Emergency hydraulic control system

Abstract

The utility model relates to the technical field of hydraulic control, and provides an emergency hydraulic control system which is provided with an emergency control module connected with a steering pump assembly in parallel, the emergency control module comprises an emergency pump assembly and a flow control valve, the emergency pump assembly and the steering pump assembly are backed up, the shutdown risk caused by a single hydraulic fault is reduced, and the system reliability is improved. It can be ensured that the vehicle can still turn to avoid obstacles or stop in a safe area in emergency; a flow control valve is designed for flow control to selectively communicate with an oil way so as to achieve the steering or trailer function, if a main system loses pressure, an emergency pump assembly can unlock a service braking module (such as a trailer braking valve corresponding to a hydraulic release type brake) through the flow control valve, whole machine steering can be achieved in the trailer process, and the service life of the trailer is prolonged. The whole machine can be dragged out easily, trailer difficulty caused by sudden locking of equipment is avoided, safety, reliability and operation efficiency can be remarkably improved, cost is low, and the device is particularly suitable for the high-risk narrow underground environment.

Description

An emergency hydraulic control system Technical Field

[0001] This utility model relates to the field of hydraulic control technology, and in particular to an emergency hydraulic control system. Background Technology

[0002] Downhole working environments are extremely complex and high-risk, representing typical confined space operations. Their unique characteristics place extremely high demands on equipment, personnel, and management. Installing an underground emergency hydraulic control system in working equipment (such as multi-functional auxiliary transport or traction vehicles) is a core technological means to ensure personnel safety, equipment integrity, and disaster control. Its reliability, rapid response capability, and environmental adaptability make it an irreplaceable solution in special environments. Combining this with intelligent monitoring (such as pressure sensors and remote control) can further optimize emergency response efficiency.

[0003] Downhole environments are often characterized by high temperatures, high pressures, high humidity, and corrosive gases or dust. Hydraulic systems, with their high power density and resistance to contamination, can operate stably even in the event of mechanical or electrical system failure. Hydraulic systems require no electricity (or only an explosion-proof motor), avoiding the risk of explosions caused by electrical sparks and complying with downhole safety regulations.

[0004] However, in existing equipment, when the hydraulic pump fails, the power source is lost, and both the steering and braking systems become inoperable. This typically requires two separate emergency control systems to support the steering and traction systems respectively, leading to high equipment costs. Summary of the Invention

[0005] This utility model provides an emergency hydraulic control system, which solves the technical problems of existing hydraulic equipment lacking a complete emergency system, failing to meet the needs of whole machine towing and steering in emergency situations, resulting in high equipment costs and low safety factors.

[0006] To address the above technical problems, this utility model provides an emergency hydraulic control system, including a power steering module, a service brake module, a steering pump assembly, a hydraulic motor, and a priority valve; the input end of the steering pump assembly is connected to an oil tank, and the output end is connected to a flow control valve; the hydraulic motor is connected to the service brake module and the priority valve; it also includes an emergency control module connected in parallel with the steering pump assembly, the emergency control module including an emergency pump assembly and a flow control valve; the input end of the emergency pump assembly is connected to an oil tank, and the output end is connected to the flow control valve; the outlet A of the flow control valve is connected to the service brake module, and the outlet B is connected to the power steering module.

[0007] This basic solution includes an emergency control module connected in parallel with the steering pump assembly. This module comprises an emergency pump assembly and a flow control valve. The emergency pump assembly serves as a backup for the steering pump assembly, reducing the risk of downtime due to a single hydraulic failure. It ensures the vehicle can still steer to avoid obstacles or stop at a safe area in emergencies. The flow control valve is designed to selectively connect the oil circuit for flow control, enabling steering or towing functions. If the main system loses pressure, the emergency pump assembly can unlock the service brake module (such as the trailer brake valve corresponding to a hydraulic release brake) via the flow control valve, preventing towing difficulties caused by sudden tire lock-up (i.e., requiring a very high-powered tow truck to tow the vehicle when the tires are locked, whereas unlocking the service brake module allows for towing with a less powerful tow truck). This significantly improves safety, reliability, and operational efficiency, while remaining cost-effective, making it particularly suitable for high-risk, narrow downhole environments.

[0008] In a further embodiment, the emergency pump assembly includes an emergency steering pump, a motor, and a first check valve; the motor is connected to the vehicle battery and electrically connected to the emergency steering pump; the inlet of the emergency steering pump is connected to the fuel tank, and the outlet of the emergency steering pump is provided with the first check valve; the outlet of the first check valve is connected to the flow control valve.

[0009] This solution features an emergency pump assembly (steering pump + motor) to achieve automated, modular, and highly reliable emergency feedback, significantly improving the survivability and operational safety of downhole equipment, and is especially suitable for harsh environments with extremely low fault tolerance; at the same time, a first check valve is installed to isolate the oil circuit from the main oil circuit.

[0010] In a further embodiment, the emergency pump assembly further includes a first safety valve, the inlet of which is located between the emergency steering pump and the first check valve, and its outlet is connected to the oil tank.

[0011] This solution incorporates a first safety valve between the emergency steering pump and the first check valve to prevent hardware damage caused by overpressure, thereby protecting critical components. This ensures precise and reliable steering / braking control, stabilizes system performance, optimizes energy utilization, enhances survivability, and extends emergency response time.

[0012] In a further embodiment, the flow control valve includes a first reversing valve, a second reversing valve, a first pressure reducing valve, and a first relief valve;

[0013] The inlet of the first pressure reducing valve is connected to the emergency pump assembly, and the outlet is connected to the inlet of the first reversing valve; the inlet of the first overflow valve is connected to the outlet of the first pressure reducing valve, and the outlet is connected to the oil tank.

[0014] The control terminal of the first reversing valve is connected to the vehicle host, and its oil outlet A is connected to the control terminal of the second reversing valve; the oil inlet of the second reversing valve is connected to the emergency pump assembly, the oil outlet A is connected to the service brake module, and the oil outlet B is connected to the power steering module.

[0015] Under normal operating conditions, neither the first directional valve nor the second directional valve is in operation.

[0016] When entering emergency mode, the first directional valve is not energized, and the oil inlet P of the second directional valve is connected to the oil outlet A to fill the service brake module with fluid. When the steering handle is moved, the first directional valve is energized, which pushes the main valve stem of the second directional valve to the right, and the oil inlet P of the second directional valve is connected to the oil outlet B to support the power steering module to perform steering work.

[0017] This solution addresses the equipment's functional requirements in emergency situations. Through the coordinated control of the first and second directional control valves, it automatically switches between fluid charging of the service brake module and operation of the power steering module during emergencies. In the default state (first directional control valve de-energized): the second directional control valve's P→A switch is activated, prioritizing fluid charging of the service brake module to ensure the braking system is always available (i.e., prioritizing towing functionality). When steering is required (first directional control valve energized): the second directional control valve switches to P→B, prioritizing fluid supply to the power steering module to ensure steering flexibility. Dynamic allocation of limited hydraulic resources (small emergency pump flow) avoids insufficient pressure caused by simultaneous braking and steering actions, distributing fluid as needed to extend emergency duration. The first pressure-reducing valve lowers the high-pressure oil circuit to the stable pressure required by the directional control valve. When the first pressure-reducing valve fails or downstream blockage occurs, the first relief valve acts as a safety valve, promptly releasing pressure to prevent sudden pressure surges that could damage pipes or components. The first pressure-reducing valve regulates the working pressure, while the first relief valve limits the maximum pressure; both work together to ensure the directional control valve operates within a safe range.

[0018] In a further implementation, the first directional valve is a two-position three-way electrically controlled directional valve, which serves as the pilot valve for the second directional valve and is connected to the vehicle-mounted host.

[0019] This solution is designed so that the steering handle action directly triggers the first directional valve to power up, without the need for manual intervention or additional control signals. During emergency steering control, the response speed is fast and the operation is seamless.

[0020] In a further embodiment, the second directional valve is a two-position three-way hydraulically controlled directional valve.

[0021] The second directional valve in this solution uses a hydraulically driven main valve stem to precisely control the direction, pressure, and flow of the hydraulic system. It has the key characteristic of high pressure resistance, and the default is to ensure braking. Steering requires active triggering, and the oil circuit is switched only when steering, which ensures high safety.

[0022] In a further embodiment, a second check valve is also included, which is disposed on the oil outlet of the priority valve.

[0023] In a further embodiment, a third check valve is also included, which is disposed on the oil outlet of the steering pump assembly.

[0024] This solution involves installing a second check valve and a third check valve at the outlet of the hydraulic motor and the outlet of the steering pump assembly in the main oil circuit, respectively, to isolate the oil circuit and the critical circuit, ensuring independent and stable function and preventing component damage or loss of control due to backflow.

[0025] In a further embodiment, the service braking module includes a charging valve, an accumulator, and a brake valve; the inlet of the charging valve is connected to the outlet A of the flow control valve, and the outlet is connected to the inlet of the accumulator; the outlet of the accumulator is connected to the inlet of the brake valve; and the working port of the brake valve is connected to the brake cylinder.

[0026] In a further embodiment, the power steering module includes a distribution valve, a steering valve, and a steering cylinder connected in sequence, wherein the distribution valve is connected to the outlet B of the flow control valve.

[0027] This solution connects the oil outlet A of the flow control valve to the service brake module (including the charging valve, accumulator, and brake valve). Based on the functional characteristics of the accumulator, when a steering requirement occurs, the oil outlet B of the flow control valve is connected to the power steering module. The accumulator can still support the towing requirement for a long time, thereby realizing the steering of the whole machine during the towing process, which is conducive to the whole machine being towed out. Attached Figure Description

[0028] Figure 1 is an overall structural diagram of an emergency hydraulic control system provided in an embodiment of the present invention;

[0029] Figure 2 is a partial structural diagram of Figure 1 provided in an embodiment of this utility model;

[0030] Figure 3 is a partial structural diagram of Figure 1 provided in an embodiment of this utility model;

[0031] Figure 4 is a partial structural diagram of Figure 1 provided in an embodiment of this utility model;

[0032] The components include: emergency pump assembly 1, emergency steering pump 11, motor 12, first check valve 13, first safety valve 14; flow control valve 2, first reversing valve 21, second reversing valve 22, first pressure reducing valve 23, first overflow valve 24; power steering module 3 (not shown in the figure), filling valve 31, brake valve 32; service brake module 4 (not shown in the figure), distribution valve 41; steering pump assembly 5, hydraulic motor 6; second check valve 7, third check valve 8, priority valve 9, brake pump 10, and oil tank T1. Detailed Implementation

[0033] The embodiments of this utility model are described in detail below with reference to the accompanying drawings. The embodiments are given for illustrative purposes only and should not be construed as limiting the utility model. The accompanying drawings are for reference and illustration only and do not constitute a limitation on the scope of patent protection of this utility model, because many changes can be made to this utility model without departing from the spirit and scope of this utility model.

[0034] An emergency hydraulic control system provided by this utility model embodiment is shown in Figures 1 to 4. In this embodiment, it includes a power steering module 3, a service brake module 4, a steering pump assembly 5, a hydraulic motor 6, and a priority valve 9. The input end of the steering pump assembly 5 is connected to the oil tank T1, and the output end is connected to the flow control valve 2. The hydraulic motor 6 is connected to the service brake module 4 and the priority valve 9. It also includes an emergency control module connected in parallel with the steering pump assembly 5. The emergency control module includes an emergency pump assembly 1 and a flow control valve 2. The input end of the emergency pump assembly 1 is connected to the oil tank T1, and the output end is connected to the flow control valve 2. The oil outlet A of the flow control valve 2 is connected to the service brake module 4, and the oil outlet B is connected to the power steering module 3.

[0035] Among them, the steering pump assembly 5 (generally including a cooling pump and a steering pump) and the hydraulic motor 6 (connected to the brake pump 10) are conventional technologies in the field, and will not be described in detail in this embodiment.

[0036] In this embodiment, referring to Figure 2, the emergency pump assembly 1 includes an emergency steering pump 11, a motor 12, and a first check valve 13; the motor 12 is connected to the vehicle battery and electrically connected to the emergency steering pump 11; the oil inlet of the emergency steering pump 11 is connected to the oil tank T1, and the first check valve 13 is provided at the oil outlet; the oil outlet of the first check valve 13 is connected to the flow control valve 2.

[0037] This embodiment sets up an emergency pump assembly 1 (steering pump + motor 12) to achieve automated, modular, and highly reliable emergency feedback, significantly improving the survivability and operational safety of downhole equipment, and is especially suitable for harsh environments with extremely low fault tolerance; at the same time, a first check valve 13 is set up to isolate the oil circuit from the main oil circuit.

[0038] In this embodiment, the emergency pump assembly 1 further includes a first safety valve 14, the inlet of which is located between the emergency steering pump 11 and the first check valve 13, and its outlet is connected to the oil tank T1.

[0039] In this embodiment, a first safety valve 14 is provided between the emergency steering pump 11 and the first one-way valve 13 to avoid hardware damage caused by overpressure and protect critical components; thereby ensuring accurate and reliable steering / braking control and stabilizing system performance; at the same time, it optimizes energy utilization, enhances survivability, and extends emergency response time.

[0040] In this embodiment, referring to FIG2, the flow control valve 2 includes a first reversing valve 21, a second reversing valve 22, a first pressure reducing valve 23, and a first relief valve 24;

[0041] The inlet of the first pressure reducing valve 23 is connected to the emergency pump assembly 1, and the outlet is connected to the inlet of the first reversing valve 21; the inlet of the first overflow valve 24 is connected to the outlet of the first pressure reducing valve 23, and the outlet is connected to the oil tank T1.

[0042] The control terminal of the first reversing valve 21 is connected to the vehicle host, and its oil outlet A is connected to the control terminal of the second reversing valve 22; the oil inlet of the second reversing valve 22 is connected to the emergency pump assembly 1, the oil outlet A is connected to the service brake module 4, and the oil outlet B is connected to the power steering module 3.

[0043] Under normal operating conditions, the first directional valve 21 is not working, and the second directional valve 22 is not working.

[0044] When entering emergency mode, the first reversing valve 21 is not energized, and the oil inlet P of the second reversing valve 22 is connected to the oil outlet A to fill the service brake module 4 with fluid; when the steering handle is moved, the first reversing valve 21 is energized, which pushes the main valve stem of the second reversing valve 22 to the right, and the oil inlet P of the second reversing valve 22 is connected to the oil outlet B to support the power steering module 3 to perform steering work.

[0045] This embodiment addresses the equipment's functional requirements in emergency situations. Through the coordinated control of the first reversing valve 21 and the second reversing valve 22, it achieves automatic switching between fluid filling of the service brake module 4 and operation of the power steering module 3 in emergency situations. In the default state (first reversing valve 21 is not energized): the second reversing valve 22 is connected from P to A, prioritizing fluid filling of the service brake module 4 to ensure the braking system is always available (i.e., prioritizing towing functionality). When steering is required (first reversing valve 21 is energized): the second reversing valve 22 switches to P to B, prioritizing fluid supply to the power steering module 3 to ensure steering flexibility. Dynamically allocating limited hydraulic resources (small emergency pump flow) avoids insufficient pressure caused by simultaneous braking and steering, distributing fluid as needed to extend emergency duration. The first pressure reducing valve 23 reduces the high pressure oil circuit to the stable pressure required by the directional valve. When the first pressure reducing valve 23 fails or is blocked downstream, the first relief valve 24 acts as a safety valve to release pressure in time and prevent the system pressure from rising suddenly and damaging the pipeline or components. The first pressure reducing valve 23 regulates the working pressure, and the first relief valve 24 limits the maximum pressure. The two work together to ensure that the directional valve operates within a safe range.

[0046] In this embodiment, the first reversing valve 21 is a two-position three-way electrically controlled reversing valve, which serves as the pilot valve for the second reversing valve 22 and is connected to the vehicle-mounted main unit. The first reversing valve 21 is normally closed.

[0047] In this embodiment, the steering handle action directly triggers the first reversing valve 21 to power on, without the need for manual intervention or additional control signals. This results in a fast response speed and seamless operation during emergency steering control.

[0048] In this embodiment, the second directional valve 22 is a two-position three-way hydraulic directional valve.

[0049] In this embodiment, the second directional valve 22 uses a hydraulically driven main valve stem to precisely control the direction, pressure, and flow of the hydraulic system. It has the key characteristic of high pressure resistance, and the default braking is guaranteed. Steering requires active triggering, and the oil circuit is switched only when steering, which ensures high safety.

[0050] In this embodiment, a second check valve 7 is also included, which is disposed on the oil outlet of the priority valve 9.

[0051] In this embodiment, a third check valve 8 is also included, which is disposed on the oil outlet of the steering pump assembly 5.

[0052] In this embodiment, a second check valve 7 and a third check valve 8 are respectively installed at the oil outlet of the hydraulic motor 6 and the oil outlet of the steering pump assembly 5 in the main oil circuit to isolate the oil circuit, isolate the critical circuit, ensure independent and stable function, and prevent component damage or loss of control due to backflow.

[0053] In this embodiment, referring to Figure 4, the vehicle braking module 4 includes a filling valve 31, an accumulator (not shown in the figure, which is a conventional technique in the field), and a brake valve 32; the oil inlet of the filling valve 31 is connected to the oil outlet A of the flow control valve 2, and the oil outlet is connected to the oil inlet of the accumulator; the oil outlet of the accumulator is connected to the oil inlet of the brake valve 32; the working port of the brake valve 32 is connected to the brake cylinder.

[0054] In this embodiment, the power steering module 3 includes a distribution valve 41, a steering valve (not shown in the figure, this is a conventional technique in the art) and a steering cylinder (not shown in the figure, this is a conventional technique in the art) connected in sequence. The distribution valve 41 is connected to the oil outlet B of the flow control valve 2.

[0055] This solution connects the oil outlet A of the flow control valve 2 to the service brake module 4 (including the charging valve, accumulator and brake valve). Based on the functional characteristics of the accumulator, when a steering requirement occurs, the oil outlet B of the flow control valve 2 is connected to the power steering module 3. The accumulator can still support the towing requirement for a long time, thereby realizing the steering of the whole machine during the towing process, which is conducive to the whole machine being towed out.

[0056] In this embodiment, taking the first directional valve 21 as a two-position three-way electrically controlled directional valve and the second directional valve 22 as a two-position three-way hydraulically controlled directional valve as an example, the working principle is as follows:

[0057] Under normal operating conditions, motor 12 does not work and the emergency system does not start. When it is detected that the engine is not working or the transmission is not outputting torque (when the steering pump pressure is only about 2MPa after the steering handle is turned during normal operation), the on-board host drives motor 12 to start and the emergency system intervenes.

[0058] The emergency steering pump 11 is driven by the motor 12. At this time, if the steering handle does not move, the first reversing valve 21 is not connected, and the P port of the second reversing valve 22 is connected to the A port. The high pressure oil passes through the A port of the first reversing valve 21 to the P port of the filling valve 31 to fill the brake accumulator, ensuring the pressure of the accumulator and meeting the towing needs in an emergency.

[0059] When the steering handle is activated, the pilot control valve (i.e., the first directional valve 21) on the flow control valve 2 is energized. The pilot oil passing through port XD pushes the main valve stem of the second directional valve 22 to the right through the solenoid valve. The P port of the second directional valve 22 is connected to the B port. The high-pressure oil of the emergency steering pump 11 enters the steering coupling of the distribution valve 41 through the valve stem to meet the steering needs in emergency situations. At the same time, the accumulator continuously supports the trailer's needs, thereby achieving the steering of the entire machine during the towing process, which is beneficial for the entire machine to be towed out.

[0060] This embodiment of the invention includes an emergency control module connected in parallel with the steering pump assembly 5. The emergency control module includes an emergency pump assembly 1 and a flow control valve 2. By having the emergency pump assembly 1 serve as a backup for the steering pump assembly 5, the risk of downtime due to a single hydraulic failure is reduced, ensuring that the vehicle can still steer to avoid obstacles or stop in a safe area in an emergency. The flow control valve 2 is designed to selectively connect the oil circuit for flow control, thereby enabling steering or towing functions. If the main system loses pressure, the emergency pump assembly 1 can unlock the service brake module 4 (such as the trailer brake valve 32 corresponding to a hydraulic release brake) through the flow control valve 2, avoiding the difficulty of towing due to sudden locking of the equipment (i.e., when the tires lock up, a very high-power towing vehicle is required to tow the vehicle, while unlocking the service brake module allows the vehicle to be towed by a lower-power towing vehicle). This significantly improves safety, reliability, and operational efficiency, and is inexpensive, making it particularly suitable for high-risk, narrow downhole environments.

[0061] The above embodiments are preferred embodiments of the present utility model, but the embodiments of the present utility model are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present utility model shall be considered equivalent substitutions and shall be included within the protection scope of the present utility model.

Claims

1. An emergency hydraulic control system, comprising a power steering module, a service brake module, a steering pump assembly, a hydraulic motor, and a priority valve; the input end of the steering pump assembly is connected to an oil tank, and the output end is connected to a flow control valve; the hydraulic motor is connected to the service brake module and the priority valve, characterized in that: It also includes an emergency control module connected in parallel with the steering pump assembly. The emergency control module includes an emergency pump assembly and a flow control valve. The input end of the emergency pump assembly is connected to the oil tank, and the output end is connected to the flow control valve. The oil outlet A of the flow control valve is connected to the service brake module, and the oil outlet B is connected to the power steering module.

2. The emergency hydraulic control system as described in claim 1, characterized in that: The emergency pump assembly includes an emergency steering pump, a motor, and a first check valve; the motor is connected to the vehicle battery and electrically connected to the emergency steering pump; the oil inlet of the emergency steering pump is connected to the oil tank, and the first check valve is provided at the oil outlet; the oil outlet of the first check valve is connected to the flow control valve.

3. An emergency hydraulic control system as described in claim 2, characterized in that: The emergency pump assembly also includes a first safety valve, the inlet of which is located between the emergency steering pump and the first check valve, and its outlet is connected to the oil tank.

4. An emergency hydraulic control system as described in claim 1, characterized in that: The flow control valve includes a first reversing valve, a second reversing valve, a first pressure reducing valve, and a first relief valve; the inlet of the first pressure reducing valve is connected to the emergency pump assembly, and its outlet is connected to the inlet of the first reversing valve; the inlet of the first relief valve is connected to the outlet of the first pressure reducing valve, and its outlet is connected to the fuel tank; the control terminal of the first reversing valve is connected to the vehicle-mounted main unit, and its outlet A is connected to the control terminal of the second reversing valve; the inlet of the second reversing valve is connected to the emergency pump assembly, and its outlet A is connected to the service brake. The module has its oil outlet B connected to the power steering module. Under normal operating conditions, neither the first nor the second directional valve is operational. In emergency situations, the first directional valve is de-energized, and the oil inlet P of the second directional valve is connected to the oil outlet A to fill the service brake module with fluid. When the steering handle is moved, the first directional valve is energized, pushing the main valve stem of the second directional valve to the right, connecting the oil inlet P of the second directional valve to the oil outlet B, thus supporting the power steering module in performing steering operations.

5. An emergency hydraulic control system as described in claim 4, characterized in that: The first reversing valve is a two-position three-way electrically controlled reversing valve, which serves as the pilot valve for the second reversing valve and is connected to the vehicle host.

6. An emergency hydraulic control system as described in claim 4, characterized in that: The second directional valve is a two-position three-way hydraulically controlled directional valve.

7. An emergency hydraulic control system as described in claim 1, characterized in that: It also includes a second check valve, which is disposed on the oil outlet of the priority valve.

8. An emergency hydraulic control system as described in claim 4, characterized in that: It also includes a third check valve, which is located at the oil outlet of the steering pump assembly.

9. An emergency hydraulic control system as described in claim 1, characterized in that: The vehicle braking module includes a charging valve, an accumulator, and a brake valve; the inlet of the charging valve is connected to the outlet A of the flow control valve, and the outlet is connected to the inlet of the accumulator; the outlet of the accumulator is connected to the inlet of the brake valve; and the working port of the brake valve is connected to the brake cylinder.

10. An emergency hydraulic control system as described in claim 1, characterized in that: The power steering module includes a distribution valve, a steering valve, and a steering cylinder connected in sequence, with the distribution valve connected to the outlet B of the flow control valve.

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