenly apply the brake when the main hoist of the ship lift is working, causing a safety hazard. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the present invention provides a safety brake hydraulic system and a control method for a main hoist of a ship lift.

[0006] To achieve the above objectives:

[0007] The present invention provides a ship lift main hoist safety brake hydraulic system, comprising: an oil tank, a first motor pump group, a second motor pump group, 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;

[0008] Wherein: the first motor pump group includes a first motor, a first plunger pump and a first electromagnetic overflow valve; the second motor pump group includes a second motor, a second plunger pump and a second electromagnetic overflow valve;

[0009] The safety brake module includes a third one-way valve, a fourth one-way valve, a first solenoid reversing valve, a second solenoid reversing valve, a third solenoid reversing valve, a fourth solenoid reversing 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;

[0010] The working brake module includes a fifth one-way valve, a pressure reducing valve, a fifth solenoid reversing valve, a sixth solenoid reversing valve, a seventh solenoid reversing valve, an eighth solenoid reversing valve, a ninth solenoid reversing valve, a relief valve, a proportional relief valve, a third pressure sensor and a working brake group;

[0011] The first motor and the second motor are connected to the first plunger pump and the second plunger pump respectively. The oil suction port and the oil discharge port of the first plunger pump and the second plunger pump are connected to the oil tank through pipelines respectively. The output pressure oil port of the first plunger pump is divided into two ways, one is connected to the inlet of the first high-pressure filter, and the other is connected to the P port of the electromagnetic overflow valve. The T port of the electromagnetic overflow valve is connected back to the oil tank. The output pressure oil port of the second plunger pump is also divided into two ways, one is connected to the inlet of the second high-pressure filter, and the other is connected to the P port of the electromagnetic overflow valve. The T port of the electromagnetic overflow valve is connected back to the oil tank. The output port is connected back to the fuel tank; the output port of the first high-pressure filter is connected to the inlet of the first one-way valve, the output port of the second high-pressure filter is connected to the inlet of the second one-way valve, the output port of the first one-way valve and the output port of the second one-way valve are connected in parallel and divided into seven output ports, of which the first, second and third ports are connected to the pressure gauge, the first pressure sensor and the accumulator respectively, the fourth port is connected to port 1 of the stop valve, the fifth port and the sixth port are connected to the inlet of the third one-way valve and the inlet of the fourth one-way valve 2 respectively, and the seventh port is connected to the inlet of the fifth one-way valve in the working brake module;

[0012] The output port of the third check valve and the output port of the fourth check valve are connected in parallel and divided into six outputs, among which the first, second, third and fourth ports are connected to the P1 port of the first solenoid reversing valve, the P2 port of the second solenoid reversing valve, the P3 port of the third solenoid reversing valve and the P4 port of the fourth solenoid reversing valve respectively, the fifth port is connected to the A port of the first two-way cartridge valve, and the sixth port is connected to the A port of the fourth two-way cartridge valve; the A1 port of the first solenoid reversing 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 oil tank; the B2 port of the second solenoid reversing valve is connected to the control X port of the third two-way cartridge valve, and the T2 port is connected back to the oil tank; the A3 port of the third solenoid reversing valve is connected to the control X port of the fourth two-way cartridge valve, and the B3 port is connected to the control X port of the fifth two-way cartridge valve. The B4 port of the fourth solenoid reversing valve is connected to the control X port of the sixth two-way cartridge valve, and the T4 port is connected to the oil tank; the B port of the first two-way cartridge valve, the B port of the second two-way cartridge valve, the B port of the fourth two-way cartridge valve and the B port of the fifth two-way cartridge valve are output 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 port of the third two-way cartridge valve is output in parallel with the A port of the sixth two-way cartridge valve as the return oil port of the safety brake module. The return oil port is combined with the 2 port of the stop valve and the return oil port of the working brake module and then connected to the oil tank through the return oil filter;

[0013] 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 routes, which are respectively connected to the P5 port of the fifth solenoid reversing valve and the P6 port of the sixth solenoid reversing valve. The B5 port of the fifth solenoid reversing valve and the B6 port of the sixth solenoid reversing valve are output in parallel and divided into three routes. The first route is connected to the third pressure sensor, and the second and third routes are symmetrically output through pipelines and connected to the working brake group; the T5 port of the fifth solenoid reversing valve and the T6 port of the sixth solenoid reversing valve are connected to the working brake group. The ports are respectively connected to the B7 port of the seventh solenoid reversing valve and the B8 port of the eighth solenoid reversing valve. After the T7 port of the seventh solenoid reversing valve and the T8 port of the eighth solenoid reversing valve are output in parallel, they are connected to the B9 port of the ninth solenoid reversing valve. The P9 port of the ninth solenoid reversing 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 solenoid reversing valve is connected to the oil unloading ports of the relief valve and the proportional relief valve, serving as the oil return port of the working brake module.

[0014] Further, a third pressure sensor is used to monitor the pressure state of the working brake module and output a pressure signal;

[0015] Proportional relief valve, used to adjust the opening according to the voltage signal output by the PLC controller to control the pressure;

[0016] 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;

[0017] The PLC controller is used to receive speed signals and pressure signals; based on the speed signals and pressure signals, it calculates the required deceleration in real time, and outputs the corresponding voltage signal to the proportional relief valve 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 shutdown pressure regulation and gate-on command issued by the host, and control the on and off of each electromagnetic reversing valve in the working brake module according to the command.

[0018] Furthermore, the first electromagnetic overflow valve and the second electromagnetic overflow valve are provided with electromagnetic valves to control overflow.

[0019] 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.

[0020] Furthermore, each solenoid directional control valve is a two-position four-way solenoid directional control valve.

[0021] Furthermore, each solenoid reversing valve is equipped with a valve core position feedback limit switch.

[0022] Furthermore, the pressure reducing valve is a two-way valve with a seat valve structure.

[0023] Furthermore, the relief valve is a quick unloading relief valve.

[0024] The present invention further provides a control method, which is applied to the above-mentioned ship lift main hoist safety brake hydraulic system, and the control method includes:

[0025] Safety brake hydraulic system pressure buildup: The host sends a safety brake hydraulic system pressure buildup command, the first motor is energized and starts at no-load, and after a delay of several seconds, the motor reaches the rated speed, controls the first electromagnetic relief valve to be energized, and the first plunger pump starts to build pressure. The pressure oil enters the accumulator through the first high-pressure filter and the one-way valve. When the first pressure sensor detects that the accumulator pressure reaches the set value, the first electromagnetic relief valve is de-energized, and after a delay of several seconds, the first motor is de-energized, and the hydraulic system starts to maintain pressure; when the accumulator pressure is lower than the set low pressure due to system leakage and the first pressure sensor detects that the pressure is lower than the set low pressure, the first motor is energized again to replenish the pressure; if the first motor pump group fails and fails to build pressure, after a delay of several seconds, the first pressure sensor cannot detect high pressure, then a "main motor pump group failure" is reported, and the operation is switched to the second motor pump group. The operating 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 each other's main and backup. After the system has been running for a period of time, the main and backup rotate to avoid the risk of performance degradation caused by long-term non-operation of either motor pump group;

[0026] Safety brake group release: The main engine issues a safety brake group release command, the main motor pump group runs to build pressure, the first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, and the fourth solenoid reversing valve are energized, the first two-way cartridge valve and the fourth two-way cartridge valve are opened, 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 are closed; the pressure oil output by the motor pump group and the accumulator passes through the third one-way valve and the fourth one-way valve, and then is divided into two paths from port A and port B of the first two-way cartridge valve and port A and port B of the fourth two-way cartridge valve, and then merges into the safety brake group. At the same time, when the second pressure sensor detects that the pressure of the safety brake group has reached the set value, it outputs a safety brake group release pressure in place signal, and all safety brakes are released and pressure is maintained;

[0027] Safety brake group engages: The main engine issues a safety brake group engage command, the first solenoid reversing valve, the second solenoid reversing valve, the third solenoid reversing valve, and the fourth solenoid reversing valve lose power, 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 routes, and then flows from the B port and the A port of the second two-way cartridge valve and the third two-way cartridge valve to the B port and the A port of the fifth two-way cartridge valve and the sixth two-way cartridge valve. After merging, it flows back to the oil tank through the return oil filter. At the same time, the second pressure sensor detects that the pressure of the safety brake group is lower than the set value, and outputs a safety brake group engage pressure in place signal, and all safety brakes engage;

[0028] Working brake group release: The main engine issues a working brake group release command, the main motor pump group runs to build pressure, the fifth solenoid reversing valve, the sixth solenoid reversing valve, the seventh solenoid reversing valve, the eighth solenoid reversing valve, and the ninth solenoid reversing valve are energized, and the pressure oil output by the motor pump group and the accumulator is divided into two paths after passing through the fifth one-way valve and the pressure reducing valve. One path is from P5 and B5 of the fifth solenoid reversing valve, and the other path is from P6 and B6 of the sixth solenoid reversing valve. The two paths merge and enter the working brake group. At the same time, the third pressure sensor detects that the working brake group pressure has reached the set value and outputs a working brake group release pressure in place signal. All working brakes are released and pressure is maintained.

[0029] The working brake group is normally engaged: the main engine issues a command to engage the working brake group normally, the fifth solenoid reversing valve, the sixth solenoid reversing valve, the seventh solenoid reversing valve, the eighth solenoid reversing valve, and the ninth solenoid reversing valve lose power, and the pressure oil in the working brake group is divided into two paths. One path passes through B5 and T5 of the fifth solenoid reversing valve to B7 and T7 of the seventh solenoid reversing valve, and the other path passes through B6 and T6 of the sixth solenoid reversing valve to B8 and T8 of the eighth solenoid reversing valve. After T7 and T8 are connected, they flow back to the oil tank through B9 and T9 of the ninth solenoid reversing valve and the return oil filter. At the same time, when the third pressure sensor detects that the pressure of the working brake group is lower than the set value, it outputs a signal indicating that the working brake group is engaged, and all working brakes are engaged.

[0030] Pressure regulation and closing of emergency stop condition of working brake group: safety brake control system receives emergency stop pressure regulation and closing command from host machine, the fifth solenoid reversing valve, the sixth solenoid reversing valve, the seventh solenoid reversing valve and the eighth solenoid reversing valve lose power, the ninth solenoid reversing valve remains energized, at this time the pressure oil in the working brake group is divided into two paths, one path passes through B5 and T5 of the fifth solenoid reversing valve to B7 and T7 of the seventh solenoid reversing valve, the other path passes through B6 and T6 of the sixth solenoid reversing valve to B8 and T8 of the eighth solenoid reversing valve, after T7 and T8 are merged and connected, they are merged into B9 of the ninth solenoid reversing valve, and flow from P9 of the ninth solenoid reversing valve to the oil pressure in the working brake group. After coming out, it is divided into two paths. One path enters the pressure port of the relief valve and quickly unloads part of the pressure oil from the oil unloading port of the relief valve, so that the working brake group and the brake disc are quickly fitted, and the corresponding braking torque is loaded to achieve a rapid response at the initial braking. The other path enters the pressure port of the proportional relief valve. At the same time, the proportional relief valve controls the braking torque required for the braking of the working brake group in a timely manner by receiving the voltage signal sent by the PLC controller after calculation, and cooperates with the third pressure sensor and speed encoder to form a closed-loop control system to achieve dynamic adjustment of the precise braking force, achieve smooth deceleration and parking of the main hoist, and ensure the safe and reliable operation of the ship lift.

[0031] Furthermore, the control method further includes:

[0032] Safety brake unit fault response:

[0033] When the safety brake group executes the release or opening command, if any electromagnetic reversing valve in the safety brake module fails, the valve core position feedback limit of the faulty electromagnetic reversing valve will send out an electromagnetic reversing valve failure signal. By adjusting the status of other normally working electromagnetic reversing valves in the safety brake module and opening or closing the corresponding cartridge valves, it is ensured that the pressure oil can flow according to the predetermined route, thereby achieving the release or opening action;

[0034] Failure response of the working brake group:

[0035] When the working brake group executes the release or opening command, if any solenoid reversing valve in the working brake module fails, the valve core position feedback limit of the faulty solenoid reversing valve will send out a solenoid reversing valve fault signal. By adjusting the status of other normally working solenoid reversing valves in the working brake group, it is ensured that the pressure oil can flow according to the predetermined route, thereby realizing the release or opening action.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] The hydraulic system of the present invention is provided with a large-flow motor pump group 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 the electromagnetic reversing valve to achieve rapid response and meet the synchronization requirements of releasing and applying multiple sets of safety brakes; the working brake circuit is provided with a rapid unloading relief valve and a proportional relief valve. By centrally controlling the voltage signal output to the proportional relief valve, rapid response of the working brake and timely control of the braking force can be achieved, thereby ensuring the balance of the braking force distribution and enabling the main hoist to decelerate and stop safely and smoothly.

[0038] Compared with CN219242513U, in the present invention, when the main hoist is in emergency shutdown condition, the PLC controller, proportional relief valve, third pressure sensor, and speed encoder form a closed-loop control system. According to the oil pressure and speed detected during the emergency shutdown process, the voltage signal received by the proportional relief valve is adjusted in time through the precise calculation of the PLC, thereby accurately controlling the braking torque required for the braking process of the working brake, eliminating the defects of uncontrollable braking and unsatisfactory braking effect, and ensuring the safe and normal operation of the main hoist.

[0039] The present invention is particularly effective when used in the main hoist of a large-scale wire rope winch fully balanced vertical ship lift. It can eliminate the safety hazards caused by the poor synchronization of releasing and closing the brakes, uncontrollable braking during braking, and unsatisfactory braking effects in the traditional multi-set hydraulic system decentralized drive and control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1A hydraulic system diagram of a preferred embodiment of the present invention;

[0041] Figure 2 This is a flow chart of the emergency shutdown condition control of the present invention;

[0042] Among them: oil tank 1, first motor pump group 2, second motor pump group 3, first high-pressure filter 4, second high-pressure filter 5, first one-way valve 6, second one-way 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 one-way valve 13.1, fourth one-way valve 13.2, first electromagnetic reversing valve 13.3, second electromagnetic reversing valve 13.4, third electromagnetic reversing valve 13.5, fourth electromagnetic reversing valve 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 assembly 13.14; fifth one-way valve 14.1, pressure reducing valve 14.2, fifth solenoid directional valve 14.3, sixth solenoid directional valve 14.4, seventh solenoid directional valve 14.5, eighth solenoid directional valve 14.6, ninth solenoid directional valve 14.7, relief valve 14.8, proportional relief valve 14.9, third pressure sensor 14.10, service brake assembly 14.11. DETAILED DESCRIPTION

[0043] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0044] Example 1, see Figure 1 and Figure 2As shown, a safety brake hydraulic system for a ship lift main hoist includes: 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 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, a return oil filter 12, a safety brake module 13, and a working brake module 14. The first motor pump group 2 includes 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 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, and a fourth one-way valve 13.3. , first solenoid reversing valve 13.3, second solenoid reversing valve 13.4, third solenoid reversing valve 13.5, fourth solenoid reversing 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 and safety brake assembly 13.14; working brake module 14 includes fifth one-way valve 14.1, pressure reducing valve 14.2, fifth solenoid reversing valve 14.3, sixth solenoid reversing valve 14.4, seventh solenoid reversing valve 14.5, eighth solenoid reversing valve 14.6, ninth solenoid reversing valve 14.7, overflow Flow valve 14.8, proportional relief valve 14.9, third pressure sensor 14.10 and working brake group 14.11; hydraulic oil is stored in the oil tank 1, 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 through a coupling device, and the oil suction port and oil discharge port of the plunger pump are connected to the oil tank 1 through the oil suction pipe and oil discharge pipe; the output pressure oil port of the first plunger pump 2.2 is divided into two paths, one is connected to the inlet of the first high-pressure filter 4, and the other is connected to the P port of the electromagnetic relief valve 2.3, and the T port of the electromagnetic relief 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 is connected to the inlet of the second high-pressure filter 5 The output of the first high-pressure filter 4 is connected to the inlet of the first check valve 6, and the output of the second high-pressure filter 5 is connected to the inlet of the second check valve 7. The output of the first check valve 6 and the output of the second check valve 7 are connected in parallel, dividing the output into seven paths. The first, second, and third paths are connected to the pressure gauge 8, the first pressure sensor 9, and the accumulator 10, respectively. The fourth path is connected to port 1 of the shutoff valve 11. The fifth and sixth paths are connected to the inlets of the third and fourth check valves 13.1 and 13.2 in the safety brake module 13, respectively. The seventh path is connected to the fifth check valve 14 in the service brake module 14.1 is connected; port 2 of the shut-off valve 11 merges with the return oil ports of the safety brake module 13 and the working brake module 14, and then is connected to the oil tank 1 through the return oil 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 output ports of the third check valve 13.1 and the fourth check valve 13.2 are connected in parallel and output into six routes, of which the first, second, third and fourth routes are connected to the P1 port of the first solenoid reversing valve 13.3, the P2 port of the second solenoid reversing valve 13.4, the P3 port of the third solenoid reversing valve 13.5, and the P4 port of the fourth solenoid reversing valve 13.6 respectively; 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 fourth two-way cartridge valve 13.8. The A port of the first solenoid reversing 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 fuel tank; the B2 port of the second solenoid reversing 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 fuel tank; the A3 port of the third solenoid reversing 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 fuel 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 back to the fuel tank; the The B port of the 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 output in parallel and 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 port of the third two-way cartridge valve 13.9 is output in parallel with the A port of the sixth two-way cartridge valve 13.12, as the return oil port of the safety brake module 13, and is connected to the 2 ports of the stop valve 11, The return oil ports of the working brake module 14 are combined and then connected to the oil tank 1 through the return oil filter 12. Pressurized oil is input to the working brake module 14 through the inlet of the fifth one-way valve 14.1. 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, connected to the P5 port of the fifth solenoid reversing valve 14.3 and the P6 port of the sixth solenoid reversing valve 14.4, respectively. The B5 port of the fifth solenoid reversing valve 14.3 and the B6 port of the sixth solenoid reversing valve 14.4 are connected in parallel, forming three output paths. The first path is connected to the third pressure sensor 14.10, and the second and third paths are symmetrically connected to the working brake assembly 14.11 through pipelines. The fifth solenoid reversing valve 14.3 is connected to the P5 port of the fifth solenoid reversing valve 14.3 and the P6 port of the sixth solenoid reversing valve 14.4.Port T5 of 14.3 and port T6 of the sixth solenoid reversing valve 14.4 are connected to port B7 of the seventh solenoid reversing valve 14.5 and port B8 of the eighth solenoid reversing valve 14.6, respectively. Port T7 of the seventh solenoid reversing valve 14.5 and port T8 of the eighth solenoid reversing valve 14.6 are connected in parallel and then connected to port B9 of the ninth solenoid reversing valve 14.7. Port P9 of the ninth solenoid reversing valve 14.7 is divided into two paths: one connected to the pressure port of relief valve 14.8, and the other connected to the pressure port of proportional relief valve 14.9. Port T9 of the ninth solenoid reversing valve 14.7 communicates with the oil unloading ports of relief valve 14.8 and proportional relief valve 14.9, serving as the oil return port for the service brake module 14.

[0045] 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;

[0046] Proportional relief valve 14.9 is used to adjust the opening according to the voltage signal output by the PLC controller to control the pressure;

[0047] 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;

[0048] The PLC controller is used to receive speed signals and pressure signals; based on the speed signals and pressure signals, it calculates the required deceleration in real time, and outputs 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 shutdown pressure regulation and gate-on command issued by the host, and controls the on and off of each electromagnetic reversing valve in the working brake module 14 according to the command.

[0049] In this embodiment, the first electromagnetic overflow valve 2.3 and the second electromagnetic overflow valve 3.3 are provided with electromagnetic valves to control overflow.

[0050] 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 high-flow cartridge valves, preferably Rexroth LC series two-way cartridge valves with a diameter of 16 to 160 and a maximum flow rate of 25,000 L / min.

[0051] In this embodiment, each electromagnetic reversing valve is a two-position four-way electromagnetic reversing valve.

[0052] In this embodiment, each solenoid reversing valve is equipped with a valve core position feedback limit switch. When any solenoid reversing valve fails, an alarm signal can be issued in time to remind the operator to shut down safely and replace the faulty solenoid reversing valve in time to eliminate potential safety hazards.

[0053] In this embodiment, the pressure reducing valve 14.2 is a two-way valve with a seat valve structure, which has an automatic pressure reducing and adjusting function and is leak-free during operation. It is preferably a Hawe CDK pressure reducing valve, which is leak-free in the closed state and does not require connecting or unconnecting oil pipes. The leak-free pressure reducing method enables the safety brake hydraulic system to maintain pressure for a long time, reduces the operating time of the motor pump group, increases the service life of the hydraulic system, and saves electricity.

[0054] In this embodiment, the relief valve 14.8 is a quick unloading relief valve. A sufficiently large overflow flow rate is taken into consideration when selecting the valve. Under the emergency shutdown condition of the main hoist, the pressure oil in the working brake group 14.11 can be quickly unloaded through the relief valve 14.8, so that the working brake group 14.11 can quickly fit with the brake disc, load the corresponding braking torque, and achieve a quick response at the initial braking.

[0055] In this embodiment, port 1 of the shut-off valve 11 is connected to the accumulator 10, and port 2 is connected to the return oil filter 12. When the hydraulic system is maintained, the shut-off valve 10 can be opened to unload the pressurized oil stored in the accumulator 10, thereby eliminating the risk of injury to personnel caused by the pressurized oil stored in the accumulator 10 when maintenance personnel disassemble and install system valve components.

[0056] The present invention also provides a control method, which is applied to the above-mentioned ship lift main hoist safety brake hydraulic system, and the control method includes:

[0057] Safety brake hydraulic system pressure buildup: The main engine issues a safety brake hydraulic system pressure buildup command, the first motor 2.1 is energized and starts at no-load, and after a delay of several seconds, the motor reaches the rated speed, and the first electromagnetic relief valve 2.3 is controlled to be energized (when the motor pump group is just started, the solenoid valve is not energized, the plunger pump outputs hydraulic oil to unload from the electromagnetic relief valve, the motor pump group is started at no-load, and after the motor reaches the rated speed, the solenoid valve is energized again to build up pressure, eliminating the impact and abnormal noise when the motor pump group is started with load). The first plunger pump 2.2 starts to build up 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, delays for several seconds, the first motor 2.1 loses power, and the hydraulic system starts to maintain pressure; when the accumulator 10 pressure Due to 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 replenish the pressure; if the first motor pump group 2 fails and cannot build pressure, there will be a delay of several seconds. If the first pressure sensor 9 cannot detect the high pressure, it will report "main motor pump group failure" and switch to the second motor pump group 3 for operation in time. 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 parallel redundant configurations. When the main motor pump group fails, it can switch to the standby pump group in time to avoid the hidden danger of the safety brake hydraulic system failing to work due to the failure of the main motor pump group, causing the ship lift to be unable to operate safely. After the system has been running for a period of time, the main and standby rotations can be carried out to avoid the risk of performance degradation caused by the long-term non-operation of any motor pump group.

[0058] Safety brake group 13.14 release: The main engine issues a release command for the safety brake group 13.14, the main motor pump group runs to build pressure, the first solenoid reversing valve 13.3, the second solenoid reversing valve 13.4, the third solenoid reversing valve 13.5, and the fourth solenoid 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 are opened. Close; the pressure oil output by the motor pump group and accumulator 10 passes through the third one-way valve 13.1 and the fourth one-way valve 13.2, and then splits into two paths from the A and B ports of the first two-way cartridge valve 13.7 and the A and B ports 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.

[0059] Safety brake group 13.14 is on: the main engine issues a command to apply the safety brake group 13.14, the first solenoid reversing valve 13.3, the second solenoid reversing valve 13.4, the third solenoid reversing valve 13.5, and the fourth solenoid 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 brake group 13.14 is divided into two paths and flows through 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. Then, it 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 the safety brake group 13.14 brake pressure reach signal, and all safety brakes are engaged.

[0060] Release of working brake group 14.11: The main engine issues a release command for working brake group 14.11, and the main motor pump group starts to build pressure. The fifth solenoid reversing valve 14.3, the sixth solenoid reversing valve 14.4, the seventh solenoid reversing valve 14.5, the eighth solenoid reversing valve 14.6, and the ninth solenoid reversing valve 14.7 are energized. The pressurized oil output from the motor pump group and accumulator 10 passes through the fifth check valve 14.1 and the pressure reducing valve 14.2 and is divided into two paths: one from P5 and B5 of the fifth solenoid reversing valve 14.3, and the other from P6 and B6 of the sixth solenoid reversing valve 14.4. The two paths merge and enter the working brake group 14.11. At the same time, the third pressure sensor 14.10 detects that the pressure of working brake group 14.11 has reached the set value and outputs a release pressure signal for working brake group 14.11. All working brakes are released and pressure is maintained.

[0061] 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 solenoid reversing valve 14.3, the sixth solenoid reversing valve 14.4, the seventh solenoid reversing valve 14.5, the eighth solenoid reversing valve 14.6 and the ninth solenoid reversing valve 14.7 lose power. The pressure oil in the working brake group 14.11 is divided into two paths. One path passes through B5 and T5 of the fifth solenoid reversing valve 14.3 to B7 of the seventh solenoid reversing valve 14.5. , T7, all the way through B6 and T6 of the sixth solenoid reversing valve 14.4 to B8 and T8 of the eighth solenoid reversing valve 14.6. After T7 and T8 are merged and connected, it flows back to the oil tank 1 through B9 and T9 of the ninth solenoid 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 applied.

[0062] Working brake group 14.11 Emergency stop condition pressure adjustment brake: see Figure 1 and Figure 2 As shown, the PLC controller receives the emergency shutdown and pressure regulation command from the host computer, and controls the fifth solenoid reversing valve 14.3, the sixth solenoid reversing valve 14.4, the seventh solenoid reversing valve 14.5, and the eighth solenoid reversing valve 14.6 to lose power, while the ninth solenoid 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 path passes through B5 and T5 of the fifth solenoid reversing valve 14.3 to B7 and T7 of the seventh solenoid reversing valve 14.5, and the other path passes through B6 and T6 of the sixth solenoid reversing valve 14.4 to B8 and T8 of the eighth solenoid reversing valve 14.6. After T7 and T8 are connected, they are merged and flow into B9 of the ninth solenoid reversing valve 14.7, and then flow from P9 of the ninth solenoid reversing valve 14.7 to the working brake group 14.11. After flowing out, it 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 that the working brake group 14.11 can quickly fit with the brake disc, load the corresponding braking torque, and achieve a 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 braking of 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 achieve dynamic adjustment of the precise braking force, achieve smooth deceleration and parking of the main hoist, and ensure the safe and reliable operation of the ship lift.

[0063] In this embodiment, the control method further includes:

[0064] Safety brake group 13.14 fault response:

[0065] When the safety brake group 13.14 executes a release or open command, if any electromagnetic reversing valve in the safety brake module 13 fails, the valve core position feedback limit of the failed electromagnetic reversing valve will send a electromagnetic reversing valve failure signal. By adjusting the status of other normally working electromagnetic reversing valves in the safety brake module 13 and opening or closing the corresponding cartridge valves, it is ensured that the pressure oil can flow along the predetermined route, thereby achieving the release or opening action;

[0066] Troubleshooting of the service brake group 14.11:

[0067] When the working brake group 14.11 executes a release or open command, if any solenoid reversing valve in the working brake module 14 fails, the valve core position feedback limit of the failed solenoid reversing valve will send a solenoid reversing valve failure signal, and the status of other normally working solenoid reversing valves in the working brake group 14.11 will be adjusted to ensure that the pressure oil can flow along the predetermined route, thereby realizing the release or opening action.

[0068] Specifically, take the execution of the release command by the safety brake module 13 and the working brake module 14 as an example:

[0069] When safety brake assembly 13.14 executes a release command and first solenoid directional valve 13.3 fails to engage, the valve core position feedback limit of first solenoid directional valve 13.3 first sends a solenoid valve fault signal. At this time, first two-way cartridge valve 13.7 closes and second two-way cartridge valve 13.8 opens. Simultaneously, under the coordinated control of second solenoid directional valve 13.4, third solenoid directional valve 13.5, and fourth solenoid directional valve 13.6, third two-way cartridge valve 13.9 closes, fourth two-way cartridge valve 13.10 opens, fifth two-way cartridge valve 13.11 and sixth two-way cartridge valve 13.12 close, and pressurized oil enters safety brake assembly 13.14 from fourth two-way cartridge valve 13.10, achieving the release action.

[0070] When safety brake assembly 13.14 executes a release command and second solenoid directional valve 13.4 fails to engage, the valve core position feedback limit of second solenoid directional valve 13.4 first generates a solenoid valve fault signal. At this time, third two-way cartridge valve 13.9 opens. Simultaneously, under the coordinated control of first, third, and fourth solenoid directional valves 13.3, 13.5, and 13.6, first two-way cartridge valve 13.7 opens, second two-way cartridge valve 13.8 closes, fourth two-way cartridge valve 13.10 opens, and fifth and sixth two-way cartridge valves 13.11 and 13.12 close. The series arrangement of second and third two-way cartridge valves 13.8 and 13.9 ensures the normal release of safety brake assembly 13.14.

[0071] Similarly, when the safety brake group 13.14 executes the release command and either the third solenoid reversing valve 13.5 or the fourth solenoid reversing valve 13.6 fails, the pressure oil flow direction is the same as that of the first solenoid reversing valve 13.3 and the second solenoid reversing valve 13.4. The difference lies in the controlled two-way cartridge valve.

[0072] Similarly, the flow and transmission routes of the hydraulic oil in the event of a failure of any of the first solenoid reversing valve 13.3, the second solenoid reversing valve 13.4, the third solenoid reversing valve 13.5, or the fourth solenoid reversing valve 13.6 are also suitable for the operating conditions when any of the solenoid reversing valves fails while the safety brake assembly 13.14 remains in the open state. The redundant configuration of the solenoid reversing valves avoids uncontrollable emergency braking accidents caused by a failure of the solenoid reversing valves in the safety brake assembly 13.14.

[0073] When the working brake assembly 14.11 executes the release command and the fifth solenoid reversing valve 14.3 fails to engage, the valve core position feedback limit of the fifth solenoid reversing valve 14.3 first sends a solenoid reversing valve fault signal, and the pressure oil enters the working brake assembly 14.11 through P6 and B6 of the sixth solenoid reversing valve 14.4. At the same time, the seventh solenoid reversing valve 14.5 is energized and engaged, cutting off the pressure oil returning from B5 and T5 of the fifth solenoid reversing valve 14.3, and the working brake assembly 14.11 is released.

[0074] When the working brake group 14.11 executes the release command and the seventh solenoid reversing valve 14.5 fails to engage, the valve core position feedback limit of the seventh solenoid reversing valve 14.5 first sends a solenoid reversing valve failure signal, and the pressure oil enters the working brake group 14.11 through P5 and B5 of the fifth solenoid reversing valve 14.3 and P6 and B6 of the sixth solenoid reversing valve 14.4. At the same time, the series arrangement of the fifth solenoid reversing valve 14.3 and the seventh solenoid reversing valve 14.5 ensures the normal release action of the working brake group 14.11.

[0075] Similarly, when the working brake group 14.11 executes the release command and either the sixth solenoid reversing valve 14.4 or the eighth solenoid reversing valve 14.6 fails, the pressure oil flow direction is the same as that of the fifth solenoid reversing valve 14.3 and the seventh solenoid reversing valve 14.5. The difference is that the corresponding solenoid reversing valve oil circuits are different.

[0076] Similarly, the flow and transmission route of the hydraulic oil in the event of a failure of any of the fifth solenoid reversing valve 14.3, the sixth solenoid reversing valve 14.4, the seventh solenoid reversing valve 14.5 or the eighth solenoid reversing valve 14.6 is also suitable for the operating conditions when any of the solenoid reversing valves fails while the working brake group 14.11 remains in the open state. The redundant setting of the solenoid reversing valves avoids uncontrollable emergency braking accidents of the working brake group 14.11 due to a failure of the solenoid reversing valve.

[0077] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, from all points of view, the embodiments should be regarded as illustrative and non-restrictive. The scope of the present invention includes the appended claims rather than the above description. Therefore, all changes that fall within the meaning and range of equivalents of the claims are intended to be included in the present invention. Any reference signs in the claims should not be construed as limiting the claim to which they relate.

[0078] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A ship lift main hoist safety brake hydraulic system, characterized in that include: Oil tank (1), first motor pump unit (2), second motor pump unit (3), first high-pressure filter (4), second high-pressure filter (5), first one-way valve (6), second one-way valve (7), pressure gauge (8), first pressure sensor (9), accumulator (10), stop valve (11), return oil filter (12), safety brake module (13) and working brake module (14); Wherein: the first motor pump group (2) includes 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) 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 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 assembly (13.14); The working brake module (14) includes 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 assembly (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 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 first electromagnetic overflow valve (2.3). The T port of the first 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 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 second electromagnetic overflow valve (3.3). The T port of the electromagnetic overflow 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 connected to the pressure gauge (8), the first pressure sensor (9) and the accumulator (10) respectively, the fourth path is connected to the 1 port of the stop valve (11), the fifth path and the sixth path are connected to the inlet of the third one-way valve (13.1) and the inlet of the fourth one-way valve (13.2) respectively, 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 ports of the third one-way valve (13.1) and the fourth one-way valve (13.2) are connected in parallel to form six output paths, wherein the first, second, third and fourth paths are 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) respectively; 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 first electromagnetic reversing valve (13.3) is ... The A1 port of the solenoid 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 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 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 to the oil tank. Connect 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 output in parallel and divided into three paths. The first path is connected to the second 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), 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, serving 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 routes, 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, divided into three routes. The first route is connected to the third pressure sensor (14.10), and the second and third routes 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). After the T7 port of the seventh electromagnetic reversing valve (14.5) and the T8 port of the eighth electromagnetic reversing valve (14.6) are output in parallel, they are 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 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 reversing valve (14.7) is connected to the oil unloading 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).

2. A ship lift main hoist safety brake hydraulic system according to claim 1, characterized in that: a third pressure sensor (14.10), configured to monitor the pressure state of the working brake module (14) and output 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 based on 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 machine, and control the on and off of each electromagnetic reversing valve in the working brake module (14) according to the command.

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

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

7. The ship lift main hoist safety brake hydraulic system 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 ship lift main hoist safety brake hydraulic system 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 ship lift main hoist safety brake hydraulic system according to any one of claims 1 to 8, characterized in that: The control method includes: Safety brake hydraulic system pressure building: the host sends a safety brake hydraulic system pressure building instruction, 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, the pressure oil enters the accumulator (10) through the first high-pressure filter (4) and the first 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) reaches the set value due to the pressure of the first pressure sensor (9), ... pressure sensor (2.3) loses power, after a delay of several seconds, the first pressure sensor (2.1) loses power, and the hydraulic system starts to maintain pressure; when the pressure of the accumulator (10) reaches the set value due to the pressure of the first pressure sensor (9), the first pressure sensor (2.3) loses power, after In the event 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; when the first motor pump group (2) fails and fails to build pressure, a delay of several seconds occurs, and the first pressure sensor (9) fails to 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) serve as the main and backup for each other. After the system has been running for a period of time, the main and backup rotate 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 starts to build pressure, the first solenoid reversing valve (13.3), the second solenoid reversing valve (13.4), the third solenoid reversing valve (13.5), and the fourth solenoid 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) are closed. 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 command to the safety brake group (13.14) on. 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. 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 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) to merge, 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 the safety brake group (13.14) brake pressure in place signal, and all safety brakes are braked; Working brake group (14.11) release: The main engine issues 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 path is from P5 and B5 of the fifth electromagnetic reversing valve (14.3), and the other path is 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 a working brake group (14.11) release pressure in place signal. All working brakes are released and pressure is maintained. Working brake group (14.11) is normally closed: the main engine sends a command to normally close the working brake group (14.11), 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 path passes through B5 and T5 of the fifth electromagnetic reversing valve (14.3) to the seventh electromagnetic reversing valve (14.5). B7, T7, 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 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 the working brake group (14.11) brake pressure in place signal, and all working brakes are braked; Pressure regulation and closing of the working brake group (14.11) in the emergency stop condition: The safety brake control system receives the emergency stop pressure regulation and closing command from the host. 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 path passes through B5 and T5 of the fifth electromagnetic reversing valve (14.3) to B7 and T7 of the seventh electromagnetic reversing valve (14.5). The other path passes 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 connected, they are merged and then flow 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 that the working brake group (14.11) and the brake disc are quickly fitted, the corresponding braking torque is loaded, and a rapid response at the initial braking is achieved. 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 achieve dynamic adjustment of the precise braking force, achieve 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 includes: Safety brake unit (13.14) fault response: When the safety brake group (13.14) executes a release or open command, if any electromagnetic reversing valve in the safety brake module (13) fails, the valve core position feedback limit of the failed electromagnetic reversing valve sends an electromagnetic reversing valve failure signal, and by adjusting the state of other normally functioning electromagnetic reversing valves in the safety brake module (13) and the opening or closing of the corresponding cartridge valve, it is ensured that the pressure oil can flow according to the predetermined route, thereby achieving the release or open action; Response to faults of the working brake assembly (14.11): When the working brake group (14.11) executes a release or open command, if any electromagnetic reversing valve in the working brake module (14) fails, the valve core position feedback limit of the failed electromagnetic reversing valve will send out an electromagnetic reversing valve failure signal, and the state of other normally working electromagnetic reversing valves in the working brake group (14.11) will be adjusted to ensure that the pressure oil can flow according to the predetermined route, thereby realizing the release or open action.

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