A winch disc brake control system and method based on EHA

Abstract

This invention discloses a winch disc brake control system and method based on EHA (Electronic Harnessing). The control system includes a control unit, which connects to and controls an integrated EHA drive unit. The integrated EHA drive unit is connected to the disc brake actuator, and the integrated EHA drive unit is connected to the control unit and provides feedback through a brake hydraulic cylinder and the disc brake actuator. This completely eliminates the traditional centralized hydraulic station and high-pressure pipelines, eradicating the risk of hydraulic oil leakage at its source. The number of system components is significantly reduced, and the number of potential failure points is correspondingly lowered. The servo motor is directly driven by electrical signals, ensuring zero-delay command transmission and rapid system response. Through closed-loop control of pressure, speed, and displacement, the disc brake force is precisely controlled, reducing braking impact and preventing slippage and rope tangling. The integrated modular design eliminates the need to drain hydraulic oil before component replacement, simplifying and streamlining maintenance procedures, significantly reducing equipment downtime and maintenance costs.

Description

Technical Field

[0001] This invention relates to a winch disc brake control system and method based on EHA, belonging to the field of winch disc brake system control. Background Technology

[0002] Currently, hydraulic disc brake systems are widely used on the winches of drilling equipment. The hydraulic disc brake system consists of three parts: brake actuator, hydraulic station, and electrical control system. The hydraulic station and brake actuator are connected by hydraulic pipelines. The electrical control system is the control center of the actuator. It controls the valve-controlled throttle valve and the electrically controlled directional valve in the hydraulic station to control the actuator to achieve the brake release and braking functions.

[0003] The winch hydraulic disc brake system is a core safety component of the winch equipment. Currently, the mainstream approach uses a centralized hydraulic station for oil supply combined with valve-controlled throttling. This system consists of an external hydraulic station (including a motor, oil pump, oil tank, control valve group, and circulating cooling system), hydraulic pipelines, and a braking mechanism (including brake cylinders). Hydraulic oil is delivered to the disc brake cylinders via hydraulic pipelines. The electronic control system regulates the oil pressure using the valve-controlled throttling valves within the hydraulic station to control the braking force, and uses the electronically controlled directional valves to control rapid braking, thus completing braking and brake release actions. The system suffers from the following drawbacks: Low integration and inconvenient design and installation: The external centralized hydraulic station is bulky, occupying winch space and hindering compact and lightweight winch design; Complex piping and low system reliability: The entire disc brake system involves numerous pipes, joints, valves, and other connections, leading to significant winch vibration, leakage, and numerous maintenance points, making troubleshooting difficult; Lagging response and low control precision: Disc brake response time is affected by factors such as hydraulic pipeline length, size, oil temperature, and delays in hydraulic oil transmission, making precise control difficult and prone to problems like slippage, braking shock, and rope tangling; Brake clearance cannot be automatically adjusted: There is no monitoring method for brake clearance, preventing automatic adjustment and requiring periodic manual inspection and adjustment, which is cumbersome; No temperature monitoring for the brake calipers, making it impossible to monitor caliper temperature during braking, hindering assessment of friction pad health; Weak integration with the electronic control system, making precise braking force control and intelligent control difficult.

[0004] Currently, improvements to traditional disc brake systems in the industry mainly focus on simplifying hydraulic pipeline layout and optimizing valve group structure, without fundamentally solving core problems such as pipeline leakage and response lag. EHA (electro-hydraulic actuator), as a new type of actuation technology with high integration and fast response, has the technical potential to replace traditional hydraulic systems, but there is currently no dedicated system architecture and supporting control strategy for special working conditions such as winch heavy-load braking, constant deceleration control, and power failure safety braking, so it cannot be directly applied to winch disc brake braking scenarios. Summary of the Invention

[0005] The purpose of this invention is to provide a winch disc brake control system and method based on EHA to address the aforementioned problems. This system can overcome the shortcomings of existing external centralized hydraulic disc brake systems, achieving pipeless, efficient, precise, and safe winch braking, and comprehensively improving system reliability, control accuracy, and ease of maintenance.

[0006] The technical solution adopted in this invention is as follows: An EHA-based winch disc brake control system includes a control unit, which is connected to and controls an integrated EHA drive unit. The integrated EHA drive unit is connected to a disc brake actuator, and the integrated EHA drive unit is connected to and provides feedback to the control unit through a brake hydraulic cylinder and the disc brake actuator.

[0007] Alternatively, the integrated EHA drive unit includes a drive power section, an integrated valve group, and an oil circuit connecting the drive power section and the integrated valve group, the oil circuit including a brake release circuit, a braking circuit, and a safety braking circuit.

[0008] Alternatively, the drive power unit includes a motor driver, a servo motor, a motor encoder, a coupling, and a bidirectional pump. The motor driver is connected to the servo motor, the motor encoder is mounted on the tail end of the servo motor, and the output shaft of the servo motor is mechanically connected to the input shaft of the bidirectional pump through the coupling. The bidirectional pump has port A and port B. Port A and port B of the bidirectional pump are respectively connected to the release port and brake port of the disc brake actuator through oil circuits. When the bidirectional pump rotates forward, port B is the suction port and port A is the high-pressure port; when the bidirectional pump rotates in reverse, port A is the suction port and port B is the high-pressure port.

[0009] Alternatively, the brake release circuit can be connected from port A of the bidirectional pump to the brake release port of the disc brake actuator via oil circuit L1; The braking circuit is connected from port B of the bidirectional pump to the brake port of the disc brake actuator via oil circuit L7. The integrated valve group also includes an electrically controlled directional valve; the safety braking oil circuit is connected from oil circuit L2 through oil circuit L6, the electrically controlled directional valve, oil circuit L11 and oil circuit L7. The electrically controlled directional valve is energized under normal operating conditions, and its P port and A port are closed; the electrically controlled directional valve is de-energized in case of fault / power failure / emergency braking, and its P port and A port are connected.

[0010] Optionally, the hydraulic circuit further includes an emergency release isolation control circuit, and the integrated valve group further includes a first isolation valve, a manual booster pump, and a second isolation valve. The emergency release isolation control hydraulic circuit is connected from the hydraulic circuit L1 through the first isolation valve and the hydraulic circuit L2 to the release port of the disc brake actuator. The first isolation valve is normally open under normal operating conditions and is closed during emergency release. The hydraulic circuit L2 is connected to the outlet of the manual booster pump through the hydraulic circuit L5, and the outlet of the manual booster pump is unidirectional. The hydraulic circuit L7 is connected to the inlet of the second isolation valve through the hydraulic circuit L10, and the outlet of the second isolation valve is connected to the inlet of the manual booster pump. The second isolation valve is normally closed under normal operating conditions and is closed and normally open during emergency release.

[0011] Optionally, the manual pressurizing pump includes a pump body, a handle, a third check valve, and a fourth check valve; the S port of the manual pressurizing pump is connected to the outlet of the second isolation valve through oil circuit L12, the S port is connected to the inlet of the third check valve, and the outlet of the third check valve is connected to the pump body; the outlet of the pump body is connected to the inlet of the fourth check valve, and the outlet of the fourth check valve is connected to the P port of the manual pressurizing pump, and the P port is connected to the oil circuit L2 through oil circuit L5.

[0012] Alternatively, the hydraulic circuit may further include a brake replenishing hydraulic circuit and a brake release replenishing hydraulic circuit; the integrated valve group may further include a bladder reservoir, a first check valve, and a second check valve; the brake replenishing hydraulic circuit is connected from the bladder reservoir to the hydraulic circuit L7 via hydraulic circuit L13, the first check valve, and hydraulic circuit L9; the brake release replenishing hydraulic circuit is connected from the bladder reservoir to the hydraulic circuit L1 via hydraulic circuit L13, the second check valve, and hydraulic circuit L4.

[0013] Alternatively, the integrated valve assembly may further include a first relief valve. The oil circuit L7 is connected to the P port of the first relief valve via the oil circuit L8. The T port of the first relief valve is connected to the bladder oil tank via the oil circuit L13. When the pressure at the P port of the first relief valve is higher than the set value, the P port and T port of the first relief valve are connected, and the oil circuit L7 is depressurized. And / or, the integrated valve assembly further includes a second relief valve; the oil circuit L1 is connected to the P port of the second relief valve through the oil circuit L3, and the T port of the second relief valve is connected to the bladder oil tank through the oil circuit L13.

[0014] Alternatively, the oil circuit L7 may be equipped with a first pressure sensor for detecting brake oil pressure; and / or the oil circuit L2 may be equipped with a second pressure sensor for detecting brake release oil pressure.

[0015] Alternatively, the disc brake actuator includes a roller shaft, a brake disc, and a brake element; the brake disc is fixedly connected to the roller shaft, and the roller shaft drives the brake disc to rotate; the brake element is connected to the brake hydraulic cylinder and acts on the brake disc, and the brake hydraulic cylinder is integrated with the integrated EHA drive unit; the brake hydraulic cylinder includes a cylinder body, a piston rod is provided inside the cylinder body, the piston rod is connected to the brake element, the oil inlet of the oil chamber near the brake element of the brake hydraulic cylinder is the release port, and the oil inlet of the oil chamber far from the brake element of the brake hydraulic cylinder is the brake port.

[0016] Alternatively, the disc brake actuator may further include a disc spring, which is installed in the cylinder cavity and sleeved on the piston rod; the braking component is a brake caliper, which is connected to the tail end of the piston rod, and the piston rod acts directly on the brake caliper. When the brake is released, the piston rod compresses the disc spring, and when braking, the disc spring is released and acts on the brake caliper through the piston rod to provide braking force.

[0017] Alternatively, the disc brake actuator may further include an encoder mounted on the end of the drum shaft for real-time detection of drum rotation speed; and / or, the brake element may further include a temperature sensor mounted on the brake caliper for real-time detection of brake caliper temperature; and / or, the brake hydraulic cylinder may further include a displacement sensor mounted on the piston rod for real-time detection of piston rod displacement.

[0018] A winch disc brake method based on EHA includes the following operating conditions: Brake release condition: After receiving the brake release control command, the control unit controls the servo motor to rotate forward. The A port of the bidirectional pump outputs high-pressure oil. The high-pressure oil flows sequentially through oil circuit L1, the first isolation valve, and oil circuit L2 into the brake release port of the brake hydraulic cylinder, that is, the oil inlet of the oil chamber near the brake component. This pushes the piston rod to the left and compresses the disc spring, causing the brake caliper to separate from the brake disc and achieve brake release. The brake oil in the brake hydraulic cylinder flows sequentially through oil circuit L7 and oil circuit L8 into the B port of the bidirectional pump. Braking condition: After receiving the braking command, the control unit controls the servo motor to reverse, and the B port of the bidirectional pump outputs high-pressure oil. The high-pressure oil flows into the brake port of the brake hydraulic cylinder through the oil circuit L7, that is, the oil inlet of the oil chamber on the far side of the brake component. The piston rod moves to the right and releases the disc spring, so that the brake caliper clamps the brake disc to achieve braking. Safe braking condition: When the system experiences a power outage, malfunction, or receives an emergency braking signal, the servo motor stops, the electronically controlled directional valve loses power and reverses, and the release port of the brake hydraulic cylinder and the brake port of the brake hydraulic cylinder are connected through the P port and A port of the electronically controlled directional valve, that is, the oil chamber on the near brake component side and the oil chamber on the far brake component side are directly connected, and the oil pressure on both sides is equal. The disc spring releases its elastic force to push the piston rod to the right, so that the brake caliper quickly clamps the brake disc to achieve emergency braking.

[0019] Optionally, an emergency brake release isolation control mode is also included: when the integrated EHA drive unit malfunctions or loses power and manual emergency brake release is required, the first isolation valve is closed to block the passage between the A port of the bidirectional pump and the release port of the brake hydraulic cylinder, and the second isolation valve is opened; the handle of the manual pressurizing pump is operated, and the pump body draws oil from the brake port of the brake hydraulic cylinder. The oil flows sequentially through oil circuit L7, oil circuit L10, the second isolation valve, oil circuit L12, the S port of the manual pressurizing pump, and the third check valve into the pump body. When the pump body is loaded, the high-pressure oil flows through the fourth check valve, the P port of the manual pressurizing pump, oil circuit L5, and oil circuit L2 into the release port of the brake hydraulic cylinder, that is, the oil inlet of the oil chamber near the brake component, pushing the piston rod to the left to compress the disc spring, thereby realizing emergency manual brake release; the oil in the brake port of the brake hydraulic cylinder flows sequentially through oil circuit L7, oil circuit L10, the second isolation valve, and oil circuit L12 into the S port of the manual pressurizing pump.

[0020] A winch disc brake control method based on EHA, such as Figure 5 As shown, it includes the following steps: S1. System power-on initialization: When the system is powered on again, the control unit reads the preset parameters, which include the maximum working pressure, the target displacement of the brake release, the braking deceleration, and the safety protection threshold, and completes the system self-test and parameter configuration. S2. Real-time data acquisition: The signal detection module works continuously. The first pressure sensor acquires the pressure signal of the disc spring side oil chamber of the brake hydraulic cylinder in real time. The second pressure sensor acquires the pressure signal of the piston rod side oil chamber of the brake hydraulic cylinder in real time. The displacement sensor acquires the piston rod displacement signal in real time. The drum speed encoder acquires the drum shaft speed signal in real time. The temperature sensor acquires the brake caliper temperature signal in real time. All signals are synchronously transmitted to the control unit. S3. Operating condition identification and mode switching: The control unit receives instructions from the host computer, switches to the brake release mode, closed-loop braking mode or safety braking mode according to the current operating condition, and feeds back the real-time collected data and operating condition status to the host computer for display or alarm. S4. Fault Diagnosis and Emergency Handling: The control unit compares the pressure, displacement, and temperature data with preset thresholds in real time. If the data exceeds the normal range, it is determined that the system has a jamming or leakage fault, and an alarm is immediately activated and braking is performed. After braking is completed, if the brake caliper temperature is detected to be above the normal range, it is determined that the brake caliper temperature is high and the braking capacity is reduced. An alarm is immediately activated and the braking state is locked to avoid secondary braking.

[0021] Alternatively, the brake release mode is as follows: After receiving the brake release control command, the control unit switches to a displacement-speed dual closed-loop PID adjustment mode, with the outer loop being displacement closed-loop PID control and the inner loop being servo motor speed closed-loop PID control; the control unit reads the current data from the displacement sensor as reference data, drives the servo motor to rotate forward, and the pressure oil output from port A of the bidirectional pump enters the piston rod side oil chamber of the brake component through the oil circuit to establish oil pressure, pushing the piston rod to the left and compressing the disc spring, causing the brake caliper to separate from the brake disc. The displacement sensor provides real-time feedback of the brake caliper gap data, and the brake release displacement is kept within a preset deviation range through dual closed-loop PID adjustment; when the brake release command is received again after braking, the current displacement sensor data is read again as reference data, and the above brake release action is executed again to achieve automatic adjustment of the brake gap; The closed-loop braking mode is as follows: After receiving the closed-loop braking command, the control unit issues a pressure control target value. The pressure value fed back in real time by the second pressure sensor at the release port of the brake hydraulic cylinder is compared with the pressure control target value for PID adjustment. When the real-time pressure of the second pressure sensor is higher than the target pressure value, the servo motor is reversed, and the B port of the bidirectional pump outputs high-pressure oil. The high-pressure oil flows into the brake port of the brake hydraulic cylinder, i.e., the inlet of the oil chamber on the far side of the brake element, through oil circuit L7. The piston rod moves to the right and releases the disc spring, causing the brake caliper to clamp the brake. The brake disc is used for braking; the hydraulic fluid from the release port of the brake cylinder enters the A port of the bidirectional pump sequentially through oil circuit L2, the first isolation valve, and oil circuit L1; when the real-time pressure of the second pressure sensor is lower than the target pressure value, the servo motor is controlled to rotate forward, and the A port of the bidirectional pump outputs high-pressure oil. The high-pressure oil flows into the release port of the brake hydraulic cylinder sequentially through oil circuit L1, the first isolation valve, and oil circuit L2. The piston rod moves to the left and compresses the disc spring, causing the brake caliper to release the brake disc and reduce the braking force; the brake fluid from the brake port of the brake hydraulic cylinder enters the B port of the bidirectional pump through oil circuit L7; The safety braking mode is as follows: when the system experiences a power outage, malfunction, or receives an emergency braking signal, the servo motor stops, the electronically controlled reversing valve loses power and reverses, and the piston rod side oil chamber and disc spring side oil chamber of the brake are connected through the electronically controlled reversing valve, with equal oil pressure on both sides. The disc spring releases its elastic force to push the piston rod, causing the brake caliper to clamp the brake disc, thereby achieving rapid braking.

[0022] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: This invention provides a winch disc brake control system and method based on EHA, completely eliminating the traditional centralized hydraulic station and high-pressure pipelines, eradicating the potential for hydraulic oil leakage at its source, significantly reducing the number of system components, and simultaneously reducing the number of failure points. It adopts direct electrical signal drive of the servo motor, ensuring zero-delay command transmission and rapid system response. Combined with pressure-speed dual closed-loop servo control and displacement-speed dual closed-loop servo control, through closed-loop control of pressure, speed, and displacement, the disc brake braking force is precisely controlled, reducing braking impact, preventing slippage and rope tangling, and achieving high braking control precision. It perfectly achieves constant deceleration and precise braking, eliminating slippage, braking impact, and rope tangling problems. The integrated modular design eliminates the need to drain hydraulic oil when replacing components, simplifying and streamlining maintenance procedures, significantly reducing equipment downtime for maintenance, and lowering system operation and maintenance difficulty and costs. It employs a dual braking system of mechanical disc spring brake and hydraulic control, with automatic brake engagement upon power failure, and a dual overflow valve overload protection design, providing multiple safety protections and fully meeting the safety braking standards for heavy-duty industrial equipment. Attached Figure Description

[0023] Figure 1 This is the schematic diagram of the EHA disc brake system under normal operating conditions.

[0024] Figure 2 This is a schematic diagram of the EHA disc brake system under fault / emergency braking conditions.

[0025] Figure 3 This is a schematic diagram of the EHA disc brake system under emergency braking / isolation conditions.

[0026] Figure 4 This is the hydraulic schematic diagram of a manual booster pump.

[0027] Figure 5 This is a flowchart of the dual closed-loop control method for the EHA disc brake system.

[0028] In the diagram, the labels are: 1-Control unit, 2-Integrated EHA drive unit, 21-Motor driver, 22-Servo motor, 23-Motor encoder, 24-Coupling, 25-Bidirectional pump, 26-First relief valve, 27-Second relief valve, 28-First check valve, 29-Second check valve, 210-Battery tank, 211-First isolation valve, 212-Second isolation valve, 213-Manual booster pump, 213.1-Pump body, 213.2-Handle, 213.3 213-Third check valve, 214-Fourth check valve, 215-Electrically controlled directional valve, 216-First pressure sensor, 217-Second pressure sensor, 218-Brake hydraulic cylinder, 217.1-Piston rod, 217.2-Displacement sensor, 217.3-Cylinder body, 217.4-Disc spring, 31-Disc brake actuator, 32-Drum shaft, 33-Brake disc, 34-Drum encoder, 34-Brake component, 34.1-Brake caliper, 34.2-Temperature sensor. Detailed Implementation

[0029] The present invention will now be described in detail with reference to the accompanying drawings.

[0030] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0031] A winch disc brake control system based on EHA, such as Figure 1 As shown, it includes a control unit 1, which is connected to and controls an integrated EHA drive unit 2. The integrated EHA drive unit 2 is connected to a disc brake actuator 3, and the integrated EHA drive unit 2 is connected to and provides feedback to the control unit 1 through a brake hydraulic cylinder 217 and the disc brake actuator 3.

[0032] The control unit 1 can issue control commands to switch and control different operating modes. Furthermore, the control unit 1 can also receive feedback signals from the integrated EHA drive unit 2 and the disc brake actuator 3 to achieve closed-loop control. The integrated EHA drive unit 2 receives electrical commands from the control unit 1, converts them into hydraulic energy, and outputs controllable pressure oil flow to the disc brake actuator 3, driving the actuator to complete the release or braking action. Simultaneously, it feeds back its own operating status to the control unit 1, forming a closed-loop control at the execution layer. This component is directly mounted on the brake hydraulic cylinder 217, which is linked with the disc brake actuator 3 to form a direct-connection structure without pipelines, achieving integrated power source and execution terminal. Under hydraulic drive, the disc brake actuator 3 achieves braking or release through the extension and retraction of the brake hydraulic cylinder 217; simultaneously, the control unit 1 monitors physical state quantities such as pressure, displacement, speed, and temperature during the braking process in real time and feeds this status information back to the control unit 1.

[0033] This invention integrates the power source, control valve group, and braking actuator into a single EHA drive unit 2, forming a compact, pipeline-free structure. This eliminates the risk of hydraulic oil leakage at its source, significantly reduces potential failure points, and substantially improves system reliability and ease of maintenance. Furthermore, this solution uses electrical signals from the control unit 1 to directly drive the integrated EHA drive unit 2, ensuring zero-delay command transmission. Combined with dual closed-loop servo control, it can dynamically adjust oil pressure commands based on parameters such as drum speed, achieving constant deceleration braking and completely solving the core problems of response lag and low control accuracy.

[0034] As another specific implementation, the integrated EHA drive unit 2 includes a drive power part, an integrated valve group, and an oil circuit connecting the drive power part and the integrated valve group. The oil circuit includes a brake release circuit, a braking circuit, and a safety braking circuit.

[0035] The system comprises several circuits: a brake release circuit, which guides the hydraulic circuit under normal operating conditions, causing the brake hydraulic cylinder 217 to retract and the disc brake actuator 3 to release the brake, thus achieving active brake release; a brake circuit, which extends the brake hydraulic cylinder 217 under normal braking conditions, causing the disc brake actuator 3 to clamp, thus achieving active braking; and a safety brake circuit, which automatically locks the disc brake actuator 3 in the event of a power outage or emergency, through the action of the integrated valve assembly. Multiple circuits, under the unified control of the integrated valve assembly, switch operating conditions through different valve on / off combinations. Integrating multiple functional circuits within the integrated EHA drive unit 2 eliminates the need for external hydraulic valve assemblies or pipelines, further enhancing the compactness and reliability of the pipeline-free design.

[0036] In another specific embodiment, the driving power unit includes a motor driver 21, a servo motor 22, a motor encoder 23, a coupling 24, and a bidirectional pump 25. The motor driver 21 is connected to the servo motor 22, the motor encoder 23 is installed at the tail end of the servo motor 22, and the output shaft of the servo motor 22 is mechanically connected to the input shaft of the bidirectional pump 25 through the coupling 24. The bidirectional pump 25 has an A port and a B port. The A port and the B port of the bidirectional pump 25 are respectively connected to the release port and the brake port of the brake hydraulic cylinder 217 through oil circuits. When the bidirectional pump 25 rotates forward, the B port is the suction port and the A port is the high-pressure oil port; when the bidirectional pump 25 rotates in reverse, the A port is the suction port and the B port is the high-pressure oil port.

[0037] The motor driver 21 receives command signals from the control unit 1 and adjusts the output current and voltage in real time to control the servo motor 22. The servo motor 22 converts electrical energy into mechanical rotational energy and outputs controllable speed and torque. The motor encoder 23 directly detects the actual speed and position of the motor rotor, providing real-time feedback for speed closed-loop control. The coupling 24 reliably transmits the rotational motion of the output shaft of the servo motor 22 to the input shaft of the bidirectional pump 25. The bidirectional pump 25, as a hydraulic power source, converts the mechanical rotational energy of the servo motor 22 into hydraulic energy and changes the output port and flow direction of high-pressure oil between port A and port B by rotating forward or reverse, providing directional pressure oil flow for different braking conditions.

[0038] As another specific implementation, the brake release circuit is connected from port A of the bidirectional pump 25 to the brake release port of the brake hydraulic cylinder 217 through oil circuit L1. The braking circuit is connected from port B of the bidirectional pump 25 to the brake port of the brake hydraulic cylinder 217 via oil circuit L7. The integrated valve group also includes an electrically controlled directional valve 214; the safety braking oil circuit is connected from oil circuit L2 through oil circuit L6, electrically controlled directional valve 214, oil circuit L11 and oil circuit L7. The electrically controlled directional valve 214 is energized under normal operating conditions, and its P port and A port are closed; the electrically controlled directional valve 214 is de-energized in case of fault / power failure / emergency braking, and its P port and A port are connected.

[0039] The hydraulic oil output from the drive power unit is directed to the two oil chambers of the disc brake actuator 3 through two main oil circuits. The oil from port A is connected to the release port via oil circuit L1, and the oil from port B is connected to the brake port via oil circuit L7. The bidirectional pump 25 can directly switch the oil supply direction by rotating forward and reverse, which simplifies the oil circuit structure.

[0040] The electronically controlled directional valve 214 forms a rapid pressure relief channel for safety braking. Normally, it remains energized, with the P port and A port disconnected, not affecting normal brake release or oil pressure build-up during braking. Once the system loses power, malfunctions, or receives an emergency braking signal, the electronically controlled directional valve 214 immediately loses power, connecting the P and A ports, directly connecting oil circuits L2 and L7. The oil chambers on both sides of the brake hydraulic cylinder 217 are instantly connected, and the high-pressure oil on the piston rod 217.1 side and the oil pressure on the disc spring 217.4 side quickly reach equilibrium. The preload of the disc spring 217.4 is no longer resisted by the oil pressure, directly pushing the piston rod 217.1 to lock the brake disc 32.

[0041] Multiple circuits share the same bidirectional pump 25 and the same set of inlet and outlet ports under the control of the integrated valve group. Under normal operating conditions, the brake release circuit and the braking circuit work alternately. In emergency conditions, the electrically controlled directional valve 214 automatically releases pressure to trigger mechanical braking. Functional isolation and seamless switching between circuits are achieved through the on / off states of valves, with no redundant pipelines and a compact structure. This also forms a safety redundancy, ensuring braking safety even in extreme conditions.

[0042] In another specific implementation, the oil circuit further includes an emergency release isolation control circuit, and the integrated valve group further includes a first isolation valve 211, a manual pressurizing pump 213, and a second isolation valve 212. The emergency release isolation control oil circuit is connected from the oil circuit L1 through the first isolation valve 211 and the oil circuit L2 to the release port of the brake hydraulic cylinder 217. The first isolation valve 211 is normally open under normal operating conditions and is closed during emergency release. The oil circuit L2 is connected to the outlet of the manual pressurizing pump 213 through the oil circuit L5, and the outlet of the manual pressurizing pump 213 is unidirectional. The oil circuit L7 is connected to the inlet of the second isolation valve 212 through the oil circuit L10, and the outlet of the second isolation valve 212 is connected to the inlet of the manual pressurizing pump 213. The second isolation valve 212 is normally closed under normal operating conditions and is closed and normally open during emergency release.

[0043] The emergency release isolation control circuit is responsible for supplying oil to the oil chamber on the piston rod 217.1 side via the manual pressurization pump 213 when the integrated EHA drive unit 2 fails or loses power. In emergency conditions, the manual pressurization pump 213 takes over from the electric pump, realizing manual emergency release independent of the electric system. The first isolation valve 211 and the manual pressurization pump 213 in the integrated valve group constitute an independent channel for emergency release. Normally, the first isolation valve 211 remains open, oil circuits L1 and L2 are unobstructed, and the high-pressure oil from the bidirectional pump 25 can normally enter the release port to achieve electric release. If the integrated EHA drive unit 2 malfunctions or loses power completely, the first isolation valve 211 closes, cutting off the passage between the bidirectional pump 25 and the oil circuit L2. At this time, the manual booster pump 213 can supply oil to the oil circuit L2 through the oil circuit L5. The unidirectional flow characteristic of the outlet of the manual booster pump 213 ensures that the high-pressure oil can only flow towards the release port and will not flow back. The operator can release the brake by turning the handle without any power, realizing mechanical emergency release. Under normal operating conditions, the second isolation valve 212 remains normally closed, and the inlet of the manual booster pump 213 is completely isolated from the main oil circuit of the system. When the manual booster pump 213 is not working, it will not become a leakage point or an additional volume chamber of the system, ensuring the integrity and response characteristics of the hydraulic circuit during normal electric control. Upon entering the emergency brake release mode, the first isolation valve 211 closes, cutting off the high-pressure passage on the bidirectional pump 25 side. Simultaneously, the second isolation valve 212 opens, and the inlet of the manual pressurizing pump 213 is connected to the oil circuit L7 via oil circuit L10, which is connected to the oil chamber on the disc spring 217.4 side of the brake hydraulic cylinder 217. When the manual pressurizing pump 213 performs the oil suction action, oil can be drawn into the pump body from the oil chamber on the disc spring 217.4 side through the second isolation valve 212. When performing the pressurizing action, high-pressure oil is output to the oil chamber on the piston rod 217.1 side through the outlet check valve.

[0044] As another specific implementation method, such as Figure 4 As shown, the manual pressurizing pump 213 includes a pump body 213.1, a handle 213.2, a third check valve 213.3, and a fourth check valve 213.4. The S port of the manual pressurizing pump 213 is connected to the outlet of the second isolation valve 212 through oil circuit L12. The S port is connected to the inlet of the third check valve 213.3, and the outlet of the third check valve 213.3 is connected to the pump body 213.1. The outlet of the pump body 213.1 is connected to the inlet of the fourth check valve 213.4, and the outlet of the fourth check valve 213.4 is connected to the P port of the manual pressurizing pump 213. The P port is connected to the oil circuit L2 through oil circuit L5.

[0045] When handle 213.2 is pulled outward to perform an oil suction action, the internal volume of pump body 213.1 increases, creating a negative pressure. The third check valve 213.3 is opened by the oil, and oil enters pump body 213.1 from port S through the third check valve 213.3. At the same time, the fourth check valve 213.4 remains closed under the action of the negative pressure of pump body 213.1 and the outlet pressure, blocking the backflow between pump body 213.1 and port P. When handle 213.2 is pushed inward to perform a pressurizing action, pump body 213.1... As the internal volume decreases, the oil is squeezed, and the third check valve 213.3 closes under the high pressure of the pump body 213.1, blocking the backflow from port S to the pump body 213.1. At the same time, the fourth check valve 213.4 is opened by the high-pressure oil in the pump body 213.1, and the oil flows from the pump body 213.1 through the fourth check valve 213.4 to output high-pressure oil to port P, then through oil circuit L5 into oil circuit L2, and finally reaches the piston rod 217.1 side oil chamber of the brake hydraulic cylinder 217 to establish the release pressure. The two check valves open and close alternately, converting the operator's mechanical force into pulsed high-pressure oil output.

[0046] As another specific implementation, the oil circuit also includes a brake replenishing oil circuit and a brake release replenishing oil circuit; the integrated valve group also includes a bladder oil tank 210, a first one-way valve 28 and a second one-way valve 29; the brake replenishing oil circuit is connected to the oil circuit L7 from the bladder oil tank 210 through oil circuit L13, the first one-way valve 28 and oil circuit L9, and the brake release replenishing oil circuit is connected to the oil circuit L1 from the bladder oil tank 210 through oil circuit L13, the second one-way valve 29 and oil circuit L4.

[0047] During braking, the bidirectional pump 25 rotates forward, and high-pressure oil is output from port A into the oil chamber on the piston rod 217.1 side, while port B forms a low-pressure suction side. At this time, the pressure in oil circuit L7 decreases. When it is lower than the oil pressure in the bladder oil tank 210, the first one-way valve 28 automatically opens, and the oil in the bladder oil tank 210 is replenished into oil circuit L7 through oil circuit L13, the first one-way valve 28, and oil circuit L9, and then drawn in through port B of the bidirectional pump 25, forming a complete suction and replenishment cycle, ensuring that the bidirectional pump 25 draws in enough oil and does not cause cavitation.

[0048] When the brake is released, the bidirectional pump 25 reverses, and high-pressure oil output from port B enters the oil chamber on the side of disc spring 217.4, while port A forms a low-pressure suction side. At this time, the pressure in oil circuit L1 decreases. When it falls below the pressure in the bladder tank 210, the second check valve 29 automatically opens, and the oil in the bladder tank 210 is replenished into oil circuit L1 via oil circuit L13, the second check valve 29, and oil circuit L4, and then drawn in through port A of the bidirectional pump 25, thus ensuring sufficient oil supply on the suction side. This solution solves the problem of insufficient oil supply on the suction side of the closed-loop oil circuit. The two check valves automatically open and close according to the pressure difference, requiring no electrical control. The replenishment action is synchronized with the suction action of the main pump, resulting in timely response, simple structure, and high reliability.

[0049] As another specific implementation, the integrated valve group also includes a first relief valve 26. The oil circuit L7 is connected to the P port of the first relief valve 26 through the oil circuit L8. The T port of the first relief valve 26 is connected to the bladder oil tank 210 through the oil circuit L13. When the pressure at the P port of the first relief valve 26 is higher than the set value, the P port and T port of the first relief valve 26 are connected, and the oil circuit L7 is depressurized. As another specific implementation, the integrated valve group further includes a second relief valve 27; the oil circuit L1 is connected to the P port of the second relief valve 27 through the oil circuit L3, and the T port of the second relief valve 27 is connected to the bladder oil tank 210 through the oil circuit L13. When the pressure at the P port of the second relief valve 27 is higher than the set value, the P port and T port of the second relief valve 27 are connected, and the oil circuit L1 is depressurized.

[0050] The first relief valve 26 is directly connected in parallel to the oil circuit L7, which is the outlet end of the brake circuit. It is specifically designed to monitor and limit the maximum pressure in the oil chamber on the disc spring 217.4 side during braking, preventing excessive oil pressure during braking from causing excessive braking, equipment impact, or even structural damage. The second relief valve 27 is directly connected in parallel to the oil circuit L1, which is the outlet end of the brake release circuit. It is specifically designed to monitor and limit the maximum pressure in the oil chamber on the piston rod 217.1 side during brake release, preventing excessive oil pressure during brake release from causing excessive compression of the disc spring 217.4, excessive stroke of the piston rod 217.1, or damage to the seals.

[0051] As another specific implementation, the oil circuit L7 is provided with a first pressure sensor 215 for detecting brake oil pressure; and / or, the oil circuit L2 is provided with a second pressure sensor 216 for detecting brake release oil pressure.

[0052] Both the first pressure sensor 215 and the second pressure sensor 216 are connected to the control unit 1. The first pressure sensor 215 monitors the pressure change in real time when the brake circuit supplies oil to the oil chamber on the disc spring 217.4 side; at the same time, in the safety braking mode, the first pressure sensor 215 can also monitor the oil pressure decay rate during the depressurization process, assisting in judging whether the braking response is normal. The second pressure sensor 216 monitors the pressure change in real time when the brake release circuit supplies oil to the oil chamber on the piston rod 217.1 side, allowing the control unit 1 to dynamically adjust the speed of the servo motor 22 according to the deviation between the actual brake oil pressure and the target oil pressure, achieving constant deceleration and precise braking. At the same time, when the brake release displacement reaches the target value but the oil pressure is abnormally high, potential faults can be identified in time; in emergency brake release conditions, the second pressure sensor 216 can also display whether the brake release oil pressure established by the manual pressurization pump 213 is sufficient, providing the operator with intuitive status indication.

[0053] In another specific embodiment, the disc brake actuator 3 includes a roller shaft 31, a brake disc 32, and a brake element 34; the brake disc 32 is fixedly connected to the roller shaft 31, and the roller shaft 31 drives the brake disc 32 to rotate; the brake element 34 is connected to the brake hydraulic cylinder 217 and acts on the brake disc 32, and the brake hydraulic cylinder 217 is integrated with the integrated EHA drive unit 2; the brake hydraulic cylinder 217 includes a cylinder body 217.3, and a piston rod 217.1 is provided inside the cylinder body 217.3. The piston rod 217.1 is connected to the brake element 34, and the oil inlet of the oil chamber near the brake element 34 of the brake hydraulic cylinder 217 is the release port, and the oil inlet of the oil chamber far from the brake element 34 of the brake hydraulic cylinder 217 is the brake port. The roller shaft 31 inputs external power into the braking system to control the rotation of external equipment. The brake disc 32 provides a friction braking interface, and the brake element 34 directly contacts the brake disc to generate friction torque and achieve braking. It is integrated with the integrated EHA drive unit 2, and the two are directly connected without intermediate transmission components. The brake hydraulic cylinder, as a container for converting hydraulic energy into mechanical force, directly controls the directional movement of the piston rod through two oil ports and acts on the brake element 34.

[0054] In another specific embodiment, the disc brake actuator 3 further includes a disc spring 217.4, which is installed in the inner cavity of the cylinder 217.3 and sleeved on the piston rod 217.1; the brake component 34 is a brake caliper 34.1, which is connected to the tail end of the piston rod 217.1. The piston rod 217.1 acts directly on the brake caliper 34.1. When the brake is released, the piston rod 217.1 compresses the disc spring 217.4. When braking, the disc spring 217.4 is released and acts on the brake caliper 34.1 through the piston rod 217.1 to provide braking force. The disc spring 217.4 is installed in the cylinder body cavity. When the brake is released, the piston rod 217.1 moves under hydraulic pressure and compresses the disc spring 217.4. When braking, the hydraulic pressure is removed, and the disc spring 217.4 releases its stored elastic potential energy, which pushes the brake caliper 34.1 to press against the brake disc 32 through the piston rod 217.1, converting the elastic potential energy into frictional braking torque. The oil inlet of the oil chamber near the brake element 34 of the brake hydraulic cylinder 217 is defined as the brake release port A, and the oil inlet of the oil chamber far from the brake element 34 of the brake hydraulic cylinder 217 is defined as the brake port B. The two ports correspond to different functional oil chambers, and the switching between brake release and braking conditions is achieved by controlling the oil inlet and outlet of different ports.

[0055] In another specific implementation, the disc brake actuator 3 further includes an encoder, which is installed on the shaft end of the drum shaft 31 for real-time detection of the drum speed. The control unit 1 is connected to the encoder and calculates the real-time deceleration based on the drum speed. In the closed-loop braking mode, the target oil pressure is dynamically adjusted to maintain constant deceleration during the braking process, avoiding impact or slippage. At the same time, the speed signal can also help identify abnormal operating conditions, such as a sudden increase in speed or reverse rotation, which can trigger protection actions in a timely manner.

[0056] In another specific implementation, the braking component 34 further includes a temperature sensor 34.2; the temperature sensor 34.2 is mounted on the brake caliper 34.1 and is used to detect the temperature of the brake caliper 34.1 in real time. When the cumulative displacement exceeds the alarm value, it indicates that the brake caliper 34.1 is worn to the point where it needs to be replaced. The system will issue an early warning, and when the wear reaches the limit value, it will directly alarm and lock the brake to prevent operation with a fault. The temperature sensor 34.2 is connected to the control unit 1. After braking, if the temperature is detected to exceed the safe range, the system will determine that the brake caliper 34.1 is in an unhealthy state, immediately alarm and lock the brake, prohibiting the restart of braking, and avoiding secondary braking under high temperature and vulnerable conditions that could damage the equipment.

[0057] In another specific embodiment, the brake hydraulic cylinder 217 further includes a displacement sensor 217.2; the displacement sensor 217.2 is mounted on the piston rod 217.1 and is used to detect the displacement of the piston rod 217.1 in real time. The displacement sensor 217.2 is connected to the control unit 1. The displacement sensor 217.2 monitors the brake clearance in real time and realizes automatic adjustment. The temperature sensor 217.5 monitors the health status of the brake caliper 34.1 in real time. The multi-condition recognition logic built into the control unit 1 realizes automatic switching between various modes such as brake release, closed-loop braking, and safety braking, enabling the system to have intelligent braking capabilities of self-sensing, self-diagnosis, and self-adaptation.

[0058] A winch disc brake method based on EHA includes the following operating conditions: Brake release condition: such as Figure 1 As shown, after receiving the brake release control command, the control unit 1 controls the servo motor 22 to rotate forward. The A port of the bidirectional pump 25 outputs high-pressure oil. The high-pressure oil flows sequentially through oil circuit L1, the first isolation valve 211, and oil circuit L2 into the brake release port of the brake hydraulic cylinder 217, that is, the oil inlet of the oil chamber near the brake component 34. This pushes the piston rod 217.1 to move to the left and compresses the disc spring 217.4, causing the brake caliper 34.1 to separate from the brake disc 32 and achieve brake release. The brake port oil of the brake hydraulic cylinder 217 flows sequentially through oil circuit L7 and oil circuit L8 into the B port of the bidirectional pump 25. Braking conditions: such as Figure 1As shown, after receiving the braking command, the control unit 1 controls the servo motor 22 to reverse, and the B port of the bidirectional pump 25 outputs high-pressure oil. The high-pressure oil flows into the brake port of the brake hydraulic cylinder 217 through the oil circuit L7, that is, the oil inlet of the oil chamber on the far side of the brake component 34. The piston rod 217.1 moves to the right and releases the disc spring 217.4, so that the brake caliper 34.1 clamps the brake disc 32 to achieve braking. Safe braking conditions: such as Figure 2 As shown, when the system experiences a power outage, malfunction, or receives an emergency braking signal, the servo motor 22 stops, the electronically controlled directional valve 214 loses power and reverses direction, and the release port of the brake hydraulic cylinder 217 and the brake port of the brake hydraulic cylinder 217 are connected through the P port and A port of the electronically controlled directional valve 214. That is, the oil chamber on the near brake element 34 side is directly connected to the oil chamber on the far brake element 34 side, and the oil pressure on both sides is equal. The disc spring 217.4 releases its elastic force to push the piston rod 217.1 to the right, so that the brake caliper 34.1 quickly clamps the brake disc 32 to achieve emergency braking.

[0059] As another specific implementation method, it also includes: Emergency brake release and isolation control conditions: such as Figure 3 As shown, when the integrated EHA drive unit 2 malfunctions or loses power and requires manual emergency brake release, the first isolation valve 211 is closed to block the passage between the A port of the bidirectional pump 25 and the brake release port of the brake hydraulic cylinder 217, and the second isolation valve 212 is opened; the handle 213.2 of the manual pressurizing pump 213 is operated, and the pump body 213.1 draws oil from the brake port of the brake hydraulic cylinder 217. The oil flows sequentially through oil circuit L7, oil circuit L10, the second isolation valve 212, oil circuit L12, the S port of the manual pressurizing pump 213, and the third check valve 213. .3. The oil enters the pump body 213.1. When the pump body 213.1 is loaded, the high-pressure oil flows through the fourth check valve 213.4, the P port of the manual pressurizing pump 213, oil line L5, and oil line L2 into the release port of the brake hydraulic cylinder 217, that is, the oil inlet of the oil chamber near the brake component 34, pushing the piston rod 217.1 to the left to compress the disc spring 217.4, thereby realizing emergency manual release of the brake; the brake port oil of the brake hydraulic cylinder 217 enters the S port of the manual pressurizing pump 213 in sequence through oil line L7, oil line L10, second isolation valve 212, and oil line L12.

[0060] A winch disc brake control method based on EHA includes the following steps: S1. System power-on initialization: When the system is powered on again, the control unit 1 reads the preset parameters, which include the maximum working pressure, the target displacement of the brake release, the braking deceleration, and the safety protection threshold, and completes the system self-test and parameter configuration. S2. Real-time data acquisition: The signal detection module works continuously. The first pressure sensor 215 acquires the oil chamber pressure signal on the disc spring 217.4 side of the brake hydraulic cylinder 217 in real time. The second pressure sensor 216 acquires the oil chamber pressure signal on the piston rod 217.1 side of the brake hydraulic cylinder 217 in real time. The displacement sensor 217.2 acquires the displacement signal of the piston rod 217.1 in the cylinder body 217.3 in real time. The drum speed encoder acquires the drum shaft 31 speed signal in real time. The temperature sensor 34.2 acquires the brake caliper 34.1 temperature signal in real time. All signals are synchronously transmitted to the control unit 1. S3. Operating condition identification and mode switching: The control unit 1 receives instructions from the host computer, switches to the brake release mode, closed-loop braking mode or safety braking mode according to the current operating condition, and feeds back the real-time collected data and operating condition status to the host computer for display or alarm. S4. Fault diagnosis and emergency handling: The control unit 1 compares the pressure, displacement, and temperature data with the preset threshold in real time. If the data exceeds the normal range, it is determined that the system has a jamming or leakage fault, and the alarm is immediately activated and braking is performed. After braking is completed, if the temperature of the brake caliper 34.1 is detected to be higher than the normal range, it is determined that the temperature of the brake caliper 34.1 is high and the braking capacity is reduced. The alarm is immediately activated and the braking state is locked to avoid secondary braking.

[0061] Available for selection The brake release mode is as follows: After receiving the brake release control command, the control unit 1 switches to a displacement-speed dual closed-loop PID adjustment mode. The outer loop is a displacement closed-loop PID control, and the inner loop is a servo motor 22 speed closed-loop PID control. The control unit 1 reads the current data of the displacement sensor 217.2 as the reference data, drives the servo motor 22 to rotate forward, and the pressure oil output from port A of the bidirectional pump 25 enters the oil chamber on the piston rod 217.1 side of the brake component 34 through the oil circuit to establish oil pressure, pushes the piston rod 217.1 to the left and compresses the disc spring 217.4, so that the brake caliper 34.1 separates from the brake disc 32. The displacement sensor 217.2 provides real-time feedback of the brake caliper 34.1 gap data. Through dual closed-loop PID adjustment, the brake release displacement is kept within the preset deviation range. When the brake release command is received again after braking, the current data of the displacement sensor 217.2 is read again as the reference data, and the above brake release action is executed again to realize automatic adjustment of the brake gap. The closed-loop braking mode is as follows: After receiving the closed-loop braking command, the control unit 1 issues a pressure control target value. The pressure value fed back in real time by the second pressure sensor 216 at the release port of the brake hydraulic cylinder 217 is compared with the pressure control target value for PID adjustment. When the real-time pressure of the second pressure sensor 216 is higher than the target pressure value, the servo motor 22 is reversed, and the B port of the bidirectional pump 25 outputs high-pressure oil. The high-pressure oil flows into the brake port of the brake hydraulic cylinder 217 through the oil circuit L7, that is, the oil inlet of the oil chamber on the far side of the brake element 34. The piston rod 217.1 moves to the right and releases the disc spring 217.4, so that the brake caliper 34.1 clamps the brake disc 32. The braking process begins; the hydraulic fluid from the release port of the brake cylinder 217 flows sequentially through oil circuit L2, the first isolation valve 211, and oil circuit L1 into port A of the bidirectional pump 25; when the real-time pressure of the second pressure sensor 216 is lower than the target pressure value, the servo motor 22 is controlled to rotate forward, and port A of the bidirectional pump 25 outputs high-pressure oil. The high-pressure oil flows sequentially through oil circuit L1, the first isolation valve 211, and oil circuit L2 into the release port of the brake cylinder 217, causing the piston rod 217.1 to move to the left and compress the disc spring 217.4, causing the brake caliper 34.1 to release the brake disc 32, thereby reducing the braking force; the hydraulic fluid from the brake port of the brake cylinder 217 flows into port B of the bidirectional pump 25 through oil circuit L7; The safety braking mode is as follows: When the system experiences a power outage, malfunction, or receives an emergency braking signal, the servo motor 22 stops, the electronically controlled reversing valve 214 loses power and reverses, and the oil chamber on the piston rod 217.1 side of the brake component 34 is connected to the oil chamber on the disc spring 217.4 side through the electronically controlled reversing valve 214. The oil pressure on both sides is equal, and the disc spring 217.4 releases its elastic force to push the piston rod 217.1 so that the brake caliper 34.1 clamps the brake disc 32, thereby achieving rapid braking.

[0062] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. The invention extends to any new features or combinations disclosed in this specification, and any modifications, equivalent substitutions, and improvements made within the spirit and principles of the invention should be included within the scope of protection of the invention. It is obvious to those skilled in the art that the invention is not limited to the details of the above exemplary embodiments, and that detailed technical features not disclosed in this embodiment, such as specific structures, are all prior art and can be obtained by those skilled in the art from the prior art. The connection method can be a fixed connection, a detachable connection, or an integral part; it can be a fixed connection, a movable connection, or a hinged connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific manner of the above terms in the embodiments of the present invention according to the specific circumstances, and this disclosure does not specifically limit this aspect.

Claims

1. A winch disc brake control system based on EHA, characterized in that: Includes a control unit (1), which connects to and controls an integrated EHA drive unit (2), which connects to a disc brake actuator (3), and the integrated EHA drive unit (2) is connected to and provides feedback to the control unit (1) through a brake hydraulic cylinder (217) and the disc brake actuator (3).

2. The control system as described in claim 1, characterized in that: The integrated EHA drive unit (2) includes a drive power section, an integrated valve group, and an oil circuit connecting the drive power section and the integrated valve group. The oil circuit includes a brake release circuit, a braking circuit, and a safety braking circuit.

3. The control system as described in claim 2, characterized in that: The driving power unit includes a motor driver (21), a servo motor (22), a motor encoder (23), a coupling (24), and a bidirectional pump (25). The motor driver (21) is connected to the servo motor (22), the motor encoder (23) is installed at the tail end of the servo motor (22), and the output shaft of the servo motor (22) is mechanically connected to the input shaft of the bidirectional pump (25) through the coupling (24).

4. The control system as described in claim 3, characterized in that: The bidirectional pump (25) has port A and port B. Port A and port B of the bidirectional pump (25) are respectively connected to the release port and brake port of the brake hydraulic cylinder (217) through oil circuits. When the bidirectional pump (25) rotates forward, port B is the suction port and port A is the high-pressure port. When the bidirectional pump (25) rotates in reverse, port A is the suction port and port B is the high-pressure port. The brake release circuit is connected from port A of the bidirectional pump (25) to the brake release port of the brake hydraulic cylinder (217) through oil circuit L1; The braking circuit is connected from port B of the bidirectional pump (25) to the brake port of the brake hydraulic cylinder (217) through oil circuit L7; The integrated valve group also includes an electrically controlled directional valve (214); the safety braking oil circuit is connected from oil circuit L2 through oil circuit L6, electrically controlled directional valve (214), oil circuit L11 and oil circuit L7. The electrically controlled directional valve (214) is energized under normal operating conditions, and its P port and A port are closed; the electrically controlled directional valve (214) is de-energized during fault / power failure / emergency braking, and its P port and A port are connected.

5. The control system as described in claim 4, characterized in that: The oil circuit also includes an emergency release isolation control circuit, and the integrated valve group also includes a first isolation valve (211), a manual pressurizing pump (213), and a second isolation valve (212). The emergency release isolation control oil circuit is connected from the oil circuit L1 through the first isolation valve (211) and the oil circuit L2 to the release port of the brake hydraulic cylinder (217). The first isolation valve (211) is normally open under normal operating conditions and is closed during emergency release. The oil circuit L2 is connected to the outlet of the manual booster pump (213) via the oil circuit L5, and the outlet of the manual booster pump (213) is unidirectional. The oil circuit L7 is connected to the inlet of the second isolation valve (212) via the oil circuit L10, and the outlet of the second isolation valve (212) is connected to the inlet of the manual booster pump (213). The second isolation valve (212) is normally closed and isolated under normal operating conditions, and is normally open and closed during emergency braking.

6. The control system as described in claim 5, characterized in that: The manual booster pump (213) includes a pump body (213.1), a handle (213.2), a third check valve (213.3), and a fourth check valve (213.4). The S port of the manual booster pump (213) is connected to the outlet of the second isolation valve (212) through oil circuit L12. The S port is connected to the inlet of the third check valve (213.3). The outlet of the third check valve (213.3) is connected to the pump body (213.1). The outlet of the pump body (213.1) is connected to the inlet of the fourth check valve (213.4). The outlet of the fourth check valve (213.4) is connected to the P port of the manual booster pump (213). The P port is connected to the oil circuit L2 through oil circuit L5.

7. The control system as described in claim 4 or 5, characterized in that: The oil circuit also includes a brake replenishment oil circuit and a brake release replenishment oil circuit; the integrated valve group also includes a bladder oil tank (210), a first check valve (28), and a second check valve (29); the brake replenishment oil circuit is connected to the oil circuit L7 from the bladder oil tank (210) through oil circuit L13, the first check valve (28), and oil circuit L9; the brake release replenishment oil circuit is connected to the oil circuit L1 from the bladder oil tank (210) through oil circuit L13, the second check valve (29), and oil circuit L4.

8. The control system as described in claim 7, characterized in that: The integrated valve group also includes a first relief valve (26). The oil circuit L7 is connected to the P port of the first relief valve (26) through the oil circuit L8. The T port of the first relief valve (26) is connected to the bladder oil tank (210) through the oil circuit L13. When the pressure at the P port of the first relief valve (26) is higher than the set value, the P port of the first relief valve (26) is connected to the T port, and the oil circuit L7 is depressurized. And / or, the integrated valve group further includes a second relief valve (27); the oil circuit L1 is connected to the P port of the second relief valve (27) through the oil circuit L3, the T port of the second relief valve (27) is connected to the bladder oil tank (210) through the oil circuit L13, when the pressure at the P port of the second relief valve (27) is higher than the set value, the P port of the second relief valve (27) is connected to the T port, and the oil circuit L1 is depressurized.

9. The control system as described in claim 4 or 5, characterized in that: The oil circuit L7 is provided with a first pressure sensor (215) for detecting brake oil pressure; and / or, the oil circuit L2 is provided with a second pressure sensor (216) for detecting brake release oil pressure.

10. The control system as described in claim 1, characterized in that: The disc brake actuator (3) includes a roller shaft (31), a brake disc (32), and a brake element (34); the brake disc (32) is fixedly connected to the roller shaft (31), and the roller shaft (31) drives the brake disc (32) to rotate; the brake element (34) is connected to the brake hydraulic cylinder (217) and acts on the brake disc (32), and the brake hydraulic cylinder (217) is integrated with the integrated EHA drive unit (2); the brake hydraulic cylinder (217) includes a cylinder body (217.3), and a piston rod (217.1) is provided in the cylinder body (217.3). The piston rod (217.1) is connected to the brake element (34). The oil inlet of the oil chamber near the brake element (34) of the brake hydraulic cylinder (217) is the release port, and the oil inlet of the oil chamber far from the brake element (34) of the brake hydraulic cylinder (217) is the brake port.

11. The control system as described in claim 10, characterized in that: The disc brake actuator (3) further includes a disc spring (217.4), which is installed in the inner cavity of the cylinder (217.3) and sleeved on the piston rod (217.1); the brake component (34) is a brake caliper (34.1), which is connected to the tail end of the piston rod (217.1). The piston rod (217.1) acts directly on the brake caliper (34.1). When the brake is released, the piston rod (217.1) compresses the disc spring (217.4). When braking, the disc spring (217.4) is released and acts on the brake caliper (34.1) through the piston rod (217.1) to provide braking force.

12. The control system as described in claim 11, characterized in that: The disc brake actuator (3) further includes an encoder, which is installed on the shaft end of the roller shaft (31) for real-time detection of the roller speed; and / or, the brake element (34) further includes a temperature sensor (34.2); the temperature sensor (34.2) is installed on the brake caliper (34.1) for real-time detection of the temperature of the brake caliper (34.1); and / or, the brake hydraulic cylinder (217) further includes a displacement sensor (217.2); the displacement sensor (217.2) is installed on the piston rod (217.1) for real-time detection of the displacement of the piston rod (217.1).

13. A winch disc braking method based on EHA, characterized in that: Including the following working conditions: Brake release condition: After receiving the brake release control command, the control unit (1) controls the servo motor (22) to rotate forward, and the A port of the bidirectional pump (25) outputs high pressure oil. The high pressure oil flows into the brake release port of the brake hydraulic cylinder (217) through oil circuit L1, the first isolation valve (211), and oil circuit L2, which is the oil inlet of the oil chamber near the brake component (34). This pushes the piston rod (217.1) to move to the left and compresses the disc spring (217.4), so that the brake caliper (34.1) separates from the brake disc (32) to release the brake. The brake port oil of the brake hydraulic cylinder (217) enters the B port of the bidirectional pump (25) through oil circuit L7 and oil circuit L8. Braking condition: After receiving the braking command, the control unit (1) controls the servo motor (22) to reverse, and the B port of the bidirectional pump (25) outputs high pressure oil. The high pressure oil flows into the brake port of the brake hydraulic cylinder (217) through the oil circuit L7, that is, the oil inlet of the oil chamber on the far side of the brake element (34). The piston rod (217.1) moves to the right and releases the disc spring (217.4), so that the brake caliper (34.1) clamps the brake disc (32) to achieve braking. Safety braking condition: When the system experiences a power outage, malfunction, or receives an emergency braking signal, the servo motor (22) stops, the electronically controlled directional valve (214) loses power and reverses, and the release port of the brake hydraulic cylinder (217) and the brake port of the brake hydraulic cylinder (217) are connected through the P port and A port of the electronically controlled directional valve (214). That is, the oil chamber on the near brake element (34) side is directly connected to the oil chamber on the far brake element (34) side, and the oil pressure on both sides is equal. The disc spring (217.4) releases its elastic force to push the piston rod (217.1) to the right, so that the brake caliper (34.1) quickly clamps the brake disc (32) to achieve emergency braking.

14. The method of claim 13, characterized in that: It also includes emergency brake release isolation control mode: when the integrated EHA drive unit (2) fails or loses power and manual emergency brake release is required, the first isolation valve (211) is closed to block the passage between port A of the bidirectional pump (25) and port A of the brake (34), and the second isolation valve (212) is opened; the handle of the manual booster pump (213) is operated, and the pump body draws oil from port B of the brake (34). The oil flows sequentially through oil circuit L7, oil circuit L10, second isolation valve (212), oil circuit L12, and manual booster pump (213). The oil enters the pump body through the S port and the third check valve. When the pump body is loaded, the high pressure oil flows into the A port of the brake (34) through the fourth check valve, the P port of the manual pressurizing pump (213), the oil circuit L5, and the oil circuit L2, which is the oil chamber on the side of the piston rod (217.1). This pushes the piston rod (217.1) to move to the left to compress the disc spring (217.4) and realize emergency manual release. The oil from the B port of the brake (34) enters the S port of the manual pressurizing pump (213) through the oil circuit L7, the oil circuit L10, the second isolation valve (212), and the oil circuit L12.

15. A winch disc brake control method based on EHA, characterized in that: Includes the following steps: S1. System power-on initialization: When the system is powered on again, the control unit (1) reads the preset parameters, which include the maximum working pressure, the target displacement of the brake release, the braking deceleration, and the safety protection threshold, and completes the system self-test and parameter configuration. S2. Real-time data acquisition: The signal detection module works continuously. The first pressure sensor (215) acquires the oil chamber pressure signal on the disc spring (217.4) side of the brake (34) in real time. The second pressure sensor (216) acquires the oil chamber pressure signal on the piston rod (217.1) side of the brake (34) in real time. The displacement sensor (33.2) acquires the displacement signal of the piston rod (217.1) in real time. The drum speed encoder acquires the speed signal of the drum shaft (31) in real time. The temperature sensor (34.2) acquires the temperature signal of the brake caliper (34.1) in real time. All signals are synchronously transmitted to the control unit (1). S3, Operating condition identification and mode switching: The control unit (1) receives the instruction from the host computer, switches to the brake release mode, closed-loop braking mode or safety braking mode according to the current operating condition, and feeds back the real-time collected data and operating condition status to the host computer for display or alarm. S4. Fault diagnosis and emergency handling: The control unit (1) compares the pressure, displacement and temperature data with the preset threshold in real time. If the data exceeds the normal range, it is judged that the system has a jamming or leakage fault, and the alarm is immediately started and braking is performed. After braking is completed, if the temperature of the brake caliper (34.1) is detected to be higher than the normal range, it is judged that the temperature of the brake caliper (34.1) is high and the braking capacity is reduced. The alarm is immediately started and the braking status is locked to avoid secondary braking.

16. The method of claim 15, characterized in that: The brake release mode is as follows: After the control unit (1) receives the brake release control command, the system switches to the displacement-speed dual closed-loop PID adjustment mode. The outer loop is displacement closed-loop PID control, and the inner loop is servo motor (22) speed closed-loop PID control. The control unit (1) reads the current data of the displacement sensor (217.2) as the reference data, drives the servo motor (22) to rotate forward, and the pressure oil output from port A of the bidirectional pump (25) enters the oil chamber on the piston rod (217.1) side of the brake component (34) through the oil circuit to establish oil pressure, pushes the piston rod (217.1) to move to the left and compresses the disc spring (217.4), so that the brake caliper (34.1) is separated from the brake disc (32). The displacement sensor (217.2) provides real-time feedback of the brake caliper (34.1) gap data. The brake release displacement is kept within the preset deviation range through dual closed-loop PID adjustment. When the brake release command is received again after braking, the current displacement sensor (217.2) data is read again as the reference data, and the above brake release action is executed again to realize automatic adjustment of the brake gap. The closed-loop braking mode is as follows: After receiving the closed-loop braking command, the control unit (1) issues a pressure control target value. The pressure value is compared with the pressure control target value in real time by the second pressure sensor (216) at the release port of the brake hydraulic cylinder (217). PID adjustment is performed. When the real-time pressure of the second pressure sensor (216) is higher than the target pressure value, the servo motor (22) is reversed. The B port of the bidirectional pump (25) outputs high-pressure oil. The high-pressure oil flows into the brake port of the brake hydraulic cylinder (217) through the oil circuit L7, that is, the oil inlet of the oil chamber on the far side of the brake element (34). The piston rod (217.1) moves to the right and releases the disc spring (217.4), so that the brake caliper (34.1) clamps the brake disc (32). Braking is achieved; the hydraulic oil from the release port of the brake hydraulic cylinder (217) enters the A port of the bidirectional pump (25) sequentially through oil circuit L2, the first isolation valve (211), and oil circuit L1; when the real-time pressure of the second pressure sensor (216) is lower than the target pressure value, the servo motor (22) is controlled to rotate forward, and the A port of the bidirectional pump (25) outputs high-pressure oil. The high-pressure oil flows into the release port of the brake hydraulic cylinder (217) sequentially through oil circuit L1, the first isolation valve (211), and oil circuit L2. The piston rod (217.1) moves to the left and compresses the disc spring (217.4), causing the brake caliper (34.1) to release the brake disc (32) and reduce the braking force; the hydraulic oil from the brake port of the brake hydraulic cylinder (217) enters the B port of the bidirectional pump (25) through oil circuit L7; The safe braking mode is as follows: when the system loses power, malfunctions, or receives an emergency braking signal, the servo motor (22) stops, the electronically controlled reversing valve (214) loses power and reverses, and the oil chamber on the piston rod (217.1) side of the brake component (34) and the oil chamber on the disc spring (217.4) side are connected through the electronically controlled reversing valve (214). The oil pressure on both sides is equal, and the disc spring (217.4) releases its elastic force to push the piston rod (217.1) so that the brake caliper (34.1) clamps the brake disc (32) to achieve rapid braking.

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