Efficient dust-free braking system and method for a hydroelectric generator set

Abstract

The application discloses a high-efficiency dust-free braking system and method for a hydroelectric generator unit, and belongs to the technical field of generator braking. The system comprises an oil tank, an oil inlet unit, an oil return unit, an overflow unit, a braking unit and an electrical centralized control device. The oil inlet unit provides braking hydraulic pressure for the braking unit, the braking unit generates friction torque by tightly holding the braking disc on the rotating shaft through the hydraulic braking assembly to realize braking, the oil return unit guides the oil flow released after braking back to the oil tank, the overflow unit removes overpressure, and the electrical centralized control device realizes automatic control, state monitoring and fault alarm. The method comprises the steps of braking preparation, triggering, hydraulic pressure supply, execution, release, pressure relief and state monitoring. The application adopts full-oil-pressure braking, changes the braking brake plate material, realizes less dust and no dust during braking, short braking time, less number of brakes and good stroke consistency, high automation degree, and is suitable for the braking requirements of the hydroelectric generator unit, especially large-capacity high-speed pumping and storage generator units.

Description

Technical Field

[0001] This invention belongs to the field of generator braking technology, and particularly relates to a high-efficiency dust-free braking system and method for hydro-generator sets. Background Technology

[0002] Reliable shutdown operations are crucial for ensuring the safe and stable operation of hydro-generator units and the stability of the power grid. Due to the relatively large moment of inertia of hydro-generator units, the shutdown process requires a dedicated braking system to dissipate the unit's kinetic energy and rapidly reduce its speed until it stops. Currently, such units commonly employ pneumatic braking systems. The working principle is as follows: compressed air is used as the power source. Low-pressure air (e.g., 0.8 MPa) is filtered through an air filter, and the airflow direction is controlled by a switching device. When the unit needs to stop, low-pressure gas is introduced into the lower chamber of the brake cylinder, pushing the piston to lift the brake plate. This causes the brake plate to contact the brake rings on the rotor, generating frictional torque through mutual friction, dissipating the unit's kinetic energy to reduce its speed until it stops. The entire braking system is located below the rotor. When it is necessary to release the brake, gas is introduced into the upper chamber of the brake through a reverse charging method, pushing the piston back to its original position, causing the brake plate to separate from the brake rings, thus achieving reverse charging to release the brake. Excess gas is discharged through the exhaust channel. In the system, pressure gauges, pressure switches, and pressure sensors are used to monitor the air pressure status, while the brake valve position switch provides feedback on the working position of the brake valve, ensuring the controllability of the braking process.

[0003] While the aforementioned pneumatic braking system can meet basic braking requirements, it has revealed several shortcomings in long-term use, as follows: Poor braking force stability: The brake uses compressed air as a power source, and the braking force is significantly affected by air pressure. When the air pressure is insufficient, the braking effect will be directly affected, making it difficult to guarantee the reliability of the braking process. The system has a complex structure: it requires additional components such as compressors and air tanks, as well as a large number of pipes, which increases the overall complexity of the system and the difficulty of installation. High sealing requirements and easy leakage: In order to ensure the normal operation of the system, compressed air must be used, which leads to stringent sealing requirements and easy gas leakage. Regular inspection and maintenance are required, which increases the operation and maintenance costs and workload. Low control precision and poor operational stability: It is not easy to achieve precise control during braking, there is an impact phenomenon during operation, the noise is relatively large, and the operating state is unstable. The number of brakes required is large: due to sealing and safety limitations, the brake air pressure cannot be too high, and the output force of a single brake is small. However, the rotational inertia of the hydroelectric generator is large, so a large number of brakes are required to meet the braking requirements. Long braking time: Due to the low braking air pressure, the generated torque is small. Combined with the requirement to equip multiple brakes, the braking time is long, which affects the unit's shutdown efficiency. Consistency of braking stroke is difficult to guarantee: It is difficult to achieve synchronous control of the braking stroke of multiple brakes, which may lead to uneven force during braking, affecting braking effect and unit safety; Dust pollution: The brake brake is made of a non-metallic, asbestos-free structure, which generates a lot of dust during braking. A special dust collection device is required, which increases the additional cost and management difficulty of the system.

[0004] High-speed, large-capacity hydropower units have severely limited space under the rotor. The brakes are distributed in small diameters and are numerous, occupying a lot of space and making it extremely inconvenient to maintain the lower guide bearing. Traditional brakes are heavy and inconvenient to maintain in limited spaces.

[0005] Given the aforementioned problems with existing pneumatic braking systems, there is an urgent need for a more efficient, stable, environmentally friendly, and easily controllable braking solution to meet the braking requirements of hydro-generator units, especially large-capacity, high-speed pumped-storage units. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of existing technologies by proposing a high-efficiency dust-free braking system and method for hydro-generator sets. Through the high-power characteristics of hydraulic drive, precise control logic, and redundant safety design, this invention comprehensively solves the problems of heavy dust pollution, low braking efficiency, poor stability, complex structure, and inconvenient operation and maintenance of existing pneumatic braking systems. It is particularly suitable for scenarios with stringent braking performance requirements, such as large-capacity, high-speed hydro-generator sets.

[0007] The above objectives are achieved through the following technical solutions: A high-efficiency dust-free braking system for a hydro-generator unit includes an oil tank, an oil inlet unit, an oil return unit, an overflow unit, a braking unit, and an electrical centralized control device.

[0008] The oil inlet of the oil inlet unit is connected to the oil tank, and the oil outlet is connected to the braking unit through an oil guide pipe, which is used to provide a braking hydraulic power source for the braking unit based on the oil supply from the oil tank.

[0009] The braking unit includes a brake disc and several sets of hydraulic braking components. The brake disc is fixedly installed on the rotating shaft of the hydro-generator unit and serves as the direct object of braking operation. All hydraulic braking components are installed based on the brake disc and connected to the oil guide pipeline. They are used to grip the brake disc under the action of braking hydraulic pressure and generate frictional torque with the brake disc to achieve efficient dust-free braking of the hydro-generator unit.

[0010] The oil inlet of the return unit is connected to the braking unit through the oil guide pipe, and the oil outlet is connected to the oil tank through the manifold pipe. It is used to cooperate with the oil inlet unit to adjust the hydraulic state of the braking unit and to guide the oil after the braking unit is released back to the oil tank.

[0011] One end of the overflow unit is connected to the oil inlet unit, and the other end is connected to the oil tank through a manifold to relieve the excessive pressure in the oil inlet unit.

[0012] The centralized electrical control device is connected to the signal acquisition and execution elements in the oil tank, oil inlet unit, oil return unit, and braking unit, respectively. It is used to receive braking system status monitoring signals, control the oil inlet and oil return processes according to preset braking logic or operator instructions, and realize the automated operation, status monitoring and fault alarm of the braking system.

[0013] Preferably, the oil tank is equipped with a low liquid level and high oil temperature alarm device; the low liquid level and high oil temperature alarm device is connected to the electrical centralized control device and is used to monitor the liquid level and temperature of the oil in the oil tank in real time. When the liquid level is lower than the preset low liquid level threshold or the temperature is higher than the preset high oil temperature threshold, the device issues an on-site alarm prompt and sends an oil tank alarm signal to the electrical centralized control device.

[0014] Preferably, the oil tank is also equipped with an air filter and a drain valve; the air filter is located at the top of the oil tank and is used to balance the internal and external air pressure of the oil tank and to filter the external air entering the oil tank; the drain valve is located near the bottom of the oil tank and is used to drain oil during oil tank maintenance.

[0015] Preferably, the oil tank is equipped with a liquid level monitoring device, which includes a field-visual liquid level gauge and a magnetic float liquid level gauge; the magnetic float liquid level gauge is connected to the electrical centralized control device and is used to convert the liquid level signal into an electrical signal and transmit it to the electrical centralized control device to realize online monitoring and remote control of the liquid level.

[0016] Preferably, in the oil inlet unit, a hydraulic power unit, a filter unit, a first check valve, a first solenoid valve unit, and a second check valve are connected in series from the oil inlet end to the oil outlet end. A hydraulic monitoring unit and an energy storage unit are connected between the first check valve and the first solenoid valve unit. The hydraulic power unit is connected to the electrical centralized control device and, under the control of the electrical centralized control device, pressurizes the oil in the oil tank and delivers it to the oil inlet pipeline of the oil inlet unit, providing a stable hydraulic power source for the braking system. The filter unit is connected to the electrical centralized control device and filters the oil entering the oil inlet pipeline, and sends a filter blockage alarm signal back to the electrical centralized control device. The first solenoid valve unit is connected to the electrical centralized control device and, under the control of the electrical centralized control device, performs an opening or closing action to realize the on / off control of the oil inlet pipeline of the oil inlet unit. The hydraulic monitoring unit is connected to the electrical centralized control device and detects the pressure in the oil inlet pipeline of the oil inlet unit, and transmits the pressure data to the electrical centralized control device, providing a basis for precise control of the braking process. The energy storage unit is connected to the electrical centralized control device and is used to provide pressure replenishment and emergency energy supply to the braking system under the control of the electrical centralized control device.

[0017] Preferably, the hydraulic power unit includes two identical hydraulic power branches; the inlet ends of the two hydraulic power branches are connected together to the filter unit, and the outlet ends of the two hydraulic power branches are respectively connected to the oil tank; in each hydraulic power branch, a hydraulic pump device and a fourth check valve are connected in series from its inlet end to its outlet end; the hydraulic pump device is a gear pump or a plunger pump, and is connected to the electrical centralized control device.

[0018] Preferably, the filtration unit includes a dual filter and is equipped with an exhaust valve, a drain valve, and a threshold pressure difference acquisition component; the threshold pressure difference acquisition component is connected to the electrical centralized control device to monitor the pressure difference before and after the dual filter, and sends a filter blockage alarm signal to the electrical centralized control device when the pressure difference reaches a preset threshold.

[0019] Preferably, the hydraulic monitoring unit includes a field pressure gauge and a first pressure sensor, and is equipped with a first quick-connect pressure measuring connector; the first pressure sensor is connected to the electrical centralized control device.

[0020] Preferably, the first solenoid valve unit includes two normally open direct-acting solenoid valves connected in parallel, and the two normally open direct-acting solenoid valves are respectively connected to the electrical centralized control device.

[0021] Preferably, the energy storage unit includes a drain throttle valve, a fill check valve, a first pressure switch, a fill / discharge pipeline connection, and several energy storage devices; all energy storage devices are connected to one end of the fill / discharge pipeline, and the other end of the fill / discharge pipeline is connected to the inlet pipeline of the inlet unit together with the first pressure switch; the drain throttle valve and the fill check valve are connected to the fill / discharge pipeline in parallel, and the drain throttle valve and the first pressure switch are respectively connected to the electrical centralized control device.

[0022] Preferably, a ball valve and a pressure monitoring component are connected to the oil guide line; the pressure monitoring component includes a second pressure sensor and a second pressure switch, and is equipped with a second pressure testing quick connector; the second pressure sensor and the second pressure switch are respectively connected to the electrical centralized control device.

[0023] Preferably, in the oil return unit, a third check valve and a second solenoid valve unit are connected in series from its oil inlet end to its oil outlet end; the second solenoid valve unit includes two normally closed direct-acting solenoid valves connected in parallel, and the two normally closed direct-acting solenoid valves are respectively connected to the electrical centralized control device.

[0024] Preferably, the overflow unit includes a first overflow valve and a second overflow valve; one end of the first overflow valve is connected between the second check valve and the filter unit, and the other end is connected to the manifold; one end of the second overflow valve is connected between the dual filter and the hydraulic power unit, and the other end is connected to the manifold.

[0025] Based on the above-mentioned high-efficiency dust-free braking system for hydro-generator sets, this embodiment proposes a high-efficiency dust-free braking method for hydro-generator sets, specifically: Braking preparation: The system self-test is initiated through the centralized electrical control device; if the self-test passes, the system enters the braking standby state; if an abnormality is found in the self-test, a fault alarm is issued and braking preparation is terminated. Braking trigger: The centralized electrical control device receives a braking command; the braking command is a preset braking logic trigger command or an operator input command; Hydraulic supply: The centralized electrical control device controls the start of the oil inlet unit based on the braking command, so that the oil in the oil inlet line is pressurized and filtered by the pump, and then delivered to the braking unit through the oil guide line; Braking execution: Several sets of hydraulic braking components of the braking unit grip the brake disc fixed on the rotating shaft of the hydro-generator unit under the action of braking hydraulic pressure, and achieve braking by generating frictional torque with the brake disc; the centralized electrical control device adjusts the output pressure of the oil inlet unit based on the pressure data fed back by the signal acquisition element, so that the frictional torque of the braking process matches the braking requirements of the hydro-generator unit. Brake release: When the speed of the hydro-generator unit drops to the shutdown threshold, the centralized electrical control device controls the oil inlet unit to stop output and controls the return oil unit to be turned on, so that the oil in the braking unit flows back to the oil tank through the oil guide pipe, the return oil unit and the manifold, and the hydraulic braking component releases the brake disc; Pressure relief: During the process of hydraulic supply to brake release, when the pressure in the oil inlet unit exceeds the safety threshold, the overflow unit guides the overpressure oil in the oil inlet unit back to the oil tank to relieve the pressure exceeding the threshold. Status monitoring: In all the above steps, the centralized electrical control device receives the braking system status data fed back by the signal acquisition elements in each unit in real time, realizing online monitoring of the braking system status and abnormal alarm.

[0026] Preferably, during the braking preparation process, the system self-test includes: Fuel tank status detection: The fuel tank level is verified to be ≥ preset low fuel level threshold and the fuel temperature is ≤ preset high fuel temperature threshold by the low fuel level and high fuel temperature alarm devices. The effectiveness of the fuel level monitoring device is verified by the consistency of the readings of the on-site visual fuel level gauge and the magnetic float fuel level gauge. Oil inlet unit test: Test the start-stop and pressure output capability of the hydraulic pump device of the dual branch of the hydraulic power unit, confirm that the pressure difference of the dual filter of the filter unit is ≤4 bar and can switch normally, check the on-off function of the two normally open direct-acting solenoid valves of the first solenoid valve unit, verify that the pressure sensor and pressure gauge reading error of the hydraulic monitoring unit is ≤2%, and test that the pressure of the energy storage unit is ≥ the preset charging threshold. Oil return unit test: Test the on / off function of the two normally closed direct-acting solenoid valves of the second solenoid valve unit, and confirm the effectiveness of the third check valve check. Braking unit inspection: The wear amount is confirmed to be ≤ preset safety value by the brake plate wear monitoring element, and the brake engagement and reset limit switch signals are verified to be normal; Overflow unit testing: The overpressure relief function of the first overflow valve and the second overflow valve is confirmed through simulated pressure testing.

[0027] The beneficial effects of this invention are: 1) No dust pollution, more environmentally friendly. This invention significantly reduces dust generation during braking by using a special material design for the brake brake plate and precise control of braking pressure (avoiding excessive pressure that leads to excessive wear). There is no need to install a dust collection device, reducing the additional cost and management difficulty of the system.

[0028] 2) Stable braking force and high control precision. Compared to existing pneumatic braking systems that use compressed air as power, the braking force is greatly affected by air pressure fluctuations, resulting in low control precision and susceptibility to shocks and noise. This invention uses hydraulic drive and achieves high-precision control through the following design: the oil inlet unit provides stable braking hydraulic pressure, which is combined with the hydraulic monitoring unit to provide real-time pressure data feedback; the centralized electrical control device dynamically adjusts the output pressure according to the unit speed to ensure precise matching of friction torque and braking demand; the energy storage unit can quickly replenish pressure, avoiding pressure fluctuations and further improving the stability of braking force.

[0029] 3) High braking efficiency and shorter braking time. Compared with the drawbacks of existing pneumatic braking systems, which have low braking air pressure, small output force of a single brake, and require multiple brakes, resulting in long braking time, this invention relies on the high power characteristics of hydraulic drive. The output torque of a single hydraulic braking component is greater. Under the same moment of inertia: fewer brakes are required; braking time is significantly shortened, with a maximum of no more than 20 seconds, improving the efficiency of traditional pneumatic braking by more than 50%.

[0030] 4) Improved consistency of braking stroke. Compared to existing pneumatic braking systems, which have a large number of brakes and poor air pressure synchronization, making it difficult to ensure consistent braking stroke and potentially leading to uneven force distribution, affecting braking performance and unit safety, this invention uses hydraulic braking. It features higher design pressure and is less prone to leakage. For the same moment of inertia, the number of brakes required is significantly reduced. Furthermore, the connection to the same flow guide line makes it easier to achieve stroke synchronization of each hydraulic braking component, ensuring uniform force distribution during braking.

[0031] 5) The system structure is simpler and more reliable. Compared with existing pneumatic braking systems, which require external components such as compressors and air tanks, have complex pipelines, high sealing requirements, are prone to leakage, have high maintenance costs, and are inconvenient to maintain the lower guide bearing and brake, the system structure of this invention is more streamlined: it consists of an oil tank, oil inlet unit, oil return unit, and braking unit arranged in the busbar layer, without the need for additional large air source equipment; it adopts redundant design (such as dual branches of hydraulic power unit and parallel connection of solenoid valves) and safety protection mechanism (overflow unit depressurization, energy storage unit emergency power supply) to reduce leakage risk and improve system reliability.

[0032] 6) High degree of automation and more convenient operation and maintenance. Compared with the existing pneumatic braking system, which has a simpler control process, weaker status monitoring capabilities, and requires frequent manual inspection and maintenance, this invention achieves full-process automation through a centralized electrical control device: it supports preset logic triggering or manual command braking, automatically completing the entire process of "self-inspection-oil supply-braking-release-depressurization"; it receives status signals from each unit in real time (such as pressure, liquid level, temperature, wear, etc.), realizing online monitoring and abnormal alarms (such as low liquid level, overpressure, filter blockage, etc.), and can link emergency measures (such as emergency pressure replenishment, shutdown protection), reducing manual intervention and lowering the workload of operation and maintenance.

[0033] 7) Enhanced safety redundancy. Compared to existing pneumatic braking systems, which are prone to braking failure and lack sufficient safety in the event of a pneumatic power source failure, this invention improves fault tolerance through multiple safety designs: the overflow unit relieves pressure exceeding the threshold in real time to avoid system overload; the energy storage unit can provide emergency power in the event of a hydraulic power unit failure to ensure at least one complete braking operation and guarantee safe shutdown of the unit; key components (such as solenoid valves, filters, and pressure sensors) are redundantly configured so that the failure of a single component does not affect the core functions of the system. Attached Figure Description

[0034] Figure 1 This is a structural schematic diagram of a high-efficiency dust-free braking system for a hydro-generator unit, as described in this technical solution.

[0035] In the picture: 1. Oil tank; 2. Drain valve; 3. Liquid level monitoring device; 4. Air filter; 5. Manifold; 6. Second relief valve; 7. First relief valve; 8. Normally closed direct-acting solenoid valve; 9. Third check valve; 10. Second check valve; 11. Normally open direct-acting solenoid valve; 12. Second pressure quick connector; 13. Second pressure sensor; 14. Second pressure switch; 15. Ball valve; 16. Hydraulic braking assembly; 16.1. Clamp brake cylinder; 17. Hydraulic braking assembly; 18. Accumulator; 19. Filling check valve; 20. Drain throttle valve; 21. Filling / draining pipeline; 22. First pressure switch; 23. Field pressure gauge; 24. First pressure sensor; 25. First check valve; 26. First pressure quick connector; 27. Filter unit; 28. Low liquid level and high oil temperature alarm device; 29. ​​Fourth check valve; 30. Liquid pump unit. Detailed Implementation

[0036] To make the purpose, technical solution and advantages of the invention clearer, the technical solution of the invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the invention, but not all embodiments.

[0037] Therefore, the following detailed description of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0038] Example 1 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, the braking system is as follows: Figure 1As shown, it includes an oil tank 1, an oil inlet unit, an oil return unit, an overflow unit, a braking unit, and an electrical centralized control device.

[0039] Oil tank 1, serving as the system's oil storage center, adopts a fully enclosed design (to prevent oil contamination) and stores specialized hydraulic oil (such as anti-wear hydraulic oil) suitable for high-pressure hydraulic systems. The function of oil tank 1 is to provide a clean and stable oil source for the entire braking system, while also serving as the endpoint of the oil circulation (both return oil and overflow oil flow back to this point), forming a "supply-return" closed loop.

[0040] The oil inlet unit serves as the "generation and control center" of hydraulic power. Its inlet end is connected to the oil tank 1, and its outlet end is connected to the braking unit through the oil guide pipe. The oil inlet unit is used to draw oil from the oil tank 1, pressurize it by the pump (increasing the pressure to a preset range according to braking requirements), and then stably deliver braking hydraulic pressure to the braking unit through the oil guide pipe. At the same time, it can adjust the output pressure according to the instructions of the electrical centralized control device to meet the needs of different braking stages (such as higher pressure required at high speeds).

[0041] The braking unit includes a brake disc and several sets of hydraulic braking components 16. The brake disc can be made of high-strength alloy material (such as 45# steel with surface quenching treatment), and is installed on the rotating shaft of the hydro-generator unit by keys, pins, or tightening bolts. It rotates synchronously with the rotating shaft and serves as the direct object of braking operation. Its surface is precision machined to reduce dust generation during braking. The number of hydraulic braking components 16 can be set according to actual needs (e.g., 2-4 sets). All hydraulic braking components 16 are installed based on the brake disc and fixed to the upper frame of the hydro-generator unit by brackets. The hydraulic interface of the hydraulic braking components 16 is connected to the oil guide pipeline. Each set of hydraulic braking components 16 includes two caliper brakes 16.1 acting above and below the brake disc, respectively. The caliper brake 16.1 includes a piston, a brake plate (made of special composite materials, such as metallurgical powder, metal ceramics, etc., to reduce frictional dust), and a return spring. Under the action of braking hydraulic pressure, the piston pushes the brake plate to move towards the brake disc. The brake plates of the two caliper brake cylinders 16.1 cooperate with each other to clamp the brake disc. By generating frictional torque with the brake disc, the kinetic energy of the unit is consumed, the speed is reduced, and thus efficient dust-free braking of the hydro-generator unit is achieved.

[0042] The oil inlet of the return oil unit is connected to the braking unit through an oil guide pipe, and the oil outlet is connected to the oil tank 1 through a manifold 5. This is used to coordinate with the oil inlet unit to adjust the hydraulic state of the braking unit (to avoid excessive braking) and to guide the oil released by the braking unit back to the oil tank 1.

[0043] The overflow unit mainly consists of an overflow valve (the core component) and an overflow pipeline. One end is connected to the oil inlet unit, and the other end is connected to the oil tank 1 through the manifold 5. As the system's "safety protection valve," the overflow unit automatically opens when the pressure in the oil inlet unit exceeds a preset safety threshold. This allows the overpressured oil to be returned to the oil tank 1 through the overflow pipeline, thereby relieving the excessive pressure in the oil inlet unit and preventing damage to the braking system from excessive pressure.

[0044] The centralized electrical control device can use a PLC (Programmable Logic Controller) as its core, equipped with a touch screen (human-machine interaction), a signal acquisition module (to receive system status signals), and an execution control module (to output system control commands). It is connected to the signal acquisition and execution elements in each unit (oil tank 1, oil inlet unit, oil return unit, and braking unit) via cables. It is used to receive braking system status monitoring signals (such as oil inlet pressure, brake disc speed, oil tank 1 level, etc.), and control the oil inlet and oil return processes according to preset braking logic or operator commands, so as to realize the automated operation of the braking system (including the start / stop / pressure regulation of the oil inlet unit, the on / off of the oil return unit, etc.), status monitoring, and fault alarm.

[0045] Based on the structure of the above braking system, its working principle is as follows: Oil supply stage: The electrical centralized control device commands the oil inlet unit to start, drawing oil from the oil tank 1. After being pressurized by the pump, it forms brake hydraulic fluid, which is then delivered to the hydraulic brake assembly 16 of the brake unit through the oil guide pipeline.

[0046] Braking execution phase: Under the action of braking hydraulic pressure, the piston of the hydraulic braking assembly 16 overcomes the spring force of the return spring and pushes the brake plate to hold the brake disc. A frictional torque is generated between the brake plate and the brake disc (the magnitude of the frictional torque is positively correlated with the braking pressure). This frictional torque hinders the rotation of the brake disc, thereby reducing the rotational speed of the turbine generator set shaft.

[0047] Pressure balancing stage: The oil inlet unit dynamically adjusts the output pressure according to the instructions of the centralized electrical control device (based on the speed sensor signal) to ensure that the friction torque matches the kinetic energy of the hydro-generator unit (e.g., when the speed drops from 30 r / min to 10 r / min, the pressure drops from 18 MPa to 12 MPa); if the pressure exceeds the safety threshold, the overflow unit automatically relieves the pressure to ensure system safety.

[0048] Brake release stage: When the speed of the hydro-generator unit drops to the shutdown threshold (e.g., ≤5r / min), the centralized electrical control device commands the oil inlet unit to stop oil supply and at the same time opens the oil return unit. The oil in the braking unit flows back to the oil tank 1 through the oil return pipeline. The hydraulic braking component 16 releases the brake disc under the action of the reset spring, and the braking ends.

[0049] Based on the above-described braking system structure and working principle, the braking method of this embodiment includes: Braking preparation (system self-test): The system self-test is initiated via the centralized electrical control device; if the self-test passes, the system enters the braking standby state; if an abnormality is detected during the self-test, a fault alarm is issued and braking preparation is terminated, locking the braking function until the fault is resolved. The system self-test includes detection of the status of oil tank 1, detection of the oil inlet unit, detection of the oil return unit, detection of the braking unit, and detection of the overflow unit.

[0050] Braking Trigger (Command Response): The centralized electrical control device receives a braking command; the braking command can be a preset braking logic trigger command or an operator input command. Preset Logic Trigger Command: When the hydro-generator unit meets the braking conditions, the centralized electrical control device automatically generates a braking command; Operator Input Command: The operator manually inputs the braking command through the control cabinet or remote terminal (applicable to emergency shutdown scenarios).

[0051] Hydraulic supply (power transmission): The centralized electrical control unit starts the oil inlet unit based on the braking command to pressurize and filter the oil in tank 1, and then deliver the braking hydraulic fluid to the braking unit through the oil guide pipeline. This process involves pressure control. For example, in the initial stage (when the unit speed is high), the oil inlet unit outputs high pressure (e.g., 18 MPa) to ensure sufficient friction torque is quickly established; as the speed decreases, the pressure is gradually reduced (e.g., 15 MPa at 20 r / min, 12 MPa at 10 r / min) to avoid excessive braking that could cause unit vibration.

[0052] Braking Execution (Friction Torque Control): Several sets of hydraulic braking components 16 of the braking unit grip the brake disc fixed to the rotating shaft of the hydro-generator unit under the action of braking hydraulic pressure, achieving braking by generating friction torque with the brake disc; the centralized electrical control device adjusts the output pressure of the oil inlet unit based on the pressure data fed back by the signal acquisition element, so that the friction torque during the braking process matches the braking requirements of the hydro-generator unit. Torque Matching: The centralized electrical control device calculates the required friction torque based on the real-time rotational speed fed back by the unit's speed sensor (formula: friction torque = unit rotational inertia × speed reduction rate), and achieves precise torque control by adjusting the oil inlet pressure (pressure and torque are positively correlated; for example, for every 2 MPa increase in pressure, the torque increases by approximately 1000 N·m). Brake Disc Protection: By controlling the contact pressure between the brake brake plate and the brake disc (avoiding excessive pressure that could cause the brake disc to overheat), combined with the special material of the brake brake plate (low wear characteristics), it is ensured that no significant dust is generated during the braking process.

[0053] Brake release (system reset): When the speed of the hydro-generator unit drops to the shutdown threshold, the centralized electrical control device determines "brake disengagement" and initiates the release process: the oil inlet unit is controlled to stop output, and the oil return unit is controlled to be turned on, so that the oil in the braking unit flows back to the oil tank 1 through the oil guide pipe, the oil return unit and the manifold 5 under the action of pressure difference and gravity. The hydraulic braking component 16 completely releases the brake disc under the action of the reset spring, and the position sensor confirms that the release is in place.

[0054] Pressure relief (safety protection): During the process of hydraulic supply to brake release, when the pressure in the oil inlet unit exceeds the safety threshold, the overflow unit guides the overpressure oil in the oil inlet unit back to the oil tank 1 to relieve the pressure exceeding the threshold.

[0055] Status Monitoring: In all the above steps, the centralized electrical control device receives real-time braking system status data from the signal acquisition elements in each unit, enabling online monitoring and alarm of the braking system status. Alarm mechanisms include: ① on-site audible and visual alarms; ② pop-up alarms on the remote monitoring interface; ③ sending alarm SMS messages to the operator terminal (e.g., mobile phone); and automatically taking emergency measures (such as emergency pressure replenishment and shutdown protection) based on the fault level.

[0056] Therefore, this technical solution has the following advantages: Dust-free: Due to the special material (metallurgical powder, metal ceramic coating) of the brake plate in the hydraulic braking assembly 16 and the precise control of braking pressure (avoiding excessive pressure that could cause excessive wear of the brake plate), the amount of dust generated during braking is extremely low (no dust collection device is required).

[0057] High-efficiency braking: The high power density of hydraulic drive provides sufficient friction torque, and with dynamic pressure adjustment, braking time can be controlled within 20 seconds (more than 50% shorter than traditional pneumatic braking).

[0058] High degree of automation: The centralized electrical control device realizes full-process automation of "self-inspection-braking-release-monitoring", reducing manual intervention and improving braking reliability.

[0059] High safety: The real-time pressure relief of the overflow unit and the abnormal alarm mechanism for status monitoring ensure that the system has no risk of overload.

[0060] Example 2 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on embodiment 1, the oil tank 1 of the braking system is equipped with a low liquid level and high oil temperature alarm device 28. The low liquid level and high oil temperature alarm device 28 includes a low liquid level sensor, a high oil temperature sensor and an alarm module.

[0061] Low liquid level sensor: can be installed in the lower middle part of the inner side of oil tank 1 (corresponding to the preset low liquid level threshold), and adopts the detection principle of float ball or ultrasonic ball to monitor the oil level in real time.

[0062] High oil temperature sensor: can be placed near the bottom of oil tank 1 (oil immersion area), and uses thermocouple or resistance temperature detector to monitor oil temperature in real time.

[0063] Alarm module: integrates an audible and visual alarm (on-site alarm) and a signal output interface, and is connected to the centralized electrical control device via cable (to transmit alarm signals).

[0064] Based on this, the low liquid level and high oil temperature alarm device 28 is used to monitor the liquid level and temperature of the oil in the oil tank 1 in real time. When the liquid level is lower than the preset low liquid level threshold or the temperature is higher than the preset high oil temperature threshold, it issues an on-site alarm prompt and sends an alarm signal for the oil tank 1 to the electrical centralized control device. In addition, the electrical centralized control device adds a liquid level and temperature signal acquisition channel, presets low liquid level and high oil temperature thresholds in the PLC program, and triggers the corresponding control logic (such as pausing braking or starting the alarm) after receiving the alarm signal. The oil inlet unit is linked with the electrical centralized control device. When the electrical centralized control device receives a "low liquid level" or "high oil temperature" alarm signal, it controls the oil inlet unit to stop operating to prevent the pump from running dry or the high-temperature oil from damaging the equipment. After the operator replenishes the oil to the normal liquid level or lowers the oil temperature to the normal range through the cooling device, the alarm is automatically cleared, and the electrical centralized control device allows the braking process to be restarted.

[0065] Therefore, the braking method is further refined as follows: During the braking preparation process, the self-check of the fuel tank 1 status includes checking the "low level and high oil temperature alarm device 28", such as whether the device is powered normally and whether the signal transmission is smooth; at the same time, it checks whether the current liquid level and temperature of fuel tank 1 are within the normal range (liquid level ≥ low liquid level threshold, temperature ≤ high oil temperature threshold). If the device is abnormal or the liquid level / temperature exceeds the standard, a fault alarm is issued directly and the preparation is terminated.

[0066] During the status monitoring process, specifically the entire braking process, the low fluid level and high oil temperature alarm device 28 continuously monitors and transmits data. If the fluid level falls below the threshold or the temperature exceeds the threshold during braking, the centralized electrical control device immediately triggers the following actions: ① controls the oil inlet unit to stop supplying oil; ② opens the oil return unit to release braking pressure; ③ issues an emergency alarm, and the braking process can only be restarted after the fault is cleared.

[0067] Therefore, this technical solution has the following advantages: Dual protection for oil safety: Real-time monitoring of low oil level and high oil temperature avoids problems such as pump cavitation due to insufficient oil causing large system vibration, or viscosity reduction and accelerated component wear due to overheating of oil, thus extending the service life of the braking system.

[0068] Improved braking reliability: The state of oil tank 1 is used as a "precondition" for the execution of braking commands, ensuring that the braking process is carried out under the premise of sufficient oil and stable performance, reducing the risk of brake failure due to oil problems.

[0069] Enhanced ease of operation and maintenance: The on-site audible and visual alerts of the alarm device are linked with remote monitoring, enabling operators to quickly locate faults (such as insufficient liquid level requiring oil replenishment, and excessively high oil temperature requiring heat dissipation checks), thus shortening fault handling time.

[0070] Example 3 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments in Embodiments 1 and 2, the oil tank 1 of the braking system is further equipped with an air filter 4 and an oil drain valve 2.

[0071] The air filter 4 is located at the top of the fuel tank 1. Its function is as follows: when the fuel level in the fuel tank 1 decreases (such as during fuel supply), the internal air pressure decreases, and outside air enters the fuel tank 1 after being filtered by the air filter 4, so as to avoid the formation of negative pressure that would cause poor fuel supply. At the same time, it filters impurities in the air (such as dust and particulate matter) to prevent contamination of the fuel. When the fuel flows back (such as during fuel return or overflow), the internal air pressure increases, and excess air is discharged through the air filter to prevent the fuel tank 1 from being overpressurized.

[0072] The drain valve 2 is located near the bottom of the oil tank 1 and is fixed by a flange or threaded connection, communicating with the inside of the oil tank 1. Oil draining during system maintenance: When it is necessary to replace the oil (e.g., due to oil aging or contamination) or clean the oil tank 1, opening the drain valve 2 will completely empty the oil in the oil tank 1. Emergency oil draining: If the oil in the oil tank 1 needs to be replaced urgently due to a malfunction (e.g., contamination with a large amount of impurities or emulsification), the oil can be quickly drained through the drain valve 2, shortening maintenance time.

[0073] Therefore, the braking method is further refined as follows: During the braking preparation process: The self-check step now includes a check on the status of air filter 4 (e.g., whether the filter element is clogged) and a check on the closure status of drain valve 2. If air filter 4 is clogged (which can be indirectly determined by the pressure difference between the inside and outside of fuel tank 1) or drain valve 2 is not fully closed, an alarm will be triggered and the preparation process will terminate. The filter element must be replaced or the valve closed before restarting.

[0074] Added system maintenance association: When the braking system is out of service for a long time or is undergoing regular maintenance, the oil in the oil tank 1 should be drained through the drain valve 2, and the air filter 4 should be disassembled and cleaned to ensure that the inside of the oil tank 1 is clean. After maintenance is completed, the drain valve 2 should be closed, new oil should be added, and then the braking preparation process should be carried out.

[0075] Therefore, this technical solution has the following advantages: Improved hydraulic fluid cleanliness: Air filter 4 effectively prevents external impurities from entering, reducing wear and malfunctions of hydraulic components and lowering maintenance costs.

[0076] Ensuring stable fuel supply: The air pressure balancing function based on the air filter 4 avoids poor fuel supply or cavitation caused by negative pressure in the fuel tank 1, which plays an important role in ensuring stable braking pressure and improving braking performance.

[0077] Simplified maintenance process: The two drain valves make oil replacement more convenient, improve the thoroughness of oil drainage, and shorten maintenance time.

[0078] Example 4 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 1-3, the oil tank 1 of the braking system is equipped with a liquid level monitoring device 3, and the liquid level monitoring device 3 includes a field visual liquid level gauge and a magnetic float liquid level gauge.

[0079] The on-site visual level gauge is vertically installed on the side wall of oil tank 1 (the height matches the range of liquid level changes in oil tank 1). It is made of transparent material (such as high-strength glass or acrylic) so that the on-site operator can directly observe the real-time liquid level in oil tank 1 without relying on electronic equipment. It is suitable for rapid inspection or emergency troubleshooting (such as on-site verification when a low liquid level alarm occurs).

[0080] The magnetic level gauge can be installed parallel to the on-site visual level gauge on the side wall of oil tank 1 (or integrated into the same monitoring area). It communicates with the oil inside oil tank 1 via the principle of communicating vessels and is connected to the centralized electrical control device. This allows it to convert the level signal into an electrical signal and transmit it to the centralized electrical control device, enabling online monitoring and remote control of the level. Specifically, the magnetic level gauge includes a main guide tube (made of stainless steel, corrosion-resistant), magnetic flaps (composed of several flip-up magnetic flaps, one side red and one side white), a float (with a built-in permanent magnet, floating on the oil surface), and a signal transmitter. When the oil level changes, the float rises and falls with the level. Its built-in magnet drives the magnetic flaps outside the main guide tube to flip—the flaps below the level are red (or dark), and the flaps above the level are white (or light), forming a clear level interface. Simultaneously, the signal transmitter converts the level height into an electrical signal and transmits it to the centralized electrical control device. Based on this, the centralized electrical control device adds a level signal acquisition module to receive the electrical signal from the magnetic level gauge.

[0081] Therefore, the braking method is further refined as follows: During the braking preparation process: the status detection self-test of oil tank 1 includes simultaneously checking the consistency between the on-site visual level gauge and the magnetic level gauge. If the error is too large, it is determined that the level monitoring device 3 is faulty, an alarm is issued and the preparation is terminated.

[0082] During hydraulic supply, the centralized electrical control device uses real-time data from the magnetic level gauge to determine the rate of oil consumption. If the consumption is too rapid, it suspects a possible pipeline leak, immediately initiates the leak detection process, and issues an early warning.

[0083] Therefore, this technical solution has the following advantages: Dual protection for liquid level monitoring: The on-site visual liquid level gauge and the magnetic float liquid level gauge complement each other, which not only meet the needs of rapid on-site inspection, but also realize remote online monitoring, avoiding monitoring failure caused by the failure of a single device.

[0084] Improved braking safety: Real-time and accurate monitoring of fluid levels provides early warning of insufficient fluid or leakage risks, preventing brake interruption or equipment damage due to fluid issues.

[0085] Enhanced ease of maintenance: The brake is located above the rotor, making the brake itself easier to maintain. The consistency verification and calibration functions for liquid level data reduce errors from manual readings and improve the reliability and maintainability of the system.

[0086] Example 5 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 1-4, in the oil inlet unit of its braking system, a hydraulic power unit, a filter unit 27, a first check valve 25, a first solenoid valve unit and a second check valve 10 are connected in series from the oil inlet end to the oil outlet end. A hydraulic monitoring unit and an energy storage unit are connected between the first check valve 25 and the first solenoid valve unit.

[0087] The first one-way valve 25 and the second one-way valve 10 work together to form a "one-way barrier" for the oil inlet unit, preventing oil backflow (e.g., the first one-way valve 25 prevents oil from flowing back from downstream to the filter unit 27, and the second one-way valve 10 prevents oil from flowing back from the braking unit to the first solenoid valve unit), ensuring one-way flow of oil.

[0088] The hydraulic power unit is connected to the electrical centralized control device. Under the control of the electrical centralized control device, it draws in the oil in tank 1, pressurizes it, and delivers it to the oil inlet pipeline of the oil inlet unit, so as to provide a continuous and stable hydraulic power source for the braking system.

[0089] The filter unit 27 is connected to the electrical centralized control device to remove solid particles and impurities (such as metal shavings and rubber particles) from the oil, prevent the first solenoid valve unit and the brake unit from wearing out, and send a filter element blockage alarm signal back to the electrical centralized control device.

[0090] The first solenoid valve unit is connected to the centralized electrical control device and is used to perform opening or closing actions under the control of the centralized electrical control device to realize the on / off control of the oil inlet pipeline of the oil inlet unit. The first solenoid valve unit is normally kept in the conducting state (ensuring the oil passage), and is only closed (cutting off the oil inlet) under the instruction of the centralized electrical control device.

[0091] The hydraulic monitoring unit is connected to the electrical centralized control device to detect the pressure data in the oil inlet pipeline of the oil inlet unit and transmit the pressure data to the electrical centralized control device, providing a basis for precise control of the braking process (such as instructing the hydraulic power unit to increase pressure when the pressure is too low).

[0092] The energy storage unit is connected to the centralized electrical control device to provide pressure replenishment and emergency power to the braking system under its control. Specifically, it replenishes pressure when the system pressure is insufficient (e.g., fluctuations in the output pressure of the hydraulic power unit) to ensure stable braking pressure; and releases stored pressurized oil in emergencies (e.g., a failure of the hydraulic power unit) to ensure continuous braking.

[0093] Therefore, the braking method is further refined as follows: During the braking preparation process, the oil inlet unit checks include: ① whether the hydraulic power unit can start / stop normally; ② whether the filter element of the filter unit 27 is unobstructed (whether the differential pressure is normal); ③ whether the check valve is functioning properly; ④ whether the first solenoid valve unit can open and close normally; ⑤ whether the data from the hydraulic monitoring unit is accurate; and ⑥ whether the energy storage unit is full of oil and the pressure is normal. An alarm will sound if any sub-component malfunctions.

[0094] During the hydraulic supply process: ① The hydraulic power unit starts, and the oil enters the oil inlet pipeline after being filtered by the filter unit 27; ② The first solenoid valve unit is in the conducting state, and the oil flows to the braking unit through the first check valve 25 and the second check valve 10; ③ The hydraulic monitoring unit transmits pressure data in real time. If the pressure is lower than the preset value, the electrical centralized control device instructs the hydraulic power unit to increase the pressure or instructs the energy storage unit to replenish the pressure; ④ The energy storage unit continuously monitors the pipeline pressure and is ready to replenish the pressure at any time.

[0095] During braking: Based on the pressure data from the hydraulic monitoring unit, the centralized electrical control device dynamically adjusts the output of the hydraulic power unit and / or energy storage unit to precisely control the braking pressure and ensure that the friction torque matches the unit speed.

[0096] Example 6 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on embodiment 5, the hydraulic power unit of the braking system includes two identical hydraulic power branches.

[0097] The inlet ends of the two hydraulic power branches are connected together to the filter unit 27, and the outlet ends of the two hydraulic power branches are respectively connected to the oil tank 1. In each hydraulic power branch, a hydraulic pump device 30 and a fourth check valve 29 are connected in series from its inlet end to its outlet end.

[0098] The two hydraulic power branches operate in a "one-in-use, one-out-of-use" mode. During normal operation, the pump unit 30 of one hydraulic power branch is activated (primary), pressurizing the hydraulic fluid and delivering it to the filter unit 27 via the corresponding fourth check valve 29; the other hydraulic power branch remains in standby mode. In the event of a failure in the primary branch (such as pump unit 30 jamming, sudden pressure drop, etc.), the centralized electrical control device can immediately switch to the standby branch to ensure uninterrupted hydraulic supply. The pump unit 30 can be a gear pump or piston pump suitable for high-pressure conditions, driven by a motor, and connected to the centralized electrical control device, supporting remote start / stop and speed adjustment. The fourth check valve 29 is installed at the outlet of the pump unit 30, allowing only hydraulic fluid to flow from the pump to subsequent pipelines, preventing backflow that could cause the pump to run dry or experience pressure fluctuations.

[0099] Therefore, the braking method is further refined as follows: During the braking preparation phase, the oil inlet unit test includes testing the two hydraulic power branches separately: ① After the main branch pump starts, check whether the output pressure reaches the preset value; ② Switch to the standby branch and repeat the pressure test; ③ Check whether the fourth check valve 29 is check valve (e.g., whether the pressure remains stable after closing the main branch). If the pressure of either branch is below standard or the check valve malfunctions, an alarm will sound and the preparation will be terminated.

[0100] During the hydraulic supply process: ① The main branch pump is started first. If the pressure displayed by the hydraulic monitoring unit does not reach the preset value within the set time, the electrical centralized control device immediately switches to the backup branch (shuts down the main branch and starts the backup branch); ② The pump devices 30 of both branches are linked with the electrical centralized control device and automatically adjust the speed according to the pipeline pressure (such as reducing the speed when the pressure is too high and increasing the speed when the pressure is insufficient).

[0101] The dual-branch hydraulic power unit in this embodiment, through "redundant design + rapid switching," brings the following advantages to the braking system: High reliability: Avoids braking failure caused by single pump failure, especially suitable for scenarios with extremely high requirements for braking reliability, such as large-capacity pumped storage units.

[0102] Pressure stability: The dual solenoid valves can operate in parallel to increase flow rate, and together with the pressure replenishment function of the energy storage unit, effectively suppress pressure fluctuations.

[0103] Extended lifespan: The "1 in use, 1 standby" mode reduces the operating time of a single pump and lowers the wear rate.

[0104] Example 7 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any one of embodiments 5 and 6, the filter unit 27 of the braking system includes a dual-stage filter (i.e., a double-cylinder filter). The dual-stage filter includes two parallel filter chambers (chamber A and chamber B), equipped with an exhaust valve (to remove air from the filter chambers), a drain valve (to clean filtered impurities), and a threshold differential pressure acquisition component. The threshold differential pressure acquisition component includes a differential pressure sensor (to measure the pressure difference between the oil inlet and outlet of the filter chamber) and a differential pressure switch, presets a differential pressure threshold, and is connected to an electrical centralized control device.

[0105] Each filter chamber includes a filter element (filtration accuracy not less than 10μm, made of glass fiber or metal mesh composite material), a housing (made of stainless steel, corrosion resistant), and a switching valve (used to switch the working state of chambers A and B). The oil inlets of the two filter chambers are connected to the oil outlet of the hydraulic power unit through a main pipe, and the oil outlet is connected to the subsequent first check valve 25 through the main pipe, forming an oil passage of "hydraulic power unit → chambers A and B → first check valve 25".

[0106] During normal operation, only one filter chamber (e.g., chamber A) is in operation (oil is filtered through the filter element in chamber A), while the other (chamber B) is in standby mode. During this process, the threshold differential pressure acquisition component monitors the differential pressure across the dual filter in real time and sends the corresponding differential pressure signal to the centralized electrical control system. When the filter element in chamber A becomes clogged (e.g., the differential pressure reaches 4 bar), the centralized electrical control system switches the oil flow to chamber B via a switching valve to ensure uninterrupted filtration. When the entire dual filter becomes clogged (the differential pressure reaches 5 bar), a filter element clogging alarm signal is sent to the centralized electrical control device, reminding the user to replace the clogged filter element.

[0107] When the filter element is clogged and needs to be replaced, close the inlet / outlet valve of the filter chamber and open the drain valve to discharge the residual oil and sedimented impurities (such as metal shavings and colloids) in the chamber, so as to avoid contamination of the new oil when replacing the filter element.

[0108] When the filter unit 27 is started for the first time or the filter element is replaced, there may be residual air in the filter chamber (air can cause oil cavitation and pressure fluctuations). Opening the vent valve can release the air until a continuous flow of oil is seen (indicating that the air has been removed), ensuring stable oil flow.

[0109] Therefore, the braking method is further refined as follows: During brake preparation, the oil inlet unit performs checks including monitoring the pressure difference between the two filter chambers using a threshold differential pressure acquisition component, and simultaneously checking whether the exhaust valve can vent air normally and whether the drain valve is tightly closed. If the pressure difference exceeds the limit or the valve malfunctions, an alarm is triggered and a prompt to clean / replace the filter element is given.

[0110] During the hydraulic supply process: ① The oil preferentially enters one of the filter chambers (such as chamber A) for filtration; ② If the pressure difference in chamber A reaches a preset value (such as 4 bar), the dual filter automatically switches to chamber B, and at the same time, the threshold pressure difference acquisition component sends a blockage warning signal to the electrical centralized control device (indicating that the filter element in chamber A is blocked); ③ If the overall pressure difference of the dual filter reaches a preset value (such as 5 bar), a blockage alarm signal is sent to the electrical centralized control device, prompting the cleaning / replacement of the filter element.

[0111] The filter unit 27 in this embodiment, with its "dual-unit design + high-precision filtration + intelligent early warning" configuration, has the following advantages: Oil cleanliness guaranteed: The 10μm precision filter element effectively removes impurities and reduces the wear rate of the braking system.

[0112] Filtration continuity: The dual-chamber switching design ensures that oil filtration is uninterrupted when the filter element is clogged, avoiding brake failure due to cleanliness issues (especially suitable for emergency braking scenarios of large-capacity units).

[0113] Convenience of maintenance: The differential pressure warning and drain valve design allow operators to plan maintenance in advance and avoid sudden shutdowns; the dual-chamber alternating operation also allows filter element replacement without shutting down the system (by switching to the standby chamber).

[0114] Example 8 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 5-7, the hydraulic monitoring unit of the braking system includes a field pressure gauge 23 and a first pressure sensor 24, and is equipped with a first pressure testing quick connector 26 (for external equipment calibration); the first pressure sensor 24 is connected to an electrical centralized control device.

[0115] The on-site pressure gauge 23 allows the operator to read the pressure value directly on-site, and the first pressure sensor 24 converts the pressure signal into an electrical signal and transmits it to the electrical centralized control device to realize remote pressure monitoring.

[0116] The first quick-connect pressure gauge 26 is used to connect external pressure measuring equipment during commissioning or maintenance to verify the accuracy of the field pressure gauge 23 and the first pressure sensor 24, ensuring reliable pressure monitoring data. Pressure calibration: Connect the standard pressure calibrator to the first quick-connect pressure gauge 26, and close the pressure gauge switch (to protect the field pressure gauge 23); start the hydraulic power unit to raise the pressure to the calibration point, and record the readings of the standard pressure calibrator, the field pressure gauge 23, and the electrical centralized control device; if the deviation between the electrical centralized control device reading and the calibrator reading exceeds the allowable value, correct it using the calibration function of the electrical centralized control device; if the deviation of the field pressure gauge 23 exceeds the allowable value, replace the pressure gauge. After calibration, ensure that the deviations of the readings of the field pressure gauge 23, the first pressure sensor 24, and the calibrator are all ≤ the allowable error; otherwise, investigate for pipeline leaks or sensor malfunctions.

[0117] Therefore, the braking method is further refined as follows: During the braking preparation process, the oil inlet unit detection includes comparing the readings of the field pressure gauge 23 with those of the first pressure sensor 24. If the error is too large, it is determined that the hydraulic monitoring unit is faulty. At the same time, it is checked whether the first pressure test quick connector 26 is properly sealed (to avoid oil leakage).

[0118] Status monitoring is implemented during the braking process from triggering to releasing: 1) Braking triggering. After the braking command is initiated, the hydraulic monitoring unit monitors the pressure build-up process in real time. If the pressure build-up is slow, the electrical centralized control device determines that "oil inlet pipeline is abnormal" (such as blockage of filter unit 27 or insufficient output of hydraulic pump device 30), issues an early warning, and activates the backup plan. 2) Dynamic adjustment during execution. Based on the unit speed and combined with the status signal feedback from the hydraulic monitoring unit, the electrical centralized control device adjusts the output of the hydraulic power unit and / or energy storage unit to precisely control the braking pressure and ensure that the friction torque matches the unit speed. 3) The electrical centralized control device simultaneously displays the remote data from the first pressure sensor 24 and the real-time feedback from the field pressure gauge 23 (via camera or manual recording) to double verify whether the pressure is normal. If data inconsistency occurs, an early warning is immediately issued, prompting the maintenance monitoring unit.

[0119] The hydraulic monitoring unit in this embodiment, through "high-precision sensing + real-time transmission + closed-loop control," gives the braking system the following advantages: Improved pressure control precision: Reduces pressure regulation deviation and ensures stable friction torque of the braking unit (avoiding braking shock or insufficient braking force caused by pressure fluctuations).

[0120] Enhanced safety redundancy: Multi-dimensional pressure monitoring (on-site + remote) and overpressure protection mechanism effectively prevent system overload (such as continuous pressure rise caused by hydraulic power unit failure).

[0121] Optimized maintenance convenience: The design of the quick-connect pressure tester eliminates the need to disassemble the pipeline for calibration, reducing maintenance workload.

[0122] Example 9 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 5-8, the first solenoid valve unit of the braking system includes two normally open direct-acting solenoid valves 11 connected in parallel (no pilot valve is required; the valve core is directly driven to move by electromagnetic force). For the two normally open direct-acting solenoid valves 11 in the first solenoid valve unit, when their coils are not energized, the valve cores are in the open state under the action of spring force (oil circuit unobstructed); when their coils are energized, the electromagnetic force overcomes the spring force and pushes the valve cores to close (oil circuit cut off), realizing the logic control of "open when de-energized, closed when energized".

[0123] Two normally open direct-acting solenoid valves 11 are connected to the centralized electrical control unit. During normal operation, at least one normally open direct-acting solenoid valve 11 is in the open state (ensuring unobstructed oil inlet). If one of the normally open direct-acting solenoid valves 11 malfunctions (e.g., jammed and unable to open), the centralized electrical control unit detects abnormal oil inlet pressure and immediately controls the other normally open direct-acting solenoid valve 11 to remain open, ensuring a continuous flow of oil to the braking unit and preventing oil supply interruption due to a malfunction of the first solenoid valve unit.

[0124] Therefore, the braking method is further refined as follows: During the braking preparation process, the oil inlet unit test includes testing the on / off function of the two normally open direct-acting solenoid valves 11 separately: ① Open the first normally open direct-acting solenoid valve 11 alone to check if the oil inlet line is unobstructed; ② Repeat the test on the second normally open direct-acting solenoid valve 11; ③ Close both normally open direct-acting solenoid valves 11 simultaneously to check if the line is completely cut off (whether the pressure drops suddenly). If either normally open direct-acting solenoid valve 11 fails to operate normally, an alarm will be triggered and a maintenance prompt will be displayed.

[0125] During hydraulic supply: both normally open direct-acting solenoid valves 11 are open simultaneously by default (enhancing oil flow capacity); if one of the normally open direct-acting solenoid valves 11 closes due to a fault, the electrical centralized control device will immediately issue an alarm, but the other normally open direct-acting solenoid valve 11 will remain open to ensure uninterrupted oil supply. The faulty normally open direct-acting solenoid valve 11 will be repaired after the braking is completed.

[0126] The first solenoid valve unit in this embodiment adopts a "dual-valve parallel + normally open direct-acting" design, which gives the braking system the following advantages: On / off reliability: Redundant design ensures that the oil circuit can still be controlled normally when a single valve fails, avoiding brake interruption or failure to release due to failure of normally open direct-acting solenoid valve 11 (especially suitable for the safety shutdown requirements of large-capacity units).

[0127] Fast response speed: The direct-acting structure does not require a pilot stage, and the response time from "energizing" to "closing" is ≤50ms, ensuring that the oil supply can be quickly cut off when the brake is released, reducing the residual braking torque.

[0128] Example 10 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 5-9, the energy storage unit of the braking system includes an oil drain throttle valve 20, an oil filling check valve 19, a first pressure switch 22, a charging / discharging pipeline 21, and several energy storage devices 18. All energy storage devices 18 are connected to one end of the charging / discharging pipeline 21, and the other end of the charging / discharging pipeline 21 is connected to the oil inlet pipeline of the oil inlet unit together with the first pressure switch 22. The oil drain throttle valve 20 and the oil filling check valve 19 are connected in parallel to the charging / discharging pipeline 21, and the oil drain throttle valve 20 and the first pressure switch 22 are respectively connected to the electrical centralized control device.

[0129] A bladder-type accumulator 18 (suitable for high-pressure, frequent charging and discharging scenarios) can be used, consisting of a shell (carbon steel), a bladder (nitrile rubber, isolating hydraulic fluid and nitrogen), and a charging valve (pre-charged with nitrogen). Multiple accumulators 18 (total volume calculated based on braking requirements to ensure at least one complete braking power supply) are connected in parallel to the charging / discharging line 21 via a manifold. Pre-charging and storage principle: The bladder is pre-charged with nitrogen. When the pressure in the oil inlet line is higher than the nitrogen pre-charging pressure, hydraulic fluid enters the accumulator 18, compressing the bladder and converting hydraulic energy into stored nitrogen potential energy. When the line pressure is lower than the nitrogen pressure, the bladder expands, pushing the hydraulic fluid out and releasing the stored hydraulic energy. This short-term storage of high-pressure hydraulic fluid provides dynamic pressure replenishment and emergency power to the system, mitigating pressure fluctuations in the hydraulic power unit.

[0130] An oil-filling check valve 19 is connected in series in the charging / discharging pipeline 21 on the side near the accumulator 18, allowing only oil from the inlet pipeline to flow into the accumulator 18 (preventing oil from flowing back into the main oil circuit). When the pressure in the inlet pipeline is higher than the pressure inside the accumulator 18 (nitrogen pre-charge pressure + oil pressure), the check valve automatically opens, allowing oil to enter the accumulator 18 for charging. When the pressure inside the accumulator 18 reaches a preset value (detected by the first pressure switch 22), the first pressure switch 22 sends a signal to the electrical centralized control device to stop charging.

[0131] The drain valve 20 and the filling check valve 19 are connected in parallel to the filling / discharging pipeline 21. The drain valve 20 can be an electromagnetic proportional throttle valve (connected to the electrical centralized control device), and its opening can be adjusted by a control signal. When the pressure in the inlet pipeline is lower than the working pressure, the electrical centralized control device opens the drain valve 20, and the high-pressure oil in the accumulator 18 flows into the inlet pipeline through the filling / discharging pipeline 21 to replenish the pressure; after the pressure is replenished, the drain valve 20 is closed.

[0132] Emergency power supply: If the hydraulic power unit loses power, the first pressure switch 22 detects a sudden drop in pipeline pressure and immediately sends a signal to the electrical centralized control device. The electrical centralized control device controls the oil drain throttle valve 20 to open fully, and the accumulator 18 releases oil to provide the braking unit with pressure for at least one complete braking (ensuring that the unit can be safely shut down).

[0133] Therefore, the braking method is further refined as follows: During the braking preparation process, the oil inlet unit detection includes checking whether the pressure of the accumulator 18 has reached the preset value through the first pressure switch 22. If it does not reach the target, the first solenoid valve unit is controlled to close, and the hydraulic power unit uses the oil in the oil tank 1 to charge the accumulator 18 until the pressure is qualified; at the same time, it checks whether the drain throttle valve 20 can open and close normally (to avoid leakage or inability to open).

[0134] During the hydraulic supply process: ① Under normal circumstances, the accumulator 18 is in standby mode and maintains pressure through the oil filling check valve 19; ② When the pipeline pressure fluctuates, the electrical centralized control device opens the oil discharge throttle valve 20, and the accumulator 18 closes after completing the corresponding pressure replenishment task.

[0135] New emergency braking: If the hydraulic power unit suddenly loses power, the first pressure switch 22 immediately detects the pressure drop, and the electrical centralized control device quickly controls the oil drain throttle valve 20 to open fully, and the oil in the accumulator 18 flows into the pipeline quickly to maintain the braking pressure until the unit stops (ensuring that the braking process is not interrupted).

[0136] The energy storage unit in this embodiment, through its "dynamic pressure replenishment + emergency energy supply" design, gives the braking system the following advantages: Improved pressure stability: Quickly responds to pressure fluctuations, ensuring that the pressure deviation of the braking unit is within the allowable range, and avoiding unstable braking torque caused by pressure fluctuations.

[0137] Enhanced emergency reliability: When the hydraulic power unit loses power, it can independently provide hydraulic energy for at least one complete braking operation, preventing the unit from going out of control due to loss of braking power (especially suitable for the safe shutdown of large-capacity, high-speed pumped storage units).

[0138] Extend equipment life: By buffering pressure fluctuations, the start-stop frequency and load impact of the hydraulic power unit are reduced (e.g., the hydraulic pump device 30 does not need to be frequently accelerated and decelerated), and the hydraulic pump life is expected to be extended by more than 20%.

[0139] Example 11 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 5-10, the oil guide pipeline of the braking system is a "high-pressure channel" connecting the oil inlet unit and the braking unit. It is responsible for transporting the high-pressure oil output from the oil inlet unit to the hydraulic braking assembly 16, and transporting the oil after the hydraulic braking assembly 16 releases the brake to the return oil unit. Therefore, a ball valve 15 and a pressure monitoring component are connected to the oil guide pipeline. The pressure monitoring component is used to monitor the inlet pressure of the braking unit in real time, providing a basis for judging the braking status to the electrical centralized control device (if the pressure meets the standard, the braking is effective; if the pressure is insufficient, pressure needs to be replenished), and triggering a protection mechanism when the pressure is over-pressurized. The pressure monitoring component includes a second pressure sensor 13 and a second pressure switch 14, and is equipped with a second pressure testing quick connector 12; the second pressure sensor 13 and the second pressure switch 14 are respectively connected to the electrical centralized control device.

[0140] Ball valve 15 serves as a manual shut-off valve, remaining fully open during normal braking (ensuring unobstructed oil flow); when the braking unit requires maintenance (such as replacing the brake pads or maintaining the hydraulic braking assembly 16), closing ball valve 15 can disconnect the oil inlet line from the braking unit, preventing oil leakage and ensuring maintenance safety.

[0141] The second pressure sensor 13 and the second pressure switch 14 monitor the pressure at the inlet of the braking unit (directly reflecting the pressure status of the braking components): the second pressure sensor 13 transmits data to the electrical centralized control device to determine whether the braking is effective; the second pressure switch 14 sends a signal to the electrical centralized control device when the pressure is abnormal (too high / too low) to trigger the protection action.

[0142] The second pressure testing quick connector 12 is used to detect the inlet pressure of the braking unit during commissioning and to verify the accuracy of the second pressure sensor 13 and the second pressure switch 14.

[0143] Therefore, the braking method is further refined as follows: The braking preparation process also includes checking whether the ball valve 15 is in the open position (to ensure that hydraulic fluid can enter the braking unit), and verifying the consistency between the second pressure sensor 13 and the second pressure switch 14. If the ball valve 15 is closed or the sensor / switch malfunctions, an alarm is triggered and the issue is addressed.

[0144] During braking, the centralized electrical control device compares the pressure in the oil inlet line (hydraulic monitoring unit) with the pressure at the brake unit inlet (pressure monitoring component). If the difference exceeds the preset value (possibly due to line blockage), an alarm is immediately issued, and the oil inlet pressure is adjusted or the line patency is checked.

[0145] During the brake release process, after the return oil unit opens, the second pressure sensor 13 monitors whether the inlet pressure of the brake unit drops to 0 (or close to 0) to confirm that the oil has completely returned and the hydraulic brake assembly 16 has been released (to avoid incomplete release that could cause difficulty in starting the unit).

[0146] In this embodiment, the oil guide line is designed with "ball valve 15 control + pressure monitoring", which gives the braking system the following advantages: Precise and controllable braking pressure: The second pressure sensor 13 directly monitors the inlet pressure of the braking unit, enabling the control device to adjust the braking torque in real time to ensure that it matches the unit's braking requirements.

[0147] Improved maintenance safety: The manual shut-off function of ball valve 15 achieves physical isolation between the braking unit and the high-pressure oil circuit, avoiding the risk of oil leakage during maintenance and complying with power plant safety regulations.

[0148] Convenience of fault diagnosis: By comparing the pressure difference between the oil inlet and the brake end, faults such as pipeline blockage and leakage can be quickly located, shortening the troubleshooting time (50% faster than traditional designs).

[0149] Example 12 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 1-10, the oil return unit of the braking system has a third one-way valve 9 and a second solenoid valve unit connected in series from its oil inlet end to its oil outlet end; the second solenoid valve unit includes two normally closed direct-acting solenoid valves 8 connected in parallel, and the two normally closed direct-acting solenoid valves 8 are respectively connected to an electrical centralized control device.

[0150] The third one-way valve 9 is configured to allow oil to flow only from the braking unit to the return unit (forward flow), preventing oil from flowing back from the return unit to the braking unit (reverse cut-off). During braking, it prevents low-pressure oil (or air) in the return unit from flowing back into the braking unit, avoiding brake pressure fluctuations; after brake release, it prevents oil in the oil tank 1 from flowing back into the braking unit through the return line, ensuring that the braking components are fully reset.

[0151] The second solenoid valve unit (oil return on / off control component) is closed by default (blocking the oil return path); when it is necessary to release the brake, the electrical centralized control device controls it to open, and the oil in the brake unit flows back to the oil tank 1 through the oil guide pipe, the third one-way valve 9, the second solenoid valve unit, and the manifold 5.

[0152] For the two normally closed direct-acting solenoid valves 8 in the second solenoid valve unit: Normally closed characteristic: When the coil is not energized, the valve core is closed under the action of the spring force (blocking the return oil passage); when the coil is energized, the electromagnetic force overcomes the spring force and pushes the valve core open (opening the return oil passage). Parallel redundancy design: The input ends of the two normally closed direct-acting solenoid valves 8 are connected to the oil outlet of the third check valve 9, and the output ends are connected to the manifold 5 (leading to the oil tank 1). The two valves operate independently; if one valve fails (such as jamming or coil burnout), the other valve can independently complete the return oil control, avoiding complete blockage of the return oil passage.

[0153] Therefore, the braking method is further refined as follows: During the braking preparation process, the return oil unit detection includes testing the on / off state of the second solenoid valve unit: ① Open the first normally closed direct-acting solenoid valve 8 alone to check if the return oil line is unobstructed (whether the brake unit inlet pressure drops); ② Open the second normally closed direct-acting solenoid valve 8 alone and repeat the test; ③ Close both normally closed direct-acting solenoid valves 8 to check if the return oil is completely blocked (whether the pressure remains stable). If any normally closed direct-acting solenoid valve 8 malfunctions, an alarm will be triggered and repairs will be performed.

[0154] During the brake release process: ① The centralized electrical control device controls two normally closed direct-acting solenoid valves 8 to open simultaneously, accelerating the return of oil; ② If one of the normally closed direct-acting solenoid valves 8 fails, the centralized electrical control device keeps the other open to ensure uninterrupted oil return and issues an alarm; ③ After the oil return is completed, the two normally closed direct-acting solenoid valves 8 are closed to prepare for the next braking.

[0155] Example 13 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any of the embodiments 5-11, its overflow unit includes a first overflow valve 7 and a second overflow valve 6.

[0156] One end of the first relief valve 7 is connected to the pipeline between the second check valve 10 and the filter unit 27, and the other end is connected to the manifold 5. When the downstream pressure of the filter unit 27 exceeds the threshold, the first relief valve 7 opens, guiding the overpressure oil back to the oil tank 1 through the manifold 5. One end of the second relief valve 6 is connected to the pipeline between the dual filter and the hydraulic power unit, and the other end is connected to the manifold 5. When the output pressure of the hydraulic power unit exceeds the threshold, the second relief valve 6 opens, guiding the overpressure oil back to the oil tank 1. The two relief valves work together to protect different sections of the braking system, preventing damage to components caused by localized overpressure.

[0157] Therefore, the braking method is further refined as follows: During the braking preparation process, the overflow unit detection includes testing whether the first overflow valve 7 and the second overflow valve 6 can open under the threshold pressure by simulating pressure (such as by slightly increasing the pressure by starting the hydraulic power unit): ① When the downstream pressure of the filter unit 27 reaches the corresponding preset value, the first overflow valve 7 should open to relieve pressure; ② When the upstream pressure of the filter unit 27 reaches the corresponding preset value, the second overflow valve 6 should open to relieve pressure. If the threshold action is not performed, an alarm is triggered and calibration is performed.

[0158] A pressure relief mechanism is added during the braking process from triggering to releasing the brakes. Specifically, when the pressure in the corresponding section reaches a preset value, the corresponding relief valve opens; when the pressure in the corresponding section returns to the allowable range, the corresponding relief valve closes. Furthermore, the number of relief valve actuations can be recorded throughout the process; if the number of actuations exceeds a certain threshold, a prompt will be made to check the cause of the abnormal system pressure.

[0159] Example 14 This embodiment discloses a high-efficiency dust-free braking system and method for a hydro-generator set (hereinafter referred to as "braking system" and "braking method"). As a preferred embodiment of the present invention, based on any one of the embodiments 1-13, each caliper brake 16.1 in the braking unit of the braking system is equipped with a "brake plate wear monitoring device", a "brake engagement limit switch" and a "brake reset limit switch", and adopts a "dual contact redundancy + dual-path control" mode to achieve accurate monitoring and safe control of the braking state.

[0160] Brake brake pad wear monitoring device: This device monitors the wear of the brake brake pad in real time to prevent damage to the brake and brake disc due to excessive wear. A contact-type displacement sensor (such as a metal probe) can be used, with the probe tip flush with the brake brake pad friction surface and the base fixed to the caliper body of the 16.1 caliper brake. When the brake brake pad wears to a preset limit thickness due to friction, the probe contacts the brake disc surface (or triggers internal contacts), and the sensor state switches. Signal output: Equipped with two independent normally open contacts. Under normal conditions (wear not exceeding the limit), the contacts are open; when wear exceeds the limit, the contacts close, connecting to the centralized electrical control device.

[0161] Brake Engagement Limit Switch: Confirms whether the caliper brake 16.1 fully engages the brake disc, ensuring proper brake engagement. A mechanical limit switch (or magnetic proximity switch) can be used, installed at the end of the piston's stroke in the caliper brake 16.1. When the brake fluid pushes the piston outward, and the brake plate fully engages with the brake disc (braking torque reaches the design value), the piston triggers the switch contacts. Signal Output: Equipped with two independent normally open contacts; the contacts are open when the brake is not engaged; the contacts are closed when fully engaged, each connected to the centralized electrical control device.

[0162] Brake reset limit switch: This switch confirms that the caliper brake 16.1 is fully released from the brake disc, preventing accidental activation due to friction between the brake plate and brake disc during unit startup. Installed at the piston's initial reset position (brake plate and brake disc clearance ≥ 2mm), the switch contacts are triggered when the brake is released and the piston returns to its initial position under the action of the reset spring. Signal output: Equipped with two independent normally open contacts. The contacts are open when the brake is not released; they are closed when fully reset, and are connected to the centralized electrical control device.

[0163] Therefore, the braking method is further refined as follows: Braking preparation phase: A new "Brake signal self-test" sub-item has been added to ensure that all wear monitoring contacts are disconnected and the limit switches are activated / reset normally; otherwise, the preparation phase will be terminated and an alarm will be triggered.

[0164] Braking execution phase: After braking is engaged, a "brake engagement limit switch" closing signal must be received for braking to be considered effective; if the signal is missing, a progressive processing logic of pressure replenishment-retry-emergency release is triggered.

[0165] Brake release phase: The completion indicator for brake release has been upgraded from "pressure drops to 0MPa" to "pressure returns to zero + reset limit switch closed", which double confirms that the gate is fully released, avoiding the risk of unit start-up.

[0166] Routine maintenance linkage: The remote monitoring system records the "number of times the wear monitoring signal is triggered" and "the response time for engagement / reset" of each caliper brake 16.1, forming a maintenance log and providing early warnings of brake plate replacement or component maintenance needs (such as an extended reset response time for a certain caliper brake 16.1, indicating possible jamming).

Claims

1. A highly efficient dust-free braking method for a hydro-generator set, characterized in that: A dustless braking system is adopted, which includes an oil tank (1), an oil inlet unit, an oil return unit, an overflow unit, a braking unit, and an electrical centralized control device; The oil inlet end of the oil inlet unit is connected to the oil tank (1), and the oil outlet end is connected to the braking unit through the oil guide pipe, which is used to supply oil based on the oil tank (1) and provide a braking hydraulic source for the braking unit. The braking unit includes a brake disc and several sets of hydraulic braking components (16); the brake disc is fixedly installed on the rotating shaft of the hydro-generator set and is used as the direct object of braking operation; all hydraulic braking components (16) are installed based on the brake disc and connected to the oil guide pipeline, and are used to hold the brake disc under the action of braking hydraulic pressure, and achieve efficient dust-free braking of the hydro-generator set by generating friction torque with the brake disc. The oil inlet of the return oil unit is connected to the braking unit through the oil guide pipe, and the oil outlet is connected to the oil tank (1) through the manifold (5). It is used to cooperate with the oil inlet unit to adjust the hydraulic state of the braking unit and to guide the oil after the braking unit is released back to the oil tank (1). One end of the overflow unit is connected to the oil inlet unit, and the other end is connected to the oil tank (1) through the manifold (5) to relieve the excessive pressure in the oil inlet unit; The electrical centralized control device is connected to the signal acquisition element and execution element in the oil tank (1), oil inlet unit, oil return unit and braking unit respectively. It is used to receive the braking system status monitoring signal, control the oil inlet and oil return process according to the preset braking logic or operator instructions, and realize the automatic operation, status monitoring and fault alarm of the braking system. The efficient dust-free braking method is based on the dust-free braking system and implements the following controls: Braking preparation: The system self-test is initiated through the centralized electrical control device; if the self-test passes, the system enters the braking standby state; if an abnormality is found in the self-test, a fault alarm is issued and braking preparation is terminated. Braking trigger: The centralized electrical control device receives a braking command; the braking command is a preset braking logic trigger command or an operator input command; Hydraulic supply: The centralized electrical control device controls the start of the oil inlet unit based on the braking command, so that the oil in the oil inlet line is pressurized and filtered by the pump, and then delivered to the braking unit through the oil guide line; Braking execution: Several sets of hydraulic braking components (16) of the braking unit grip the brake disc fixed on the rotating shaft of the hydro-generator unit under the action of braking hydraulic pressure, and achieve braking by generating frictional torque with the brake disc; the electrical centralized control device adjusts the output pressure of the oil inlet unit based on the pressure data fed back by the signal acquisition element, so that the frictional torque of the braking process matches the braking requirements of the hydro-generator unit. Brake release: When the speed of the hydro-generator unit drops to the shutdown threshold, the electrical centralized control device controls the oil inlet unit to stop output and controls the oil return unit to be turned on, so that the oil in the braking unit flows back to the oil tank (1) through the oil guide pipe, the oil return unit and the manifold (5), and the hydraulic braking assembly (16) releases the brake disc; Pressure relief: During the process of hydraulic supply to brake release, when the pressure in the oil inlet unit exceeds the safety threshold, the overflow unit guides the overpressure oil in the oil inlet unit back to the oil tank (1) to relieve the pressure exceeding the threshold. Status monitoring: In all the above steps, the centralized electrical control device receives the braking system status data fed back by the signal acquisition elements in each unit in real time, realizing online monitoring of the braking system status and abnormal alarm.

2. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that: The oil tank (1) of the high-efficiency dustless braking system is equipped with a low liquid level and high oil temperature alarm device (28); the low liquid level and high oil temperature alarm device (28) is connected to the electrical centralized control device and is used to monitor the liquid level and temperature of the oil in the oil tank (1) in real time. When the liquid level is lower than the preset low liquid level threshold or the temperature is higher than the preset high oil temperature threshold, the device will issue an on-site alarm prompt and send an alarm signal of the oil tank (1) to the electrical centralized control device.

3. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that: The oil tank (1) of the high-efficiency dust-free braking system is also equipped with an air filter (4) and a drain valve (2); the air filter (4) is located at the top of the oil tank (1) and is used to balance the internal and external air pressure of the oil tank (1) and filter the external air entering the oil tank (1); the drain valve (2) is located near the bottom of the oil tank (1) and is used to drain oil when the oil tank (1) is maintained.

4. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that: The oil tank (1) of the high-efficiency dustless braking system is equipped with a liquid level monitoring device (3), and the liquid level monitoring device (3) includes a field-visual liquid level gauge and a magnetic float liquid level gauge; the magnetic float liquid level gauge is connected to the electrical centralized control device and is used to convert the liquid level signal into an electrical signal and transmit it to the electrical centralized control device to realize online monitoring and remote monitoring of the liquid level.

5. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that: In the oil inlet unit of the high-efficiency dustless braking system, a hydraulic power unit, a filter unit (27), a first check valve (25), a first solenoid valve unit and a second check valve (10) are connected in series from the oil inlet end to the oil outlet end. A hydraulic monitoring unit and an energy storage unit are connected between the first check valve (25) and the first solenoid valve unit. The hydraulic power unit is connected to the electrical centralized control device and is used to pressurize the oil in the oil tank (1) and deliver it to the oil inlet pipeline of the oil inlet unit under the control of the electrical centralized control device, so as to provide a stable hydraulic power source for the braking system. The filter unit (27) is connected to the electrical centralized control device and is used to filter the oil entering the oil inlet pipeline and to send a filter element blockage alarm signal back to the electrical centralized control device. The first solenoid valve unit is connected to the electrical centralized control device and is used to perform opening or closing actions under the control of the electrical centralized control device to realize the on / off control of the oil inlet pipeline of the oil inlet unit; The hydraulic monitoring unit is connected to the electrical centralized control device and is used to detect the pressure in the oil inlet pipeline of the oil inlet unit and transmit the pressure to the electrical centralized control device, so as to provide a basis for precise control of the braking process. The energy storage unit is connected to the electrical centralized control device and is used to provide pressure replenishment and emergency energy supply to the braking system under the control of the electrical centralized control device.

6. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: In the high-efficiency dust-free braking system, the hydraulic power unit of the oil inlet unit includes two identical hydraulic power branches; the oil inlet ends of the two hydraulic power branches are connected together to the filter unit (27), and the oil outlet ends of the two hydraulic power branches are respectively connected to the oil tank (1); in each hydraulic power branch, a hydraulic pump device (30) and a fourth check valve (29) are connected in series from its oil inlet end to its oil outlet end; the hydraulic pump device (30) is a gear pump or a plunger pump, and is connected to the electrical centralized control device.

7. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: In the high-efficiency dust-free braking system, the oil inlet unit's filter unit (27) includes a dual filter and is equipped with an exhaust valve, a drain valve, and a threshold pressure difference acquisition component. The threshold pressure difference acquisition component is connected to the electrical centralized control device to monitor the pressure difference before and after the dual filter and to send a filter blockage alarm signal to the electrical centralized control device when the pressure difference reaches a preset threshold.

8. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: In the high-efficiency dust-free braking system, the hydraulic monitoring unit of the oil inlet unit includes a field pressure gauge (23) and a first pressure sensor (24), and is equipped with a first pressure testing quick connector (26); the first pressure sensor (24) is connected to the electrical centralized control device.

9. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: In the high-efficiency dust-free braking system, the first solenoid valve unit of the oil inlet unit includes two normally open direct-acting solenoid valves (11) connected in parallel, and the two normally open direct-acting solenoid valves (11) are respectively connected to the electrical centralized control device.

10. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: In the high-efficiency dust-free braking system, the energy storage unit of the oil inlet unit includes an oil drain throttle valve (20), an oil filling check valve (19), a first pressure switch (22), an inlet of the charging / discharging pipeline (21), and several energy storage devices (18); all energy storage devices (18) are connected to one end of the charging / discharging pipeline (21), and the other end of the charging / discharging pipeline (21) is connected to the oil inlet pipeline of the oil inlet unit together with the first pressure switch (22); the oil drain throttle valve (20) and the oil filling check valve (19) are connected to the charging / discharging pipeline (21) in parallel, and the oil drain throttle valve (20) and the first pressure switch (22) are respectively connected to the electrical centralized control device.

11. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: The oil guide line of the high-efficiency dustless braking system is connected to a ball valve (15) and a pressure monitoring component; the pressure monitoring component includes a second pressure sensor (13) and a second pressure switch (14), and is equipped with a second pressure testing quick connector (12); the second pressure sensor (13) and the second pressure switch (14) are respectively connected to the electrical centralized control device.

12. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that: In the oil return unit of the high-efficiency dustless braking system, a third check valve (9) and a second solenoid valve unit are connected in series from the oil inlet to the oil outlet. The second solenoid valve unit includes two normally closed direct-acting solenoid valves (8) connected in parallel, and the two normally closed direct-acting solenoid valves (8) are respectively connected to the electrical centralized control device.

13. The efficient dust-free braking method for a hydro-generator set as described in claim 5, characterized in that: The overflow unit of the high-efficiency dustless braking system includes a first overflow valve (7) and a second overflow valve (6); one end of the first overflow valve (7) is connected between the second one-way valve (10) and the filter unit (27), and the other end is connected to the manifold (5); one end of the second overflow valve (6) is connected between the dual filter and the hydraulic power unit, and the other end is connected to the manifold (5).

14. The efficient dust-free braking method for a hydro-generator set as described in claim 1, characterized in that, During the braking preparation process, the system self-check includes: Oil tank (1) status detection: The oil tank (1) level is verified to be ≥ preset low level threshold and oil temperature ≤ preset high oil temperature threshold by the low liquid level and high oil temperature alarm device (28). On-site monitoring is achieved by the on-site visual liquid level gauge and online liquid level monitoring is achieved by the magnetic float liquid level gauge. Oil inlet unit test: Test the start-stop and pressure output capability of the hydraulic pump device (30) of the dual branch of the hydraulic power unit, confirm that the pressure difference of the dual filter of the filter unit (27) is ≤4 bar and can be switched normally, check the on-off function of the two normally open direct-acting solenoid valves (11) of the first solenoid valve unit, verify that the pressure sensor and pressure gauge reading error of the hydraulic monitoring unit is ≤2%, and detect that the pressure of the energy storage unit is ≥ the preset charging threshold. Oil return unit test: Test the on / off function of the two normally closed direct-acting solenoid valves (8) of the second solenoid valve unit, and confirm the effectiveness of the check valve (9); Braking unit inspection: The wear amount is confirmed to be ≤ preset safety value by the brake plate wear monitoring element, and the brake engagement and reset limit switch signals are verified to be normal; Overflow unit detection: The overpressure relief function of the first overflow valve (7) and the second overflow valve (6) was confirmed by simulated pressure test.

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