Emergency hydraulic braking method for a bridge crane trolley travel mechanism

Abstract

The application discloses an emergency hydraulic braking method for a bridge crane trolley running mechanism, comprising the following steps: setting an automatic switching device for monitoring the working pressure of the main system in real time at the hydraulic circuit convergence of the main system and the emergency system; when the working pressure of the main system is normal, keeping the main system in communication with the brake actuator; when the working pressure of the main system is detected to be below a preset threshold, switching the communication path to the emergency system; when the working pressure of the main system is below the preset threshold due to power failure or failure, the automatic switching device performs a switching operation to make the emergency system in communication with the brake actuator, generates hydraulic pressure through the operation mechanism of the emergency system, and transmits the hydraulic pressure to the brake actuator through the switched emergency system circuit to realize the braking of the bridge crane trolley running mechanism; and the performance of the completed emergency system is verified to ensure that the predetermined braking performance requirement can be achieved when the main system fails.

Description

Technical Field

[0001] This invention relates to the field of crane safety protection technology, and in particular to an emergency hydraulic braking method for the traveling mechanism of a bridge crane. Background Technology

[0002] As core equipment for material handling in industries such as metallurgy, logistics, and heavy manufacturing, the braking safety of the trolley traveling mechanism of bridge cranes directly affects the stable operation of the entire production line and the safety of personnel and equipment. Currently, these cranes generally use electro-hydraulic drum brakes as the main braking device for the trolley traveling mechanism. This braking system typically uses an electric motor to drive a hydraulic pump to build up pressure, and then controls the pressure oil to enter the brake caliper cylinder through a solenoid valve or electro-hydraulic proportional valve, thereby pushing the brake pads to contact the brake drum and generating braking torque.

[0003] Although the aforementioned electro-hydraulic braking technology has been developed and widely used for many years, its design has safety shortcomings: the entire braking process, including starting, stopping, and control, relies entirely on external power supply. When a crane experiences an unexpected power outage (such as a workshop power supply failure, electrical system short circuit, or emergency stop triggering), the motor driving the hydraulic pump loses power, the control circuit fails, and the braking system cannot establish or maintain pressure, causing the braking torque to decay to zero in a very short time, resulting in complete loss of braking function. At this time, the fully loaded or high-speed traveling mechanism of the crane will continue to slide under inertia, becoming an uncontrolled and dangerous moving object. Statistics show that in high-paced production environments such as metallurgy, workshop-level power outages occur an average of 3-5 times per year, resulting in cranes sliding uncontrollably for distances of 5-8 meters. This can easily lead to collisions with surrounding equipment and structures, or pose a serious safety threat to personnel in the work area below, making it a major safety hazard.

[0004] Besides the fatal flaw of failing upon power failure, existing electro-hydraulic braking systems also suffer from other performance limitations and reliability issues: From the issuance of the braking command to the full establishment of the rated torque by the brakes, the response time of existing systems is typically 0.8 to 1.2 seconds. Under conditions where the trolley is traveling at high speeds (e.g., speeds ≥ 120 m / min), this delay will directly result in an additional braking distance of 2-3 meters, affecting positioning accuracy and expanding the safety risk area.

[0005] Key dynamic sealing components in the system, such as the seals of the hydraulic actuator, are prone to wear and aging under continuous high pressure and reciprocating motion, requiring replacement on average every 6 months. A single maintenance session takes approximately 4 hours, impacting equipment availability and resulting in an annual maintenance cost exceeding 5,000 RMB per unit.

[0006] If a hydraulic circuit experiences a seal failure leading to hydraulic oil leakage, it will cause a drop in system pressure and a significant decrease in braking torque of 30% to 50%, posing a risk of vehicle slippage. Fault records from the past three years show that such near-miss events due to leakage-induced insufficient braking force account for 42% of all brake-related failures.

[0007] The existing system is fully automated and electronically controlled, but it does not provide the operator with a mechanical or hydraulic interface for proactive, direct intervention in emergencies. When the electronic control system fails but is not completely de-energized, or when the driver anticipates danger and needs to brake immediately, there is a lack of effective emergency operating procedures. Summary of the Invention

[0008] In order to overcome the above-mentioned shortcomings of the prior art, the purpose of this invention is to provide an emergency hydraulic braking method for the traveling mechanism of a bridge crane, so as to solve the problems mentioned in the background art.

[0009] The technical solution adopted by this invention to solve its technical problem is: an emergency hydraulic braking method for the traveling mechanism of a bridge crane, wherein a manually driven emergency hydraulic braking system is added to the original electro-hydraulic braking main system of the crane, and the two systems are connected in parallel on the hydraulic circuit and share the same braking actuator; including the following steps: An automatic switching device is installed at the junction of the hydraulic circuits of the main system and the emergency system to monitor the working pressure of the main system in real time. When the working pressure of the main system is normal, the main system and the brake actuator are kept connected. When the working pressure of the main system is detected to drop below the preset threshold, the connection path is switched to the emergency hydraulic braking system. When the working pressure of the main system drops below the preset threshold due to power failure or malfunction, the automatic switching device performs a switching operation to connect the emergency hydraulic braking system with the braking actuator. The operator generates hydraulic pressure by driving the operating mechanism of the emergency hydraulic braking system. The hydraulic pressure is transmitted to the braking actuator through the switched emergency hydraulic braking system circuit to achieve braking of the trolley traveling mechanism of the bridge crane. The performance of the completed emergency hydraulic braking system was verified to ensure that it could meet the predetermined braking performance requirements in the event of failure of the main system.

[0010] As a further improvement of the present invention, the emergency hydraulic braking system includes the following features: While retaining the original electro-hydraulic braking main system, an emergency hydraulic braking system controlled by the driver's foot pedal is added in parallel. The two systems share the braking actuator but keep the hydraulic source and control circuit independent. Automatic switching is achieved through a priority valve located at the confluence of the two systems.

[0011] As a further improvement of the present invention: the main system and the emergency hydraulic braking system construct a dual-channel hydraulic braking circuit. The first channel is the original electro-hydraulic braking main system circuit, and the second channel is the newly added foot-operated hydraulic braking emergency system circuit. The output ends of the two channels are connected in parallel through a priority valve and then connected to the oil inlet of the brake caliper.

[0012] As a further improvement of the present invention: the pressure control process of the main system includes: Set the system's rated operating pressure and flow rate, and set the switching pressure threshold of the priority valve to be lower than the normal operating pressure of the main system. This ensures that when the main system pressure is normal, the priority valve connects the main system circuit to the brake caliper. When the main system pressure drops below the switching pressure threshold, the priority valve connects the emergency system circuit to the brake caliper within a set response time.

[0013] As a further improvement of the present invention: the condition when the working pressure of the main system drops below the preset threshold due to power failure or malfunction includes: When the crane experiences a power outage or a main system failure that causes a drop in pressure, the priority valve automatically switches to the emergency system circuit connection state. By stepping on the foot pedal device located in the driver's cab, the hydraulic pump of the emergency system is driven, and the generated pressurized oil is delivered to the brake caliper through the priority valve, pushing the brake pads to press against the brake drum, thereby realizing the emergency braking of the bridge crane's trolley traveling mechanism.

[0014] As a further improvement of the present invention: the performance verification of the completed emergency hydraulic braking system includes: After the system is installed, a multi-condition braking performance test is conducted, including no-load, half-load and full-load conditions, to verify whether the emergency braking response time, braking distance and deceleration meet the safety standards.

[0015] As a further improvement of the present invention, the method further includes: The original brake mounting structure was modified to accommodate the new hydraulic components. Pipelines were laid along the trolley platform to connect the foot pump, priority valve, and brake caliper, and anti-vibration clamps were used for fixation. All hydraulic joints were sealed.

[0016] As a further improvement of the present invention: the switching pressure threshold of the priority valve is set to 20%-30% of the rated working pressure of the main system; the response time of the priority valve is less than 0.1 seconds; the working pressure of the emergency system circuit is set to 5-8 MPa, and the flow rate is set to 2-3 L / min.

[0017] As a further improvement of the present invention, the requirements for the braking performance test include: when the traveling speed of the bridge crane trolley reaches 120m / min, the emergency braking system is activated, and the response time of the entire process is less than 0.3 seconds, the braking distance is less than 2 meters, and the average deceleration is 0.8-1.2 m / s².

[0018] As a further improvement of the present invention: the performance verification of the constructed emergency hydraulic braking system further includes: Simulating power outages in the main system, partial leakage of hydraulic oil, and pipeline rupture, the system was verified to be able to start independently and achieve safe braking under each fault mode, and that the effective braking torque output was reduced by less than 20% of the rated value.

[0019] Compared with the prior art, the beneficial effects of the present invention are: This invention constructs a safety redundancy by setting up an emergency hydraulic braking system in parallel, independent of external power and driven manually, and sharing the braking actuator with the main system. When the main system loses power or pressure due to a fault, the automatic switching device based on pressure sensing can transfer control to the emergency system. In the worst case of a complete power outage, the operator can still actively apply braking force through the foot pedal device, effectively avoiding collisions and rollover accidents. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the method flow of the present invention; Figure 2 This is a schematic diagram illustrating the implementation process of an embodiment of the present invention. Detailed Implementation

[0021] In order to clearly and completely understand the technical solution, the present invention will be further described in conjunction with the embodiments and accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0023] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0024] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0025] An embodiment of the present invention provides an emergency hydraulic braking method for the traveling mechanism of a bridge crane. An emergency hydraulic braking system driven manually is added to the crane's existing electro-hydraulic braking main system. The two systems are connected in parallel in the hydraulic circuit and share the same braking actuator. The method includes the following steps: An automatic switching device is installed at the junction of the hydraulic circuits of the main system and the emergency system to monitor the working pressure of the main system in real time. When the working pressure of the main system is normal, the main system and the brake actuator are kept connected. When the working pressure of the main system is detected to drop below the preset threshold, the connection path is switched to the emergency hydraulic braking system. When the working pressure of the main system drops below the preset threshold due to power failure or malfunction, the automatic switching device performs a switching operation to connect the emergency hydraulic braking system with the braking actuator. The operator generates hydraulic pressure by driving the operating mechanism of the emergency hydraulic braking system. The hydraulic pressure is transmitted to the braking actuator through the switched emergency hydraulic braking system circuit to achieve braking of the trolley traveling mechanism of the bridge crane. The performance of the completed emergency hydraulic braking system was verified to ensure that it could meet the predetermined braking performance requirements in the event of failure of the main system.

[0026] This invention creates a safe and redundant architecture by setting up an independent manually driven emergency system in parallel with the main system and sharing the braking actuator. It sets up a real-time pressure monitoring and automatic switching device, which can automatically and in real time diagnose the health status of the main system without relying on the operator's judgment or additional alarm confirmation, thus avoiding human delays. Once the pressure is detected to drop to a preset threshold, the switching action is automatically triggered.

[0027] In one embodiment of this application, the emergency hydraulic braking system includes: While retaining the existing electro-hydraulic braking main system, an emergency hydraulic braking system controlled by the driver's foot pedal is added in parallel. The two systems share the braking actuator but maintain independent hydraulic power sources and control circuits, achieving automatic switching via a priority valve located at the confluence of the two systems. This establishes a parallel safety pathway; the emergency system is not a simple repair or dependency on the main system, but rather possesses a complete and independent circuit from power source to control, ensuring that a fault in one system will not propagate to the other, thus achieving fault isolation.

[0028] In one embodiment of this application, the main system and the emergency hydraulic braking system form a dual-channel hydraulic braking circuit. The first channel is the original electro-hydraulic braking main system circuit, and the second channel is the newly added foot-operated hydraulic braking emergency system circuit. The output ends of the two channels are connected in parallel through a priority valve and then connected to the oil inlet of the brake caliper.

[0029] In one embodiment of this application, the pressure control process of the main system includes: Set the system's rated operating pressure and flow rate, and set the switching pressure threshold of the priority valve to be lower than the normal operating pressure of the main system. This ensures that when the main system pressure is normal, the priority valve connects the main system circuit to the brake caliper. When the main system pressure drops below the switching pressure threshold, the priority valve connects the emergency system circuit to the brake caliper within a set response time.

[0030] In one embodiment of this application, the step of the main system's operating pressure dropping below the preset threshold due to a power outage or malfunction includes: When the crane experiences a power outage or a main system failure that causes a drop in pressure, the priority valve automatically switches to the emergency system circuit connection state. By stepping on the foot pedal device located in the driver's cab, the hydraulic pump of the emergency system is driven, and the generated pressurized oil is delivered to the brake caliper through the priority valve, pushing the brake pads to press against the brake drum, thereby realizing the emergency braking of the bridge crane's trolley traveling mechanism.

[0031] In one embodiment of this application, the performance verification of the constructed emergency hydraulic braking system includes: After the system is installed, a multi-condition braking performance test is conducted, including no-load, half-load and full-load conditions, to verify whether the emergency braking response time, braking distance and deceleration meet the safety standards.

[0032] In one embodiment of this application, the method further includes: The original brake mounting structure was modified to accommodate the new hydraulic components. Pipelines were laid along the trolley platform to connect the foot pump, priority valve, and brake caliper, and anti-vibration clamps were used for fixation. All hydraulic joints were sealed.

[0033] In one embodiment of this application, the switching pressure threshold of the priority valve is set to 20%-30% of the rated working pressure of the main system; the response time of the priority valve is less than 0.1 seconds; the working pressure of the emergency system circuit is set to 5-8 MPa, and the flow rate is set to 2-3 L / min.

[0034] In one embodiment of this application, the requirements for the braking performance test include: when the traveling speed of the bridge crane trolley reaches 120 m / min, the emergency braking system is activated, and the response time of the entire process is less than 0.3 seconds, the braking distance is less than 2 meters, and the average deceleration is 0.8-1.2 m / s².

[0035] In one embodiment of this application, the performance verification of the constructed emergency hydraulic braking system further includes: Simulating power outages in the main system, partial leakage of hydraulic oil, and pipeline rupture, the system was verified to be able to start independently and achieve safe braking under each fault mode, and that the effective braking torque output was reduced by less than 20% of the rated value.

[0036] This invention establishes a substantial safety redundancy by setting up an emergency hydraulic braking system in parallel, independent of external power and driven manually, and sharing the braking actuator with the main system. When the main system loses power or pressure due to a fault, the automatic switching device based on pressure sensing can transfer control to the emergency system. This allows the operator to actively apply braking force through the ergonomically designed foot pedal device even in the worst-case scenario of a complete power outage, reducing the risk of loss of control due to power loss to zero and effectively avoiding collisions and rollover accidents.

[0037] The direct hydraulic drive path of the emergency system eliminates the delay in the electronic control circuit, reducing the overall braking response time from 0.8-1.2 seconds in the traditional system to less than 0.3 seconds, and the braking distance is reliably controlled within 2 meters at a speed of 120m / min.

[0038] In one embodiment of this application, the present invention, while retaining the original electro-hydraulic brake, adds a parallel emergency hydraulic braking system controlled by the driver's foot pedal. The two systems share a brake caliper but are independently powered. The method for implementing this emergency hydraulic braking system for the trolley traveling mechanism of a bridge crane requires the following steps: Step 1: System Architecture Design A dual-channel, jointly executed braking system topology is constructed: Channel A is the existing electro-hydraulic brake, and Channel B is the newly added foot-operated hydraulic brake. The two channels are automatically switched via a priority valve; when Channel A loses pressure, it automatically switches to Channel B. The system operating pressure is set at 6.3 MPa, and the flow rate is 2.5 L / min.

[0039] The priority valve is model HY-H10, with a switching pressure threshold set at 1.5MPa (50% lower than the normal operating pressure) and a response time of ≤0.1s. The hydraulic circuit design conforms to ISO 4413 standard, and the pressure resistance test pressure is 1.5 times the working pressure (9.45MPa), with no leakage after holding the pressure for 5 minutes.

[0040] Step 2, Mechanical Installation and Adaptation The brake mounting base plate was modified, increasing the spacing of the original mounting holes by 15mm (from 200mm to 215mm). Laser cutting was used to enlarge the holes, and the cut surfaces were ground (Ra≤3.2μm). The flatness of the mounting surface was controlled within 0.1mm / m.

[0041] The laser cutting equipment used is a Bystronic ByStar Fiber 4020 with a power of 4kW and a cutting speed of 12m / min. After reaming, M16×60 10.9 grade high-strength bolts are used for fixing, with a torque set at 120±5N·m, and Loctite 243 threadlocker is used to prevent loosening.

[0042] Step 3, Hydraulic pipeline layout Φ10×1mm copper pipes are used as the main oil pipeline, arranged along both sides of the trolley platform, with a length of 22m on each side. The fixed spacing of the pipelines is ≤500mm, and U-shaped clamps (SUS304 material) are used in conjunction with rubber pads (hardness 60 Shore A) for vibration damping.

[0043] The copper pipe conforms to GB / T 1527-2017 standard, with a pressure resistance of 10MPa and a bending radius ≥ 5 times the pipe diameter. The clamp bolt torque is 6-8 N·m, the oil resistance of the rubber gasket meets the requirements of ISO 1817, and the volume change rate is ≤ 10% (100℃×70h).

[0044] Step 4, Joint sealing treatment All hydraulic joints use a 24° cone seal (compliant with ISO 8434-1 standard) and are lubricated with molybdenum disulfide grease (model Molykote G-5002) during installation. Static seals use polyurethane U-rings (hardness 90 Shore A), and dynamic seals use PTFE combination seals.

[0045] Molybdenum disulfide grease contains ≥60% MoS2 and is suitable for temperatures ranging from -30°C to 150°C. Seal material properties: Polyurethane tensile strength ≥40MPa, compression set ≤20% (70°C × 22h); PTFE coefficient of friction ≤0.05, pressure resistance ≥50MPa.

[0046] Step 5, Foot pedal design The foot pedal is made of cast aluminum alloy (ZL104), measuring 200×150mm, with a travel of 60±5mm and an operating force of 180N. The mounting bracket is made of 10mm thick Q235 steel plate and is fixed to the right side floor of the driver's cab with M10×120 bolts, with a distance of ≥50mm from the glass.

[0047] The foot pedal mechanism conforms to ISO 13849-1 PLC safety standards and is equipped with a return spring (stiffness 8N / mm) and a travel limiter. The bracket has a static load capacity of ≥500N and a natural frequency of ≥30Hz (to avoid resonance with the driver's cab).

[0048] Step Six: Hydraulic Oil Selection HVLP 46 anti-wear hydraulic oil was selected, with a viscosity index ≥160, pour point ≤-30℃, and flash point ≥200℃. The system oil cleanliness was controlled at NAS 7 level, with a water content ≤200ppm and an acid value ≤0.3mgKOH / g.

[0049] HVLP oil contains zinc-based anti-wear additives (ZDDP≥0.03%), and its compatibility with sealing materials has passed ISO 6072 testing. Oil monitoring indicators: particle count (ISO 4406), PQ index (≤25), rotating oxygen bomb (≥300min).

[0050] Step 7, Braking Performance Test Three operating conditions were tested: no load (braking torque 300 N·m), half load (600 N·m), and full load (900 N·m). The emergency braking response time was required to be ≤0.3 s, the braking distance ≤2 m (speed 120 m / min), and the deceleration 0.8-1.2 m / s².

[0051] The testing equipment includes a non-contact velocimeter (accuracy ±0.1%), a torque sensor (range 2000 N·m, accuracy 0.5%), and a data acquisition system (sampling rate 1 kHz). The testing standard refers to Appendix Q of GB / T 3811-2008.

[0052] Step 8, Failure Mode Verification Simulate three fault conditions: main system power failure, hydraulic oil leakage (50% oil loss), and pipeline rupture. The emergency system must be able to achieve safe braking under all fault conditions, with braking torque attenuation ≤20%.

[0053] Failure testing employed the fault injection method, simulating oil circuit leakage through solenoid valves. Safety verification was conducted in accordance with ISO 13849 performance level requirements, with diagnostic coverage (DC) ≥ 90% and mean time between hazardous failures (MTTFd) ≥ 100 years.

[0054] Step Nine, Ergonomics Optimization Operating space simulation was performed based on a 3D human body model (95th percentile male) to ensure that the knee joint angle of the foot pedal device was 110±10° and the ankle joint angle was 85±5° in a seated position. The operation frequency test was ≤30 times / hour.

[0055] Human-machine assessment was conducted using Jack simulation software, in accordance with ISO 11226 standard. Fatigue analysis required a muscle load index (CLI) ≤2 after 1 hour of continuous operation with an operating force of 180N, meeting OSHA risk assessment standards.

[0056] Step 10: Maintenance Procedure Development Establish a three-tiered maintenance system: daily (oil level check), quarterly (seal condition), and annual (system performance test). Key parameter recording sheets include: braking distance, response time, and oil contamination level.

[0057] The maintenance kit includes a dedicated torque wrench (5-25 N·m), a fluid level gauge (FluidScan 1100), and an infrared thermal imager (FLIR E5). Maintenance intervals have been extended from 6 months to 12 months, and single maintenance time has been reduced from 4 hours to 2 hours.

[0058] In summary, after reading this invention document, those skilled in the art can make various other corresponding modifications to the technical solutions and concepts based on this invention without creative mental effort, and all of these modifications fall within the scope of protection of this invention.

Claims

1. An emergency hydraulic braking method for the traveling mechanism of a bridge crane, characterized in that, An emergency hydraulic braking system driven manually is added to the original electro-hydraulic braking main system of the crane. The two systems are connected in parallel on the hydraulic circuit and share the same braking actuator. Includes the following steps: An automatic switching device is installed at the junction of the hydraulic circuits of the main system and the emergency system to monitor the working pressure of the main system in real time. When the working pressure of the main system is normal, the main system and the brake actuator are kept connected. When the working pressure of the main system is detected to drop below the preset threshold, the connection path is switched to the emergency hydraulic braking system. When the working pressure of the main system drops below the preset threshold due to power failure or malfunction, the automatic switching device performs a switching operation to connect the emergency hydraulic braking system with the braking actuator. The operator generates hydraulic pressure by driving the operating mechanism of the emergency hydraulic braking system. The hydraulic pressure is transmitted to the braking actuator through the switched emergency hydraulic braking system circuit to achieve braking of the trolley traveling mechanism of the bridge crane. The performance of the completed emergency hydraulic braking system was verified to ensure that it could meet the predetermined braking performance requirements in the event of failure of the main system.

2. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The emergency hydraulic braking system includes the following features: While retaining the original electro-hydraulic braking main system, an emergency hydraulic braking system controlled by the driver's foot pedal is added in parallel. The two systems share the braking actuator but keep the hydraulic source and control circuit independent. Automatic switching is achieved through a priority valve located at the confluence of the two systems.

3. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The main system and the emergency hydraulic braking system form a dual-channel hydraulic braking circuit. The first channel is the original electro-hydraulic braking main system circuit, and the second channel is the newly added foot-operated hydraulic braking emergency system circuit. The output ends of the two channels are connected in parallel through a priority valve and then connected to the oil inlet of the brake caliper.

4. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The pressure control process of the main system includes: Set the system's rated operating pressure and flow rate, and set the switching pressure threshold of the priority valve to be lower than the normal operating pressure of the main system. This ensures that when the main system pressure is normal, the priority valve connects the main system circuit to the brake caliper. When the main system pressure drops below the switching pressure threshold, the priority valve connects the emergency system circuit to the brake caliper within a set response time.

5. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The condition that the operating pressure of the main system drops below the preset threshold due to a power outage or malfunction includes: When the crane experiences a power outage or a main system failure that causes a drop in pressure, the priority valve automatically switches to the emergency system circuit connection state. By stepping on the foot pedal device located in the driver's cab, the hydraulic pump of the emergency system is driven, and the generated pressurized oil is delivered to the brake caliper through the priority valve, pushing the brake pads to press against the brake drum, thereby realizing the emergency braking of the bridge crane's trolley traveling mechanism.

6. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The performance verification of the completed emergency hydraulic braking system includes: After the system is installed, a multi-condition braking performance test is conducted, including no-load, half-load and full-load conditions, to verify whether the emergency braking response time, braking distance and deceleration meet the safety standards.

7. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The method further includes: The original brake mounting structure was modified to accommodate the new hydraulic components. Pipelines were laid along the trolley platform to connect the foot pump, priority valve, and brake caliper, and anti-vibration clamps were used for fixation. All hydraulic joints were sealed.

8. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The switching pressure threshold of the priority valve is set to 20%-30% of the rated working pressure of the main system; the response time of the priority valve is less than 0.1 seconds; the working pressure of the emergency system circuit is set to 5-8 MPa, and the flow rate is set to 2-3 L / min.

9. An emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The requirements for the braking performance test include: when the trolley travels at a speed of 120 m / min, the emergency braking system is activated, and the response time of the entire process is less than 0.3 seconds, the braking distance is less than 2 meters, and the average deceleration is between 0.8 and 1.2 m / s².

10. The emergency hydraulic braking method for the traveling mechanism of a bridge crane according to claim 1, characterized in that, The performance verification of the completed emergency hydraulic braking system also includes: Simulating power outages in the main system, partial leakage of hydraulic oil, and pipeline rupture, the system was verified to be able to start independently and achieve safe braking under each fault mode, and that the effective braking torque output was reduced by less than 20% of the rated value.

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