Safety hydraulic system for ship lift balance reel

Abstract

The utility model discloses a ship lift balance winding drum safety brake hydraulic system, wherein, hydraulic system includes oil tank, first motor pump group, second motor pump group, first electromagnetic overflow valve, second electromagnetic overflow valve, first high pressure filter, second high pressure filter, first check valve, second check valve, pressure gauge, first pressure sensor, energy accumulator, safety brake module, stop valve and oil return filter. The utility model safety brake loop main valve adopts two -way cartridge valve, and the pilot control is realized through two -way electromagnetic reversing valve, realizes the synchronization of the multiple safety brake on, loose brake, and the valve core of electromagnetic reversing valve adopts the cone valve core structure, can satisfy the demand of long -time on brake pressure of safety brake, guarantees the stability and reliability of safety brake pressure under the failure working condition, eliminates the safety hidden danger that slide valve type electromagnetic reversing valve pilot control leakage is big, and the braking force is not stable.

Description

Technical Field

[0001] This utility model relates to the field of ship lift technology, specifically a safety braking hydraulic system for a ship lift balance drum. Background Technology

[0002] In large ship lift projects, it is necessary to take precautions against water leakage accidents in the ship box. For example, the known patent publication number CN219242513U discloses a friction-type balancing drum device for ship lifts, with safety brakes at both ends of the friction-type balancing drum. The safety brake in the preferred technical solution disclosed is a hydraulic disc brake, which is activated by a disc spring and released hydraulically.

[0003] However, during normal operation and shutdown of the ship lift, the safety brake on the balance drum must always be in the open state. Only in the event of a large amount of water leakage in the ship chamber, after the main hoist stops and the ship chamber stops rising and falling, will the safety brake engage to prevent the waterless ship chamber from overshooting under the drag of the counterweight. In practical applications, considering that a large amount of water leakage in the ship chamber is an extreme accident, the required engagement time of the safety brake is very short throughout the ship lift's entire lifespan. If a normally closed hydraulic disc brake with disc spring engagement and hydraulic release is used, a power source must be continuously provided to maintain the brake in the open state for a long time, resulting in low equipment utilization and wasted energy. Therefore, in actual project applications, a normally open safety brake with hydraulic engagement and spring return release is often preferred.

[0004] In addition to the normally open safety brake, the balance drum safety braking system is also equipped with a safety braking hydraulic system and a control system. In the event of an extreme accident such as water leakage from the ship's hull, the safety brake is activated by the hydraulic pump in the hydraulic system, and the accumulator maintains the pressure. To ensure the stability and reliability of the safety brake's activation pressure, the accumulator capacity is set for a pressure holding time of no less than 12 hours. The overall pressure drop within 12 hours should not exceed 0.8 MPa. The hydraulic pump is only allowed to be activated to recharge after the pressure drops to the set value.

[0005] In the existing hydraulic system technology for safety braking of hoisting drums, the safety brake circuit uses a two-way cartridge valve as the main valve, which is pilot-controlled by a two-position four-way solenoid directional valve to achieve rapid braking response and synchronous brake release and engagement. In this system, the two-position four-way solenoid directional valve is a spool valve, which has a certain leakage. Conventional configurations cannot meet the requirement that the overall pressure drop within 12 hours of pressure holding should not exceed 0.8 MPa. If used to balance the drive and control of the safety brake of the hoisting drum, it will affect the stability and reliability of the safety brake's engagement pressure, posing a safety hazard. Utility Model Content

[0006] To address the shortcomings of existing technologies, this utility model provides a safety braking hydraulic system for the balance drum of a ship lift.

[0007] To achieve the above objectives:

[0008] This utility model discloses a safety braking hydraulic system for a ship lift balance drum, comprising: an oil tank, a first motor pump unit, a second motor pump unit, a first electromagnetic relief valve, a second electromagnetic relief valve, a first high-pressure filter, a second high-pressure filter, a first check valve, a second check valve, a pressure gauge, a first pressure sensor, an accumulator, a safety brake module, a shut-off valve, and a return oil filter.

[0009] The safety brake module includes a third check valve, a fourth check valve, a first solenoid directional valve, a second solenoid directional valve, a third solenoid directional valve, a fourth solenoid directional valve, a fifth solenoid directional valve, a sixth solenoid directional valve, a seventh solenoid directional valve, an eighth solenoid directional valve, a ninth solenoid directional valve, a tenth solenoid directional valve, an eleventh solenoid directional valve, a twelfth solenoid directional valve, a first two-way cartridge valve, a second two-way cartridge valve, a third two-way cartridge valve, a fourth two-way cartridge valve, a fifth two-way cartridge valve, a sixth two-way cartridge valve, a second pressure sensor, and a safety brake assembly.

[0010] The hydraulic system stores hydraulic oil in an oil tank and is powered by a first motor pump group and a second motor pump group. The output pressure oil passes through a first electromagnetic relief valve, a second electromagnetic relief valve, a first high-pressure filter, a second high-pressure filter, a first check valve, and a second check valve to the main oil circuit. The main oil circuit is connected to a pressure gauge, a first pressure sensor, an accumulator, a safety brake module, and a shut-off valve.

[0011] The safety brake module inlet is equipped with a third check valve and a fourth check valve. The output ports of the third check valve and the fourth check valve are connected in parallel to output eight channels. The first, second, third, fourth, fifth, and sixth channels are respectively connected to the A1 port of the first electromagnetic directional valve, the A4 port of the fourth electromagnetic directional valve, the A6 port of the sixth electromagnetic directional valve, the A7 port of the seventh electromagnetic directional valve, the A10 port of the tenth electromagnetic directional valve, and the A12 port of the twelfth electromagnetic directional valve. The seventh channel is connected to the A port of the first two-way cartridge valve, and the eighth channel is connected to the A port of the fourth two-way cartridge valve.

[0012] The output of port B1 of the first solenoid directional valve is divided into two paths: one path connects to the control X port of the first two-way cartridge valve, and the other path connects to port B2 of the second solenoid directional valve. Port A2 of the second solenoid directional valve is connected back to the oil tank. The output of port B4 of the fourth solenoid directional valve is divided into two paths: one path connects to the control X port of the second two-way cartridge valve, and the other path connects to port B3 of the third solenoid directional valve. Port A3 of the third solenoid directional valve is connected back to the oil tank. The output of port B6 of the sixth solenoid directional valve is divided into two paths: one path connects to the control X port of the third two-way cartridge valve, and the other path connects to port B5 of the fifth solenoid directional valve. Port A5 of the fifth solenoid directional valve is connected back to the oil tank. The seventh solenoid directional valve... The output of port B7 of the solenoid directional valve is divided into two paths: one path is connected to the control X port of the fourth two-way cartridge valve, and the other path is connected to port B8 of the eighth solenoid directional valve. The A8 port of the eighth solenoid directional valve is then connected back to the oil tank. The output of port B10 of the tenth solenoid directional valve is divided into two paths: one path is connected to the control X port of the fifth two-way cartridge valve, and the other path is connected to port B9 of the ninth solenoid directional valve. The A9 port of the ninth solenoid directional valve is then connected back to the oil tank. The output of port B12 of the twelfth solenoid directional valve is divided into two paths: one path is connected to the control X port of the sixth two-way cartridge valve, and the other path is connected to port B11 of the eleventh solenoid directional valve. The A11 port of the eleventh solenoid directional valve is then connected back to the oil tank.

[0013] The B ports of the first, second, fourth, and fifth two-way cartridge valves are connected in parallel and output in three paths. The first path is connected to the second pressure sensor, and the second and third paths are connected to the safety brake assembly via symmetrical pipelines. The A port of the second two-way cartridge valve is connected to the B port of the third two-way cartridge valve, and the A port of the fifth two-way cartridge valve is connected to the B port of the sixth two-way cartridge valve. The A ports of the third and sixth two-way cartridge valves are connected in parallel and output as the return oil port of the safety brake module. This return oil port merges with the two ports of the shut-off valve and is then connected to the oil tank via the return oil filter.

[0014] Furthermore, the first two-way cartridge valve, the second two-way cartridge valve, the third two-way cartridge valve, the fourth two-way cartridge valve, the fifth two-way cartridge valve, and the sixth two-way cartridge valve are all high-flow cartridge valves.

[0015] Furthermore, the first, third, fifth, seventh, ninth, and eleventh solenoid directional valves are all normally open two-position two-way solenoid directional valves, and the valve core is a cone valve core.

[0016] Furthermore, the second, fourth, sixth, eighth, tenth, and twelfth solenoid directional valves are all normally closed two-position two-way solenoid directional valves with a cone valve core.

[0017] Furthermore, each solenoid directional valve is equipped with a valve core position feedback limit switch.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0019] 1) The main valve of the safety brake circuit adopts a high-flow two-way cartridge valve, which is pilot-controlled by a two-position two-way solenoid directional valve to achieve synchronous activation and deactivation of multiple safety brakes; the valve core of the solenoid directional valve adopts a cone valve structure, which has extremely low internal leakage when the safety brake is activated and pressure is maintained, and can meet the requirements of the safety brake for long-term activation and pressure maintenance.

[0020] 2) The connection of each electromagnetic reversing valve in this utility model is redundant, which can avoid the accident caused by the sudden failure of any electromagnetic reversing valve to reset the safety brake when the safety brake is engaged and holding pressure under extreme accident conditions, resulting in a rapid decrease or failure of the safety brake force and the accident of the ship's tank being dragged by the counterweight under the weight of gravity.

[0021] 3) This utility model is particularly effective in the safety braking system of the balance drum of the ship lift. In the extreme accident condition of water leakage in the ship box, the control of the normally open safety brake to maintain pressure can meet the requirement that the comprehensive pressure drop within 12 hours of a single pressure maintenance is not greater than 0.8MPa, ensuring the stability and reliability of the safety brake's pressure, and eliminating the safety hazards of large leakage and unstable braking force of the pilot control of the slide valve type electromagnetic reversing valve. Attached Figure Description

[0022] Figure 1 This is a hydraulic system diagram of a preferred embodiment of the present invention;

[0023] The system includes: oil tank 1, first motor pump unit 2, second motor pump unit 3, first electromagnetic relief valve 4, second electromagnetic relief valve 5, first high-pressure filter 6, second high-pressure filter 7, first check valve 8, second check valve 9, pressure gauge 10, first pressure sensor 11, accumulator 12, safety brake module 13, shut-off valve 14, return oil filter 15, third check valve 13.1, fourth check valve 13.2, first electromagnetic directional valve 13.3, second electromagnetic directional valve 13.4, third electromagnetic directional valve 13.5, fourth electromagnetic directional valve 13.6, and fifth electromagnetic directional valve 13. 7. Sixth solenoid directional valve 13.8. Seventh solenoid directional valve 13.9. Eighth solenoid directional valve 13.10. Ninth solenoid directional valve 13.11. Tenth solenoid directional valve 13.12. Eleventh solenoid directional valve 13.13. Twelfth solenoid directional valve 13.14. First two-way cartridge valve 13.15. Second two-way cartridge valve 13.16. Third two-way cartridge valve 13.17. Fourth two-way cartridge valve 13.18. Fifth two-way cartridge valve 13.19. Sixth two-way cartridge valve 13.20. Second pressure sensor 13.21. Safety brake assembly 13.22. Detailed Implementation

[0024] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0025] Example 1, see Figure 1 As shown, the system includes: an oil tank 1, a first motor pump unit 2, a second motor pump unit 3, a first electromagnetic relief valve 4, a second electromagnetic relief valve 5, a first high-pressure filter 6, a second high-pressure filter 7, a first check valve 8, a second check valve 9, a pressure gauge 10, a first pressure sensor 11, an accumulator 12, a safety brake module 13, a shut-off valve 14, and a return oil filter 15; wherein: the safety brake module 13 includes a third check valve 13.1, a fourth check valve 13.2, a first electromagnetic directional valve 13.3, a second electromagnetic directional valve 13.4, a third electromagnetic directional valve 13.5, a fourth electromagnetic directional valve 13.6, and a... The following valves are included: 13.7 (five electromagnetic directional valves), 13.8 (sixth electromagnetic directional valves), 13.9 (seventh electromagnetic directional valves), 13.10 (eighth electromagnetic directional valves), 13.11 (ninth electromagnetic directional valves), 13.12 (tenth electromagnetic directional valves), 13.13 (eleventh electromagnetic directional valves), 13.14 (twelfth electromagnetic directional valves), 13.15 (first two-way cartridge valve), 13.16 (second two-way cartridge valve), 13.17 (third two-way cartridge valve), 13.18 (fourth two-way cartridge valve), 13.19 (fifth two-way cartridge valve), 13.20 (sixth two-way cartridge valve), 13.21 (second pressure sensor), and 13.22 (safety brake assembly).

[0026] Hydraulic oil is stored in tank 1 and powered by the first motor pump group 2 and the second motor pump group 3. The output pressure oil passes through the first solenoid relief valve 4, the second solenoid relief valve 5, the first high-pressure filter 6, the second high-pressure filter 7, the first check valve 8, and the second check valve 9 to the main oil circuit. The main oil circuit is connected to a pressure gauge 10, a first pressure sensor 11, an accumulator 12, a safety brake module 13, and a shut-off valve 14. The inlet of the safety brake module 13 is equipped with a third check valve 13.1 and a fourth check valve 13.2. The output ports of the third check valve 13.1 and the fourth check valve 13.2 are connected in parallel to output eight channels, of which the first, second, third, fourth, fifth, and sixth channels are connected to the first solenoid directional valve 13. The A1 port of the first solenoid directional valve 13.3, the A4 port of the fourth solenoid directional valve 13.6, the A6 port of the sixth solenoid directional valve 13.8, the A7 port of the seventh solenoid directional valve 13.9, the A10 port of the tenth solenoid directional valve 13.12, and the A12 port of the twelfth solenoid directional valve 13.14 are connected. The seventh path is connected to the A port of the first two-way cartridge valve 13.15, and the eighth path is connected to the A port of the fourth two-way cartridge valve 13.18. The output of the B1 port of the first solenoid directional valve 13.3 is divided into two paths: one path is connected to the control X port of the first two-way cartridge valve 13.15, and the other path is connected to the B2 port of the second solenoid directional valve 13.4. The A2 port of the second solenoid directional valve 13.4 is then connected back to the oil tank 1. The output of port B4 of solenoid directional valve 13.6 is divided into two paths: one path connects to the control X port of the second two-way cartridge valve 13.16, and the other path connects to port B3 of the third solenoid directional valve 13.5. Port A3 of the third solenoid directional valve 13.5 is then connected back to oil tank 1. Similarly, the output of port B6 of the sixth solenoid directional valve 13.8 is divided into two paths: one path connects to the control X port of the third two-way cartridge valve 13.17, and the other path connects to port B5 of the fifth solenoid directional valve 13.7. Port A5 of the fifth solenoid directional valve 13.7 is then connected back to oil tank 1. The output of port B7 of the seventh solenoid directional valve 13.9 is divided into two paths: one path connects to the control X port of the fourth two-way cartridge valve 13.18, and the other path connects to port B3 of the eighth solenoid directional valve 13.9. The B8 port of the reversing valve 13.10 is connected, while the A8 port of the eighth solenoid reversing valve 13.10 is connected back to the oil tank 1; the output of the B10 port of the tenth solenoid reversing valve 13.12 is divided into two paths, one path is connected to the control X port of the fifth two-way cartridge valve 13.19, and the other path is connected to the B9 port of the ninth solenoid reversing valve 13.11, while the A9 port of the ninth solenoid reversing valve 13.11 is connected back to the oil tank 1; the output of the B12 port of the twelfth solenoid reversing valve 13.14 is divided into two paths, one path is connected to the control X port of the sixth two-way cartridge valve 13.20, and the other path is connected to the B11 port of the eleventh solenoid reversing valve 13.13, while the A11 port of the eleventh solenoid reversing valve 13.13 is connected back to the oil tank 1.

[0027] The B ports of the first two-way cartridge valve 13.15, the second two-way cartridge valve 13.16, the fourth two-way cartridge valve 13.18, and the fifth two-way cartridge valve 13.19 are connected in parallel and output in three paths. The first path is connected to the second pressure sensor 13.21, which is used to monitor the pressure status when the safety brake assembly is engaged and output a pressure signal. The second and third paths are symmetrically output to the safety brake assembly 13 through pipelines. 22 Connection; Port A of the second two-way cartridge valve 13.16 is connected to Port B of the third two-way cartridge valve 13.17, Port A of the fifth two-way cartridge valve 13.19 is connected to Port B of the sixth two-way cartridge valve 13.20, and Port A of the third two-way cartridge valve 13.17 and Port A of the sixth two-way cartridge valve 13.20 are connected in parallel for output as the return oil port of the safety brake module 13. This return oil port merges with Port 2 of the shut-off valve 14 and is connected to the oil tank 1 via the return oil filter 15.

[0028] In this embodiment, the first two-way cartridge valve 13.15, the second two-way cartridge valve 13.16, the third two-way cartridge valve 13.17, the fourth two-way cartridge valve 13.18, the fifth two-way cartridge valve 13.19, and the sixth two-way cartridge valve 13.20 are all high-flow cartridge valves, preferably Rexroth LC series two-way cartridge valves with a nominal diameter of 16 to 160 and a maximum flow rate of 25,000 L / min.

[0029] In this embodiment, the first solenoid directional valve 13.3, the third solenoid directional valve 13.5, the fifth solenoid directional valve 13.7, the seventh solenoid directional valve 13.9, the ninth solenoid directional valve 13.11, and the eleventh solenoid directional valve 13.13 are all normally open two-position two-way solenoid directional valves with a conical valve core. Preferably, they are Hawe BVP1-SK series solenoid directional valves with conical seat valves and no leakage.

[0030] In this embodiment, the second electromagnetic directional valve 13.4, the fourth electromagnetic directional valve 13.6, the sixth electromagnetic directional valve 13.8, the eighth electromagnetic directional valve 13.10, the tenth electromagnetic directional valve 13.12, and the twelfth electromagnetic directional valve 13.14 are all normally closed two-position two-way electromagnetic directional valves with a conical valve core. Preferably, they are Hawe BVP1-RK series electromagnetic directional valves with conical seat valves and no leakage.

[0031] In this embodiment, each solenoid directional valve is equipped with a valve core position feedback limit switch. When any solenoid directional valve malfunctions, an alarm signal can be issued in a timely manner to remind the operator to safely stop the machine and replace the faulty solenoid directional valve in a timely manner to eliminate potential safety hazards.

[0032] The electromagnetic directional valves of this invention are connected in a redundant configuration, which can prevent the safety brake from suddenly malfunctioning and resetting due to a sudden failure of any electromagnetic directional valve, causing the safety brake to rapidly decrease or fail, thus preventing the ship from overturning under the drag of the counterweight during extreme accident conditions.

[0033] The working principle of this utility model is as follows:

[0034] Pressure building up of the safety brake hydraulic system: The main unit issues a pressure building up command for the balance drum safety brake hydraulic system, the first motor pump unit 2 is energized and starts under no-load. After a delay of several seconds, the motor reaches its rated speed, controlling the first solenoid relief valve 4 to be energized (when the motor pump unit is first started, the solenoid valve is not energized, the hydraulic oil output by the plunger pump is unloaded from the solenoid relief valve, the motor pump unit achieves no-load start, after the motor reaches its rated speed, the solenoid valve is energized again to build up pressure, eliminating the impact and abnormal noise when the motor pump unit starts under load). The pump unit begins to build up pressure, and the pressurized oil enters the accumulator 12 through the first high-pressure filter 6 and the first check valve 8. When the first pressure sensor 11 detects that the pressure in the accumulator 12 has reached the set value, the first solenoid relief valve 4 is de-energized. After a delay of several seconds, the first motor pump unit 2 is de-energized, and the hydraulic system begins to maintain pressure; when the pressure in the accumulator 12 is due to internal leakage in the system, the first pressure sensor 11 detects the pressure. If the pressure drops below the set low pressure, the first motor pump group 2 will be powered on again to replenish the pressure. If the first motor pump group 2 fails and cannot build up pressure, after a delay of several seconds, if the first pressure sensor 11 cannot detect the high pressure, it will report "Main motor pump group failure" and promptly switch to the second motor pump group 3. The operating logic of the second motor pump group 3 is the same as that of the first motor pump group 2. At the same time, the first motor pump group 2 and the second motor pump group 3 are configured in parallel with redundancy. In the event of failure of the main motor pump group, the system can switch to the standby pump group in a timely manner. This avoids the safety hazard that the balance drum safety brake hydraulic system cannot work when the main motor pump group fails, which could cause the ship lift to fail to engage the safety brake in the event of a water leak in the ship box. After the system has been running for a period of time, the main and standby pump groups can be rotated to avoid the risk of performance degradation caused by the prolonged inactivity of any motor pump group.

[0035] Safety brake assembly engaged: The main unit issues an engagement command for the balance drum safety brake assembly 13.22. The main motor pump unit starts operating and builds pressure. The first, second, third, fourth, fifth, and eleventh solenoid directional valves 13.10, 13.11, 13.12, 13.13, and 13.14 are energized. The first and fourth two-way cartridge valves 13.15 and 13.18 open, and the second, third, and fifth two-way cartridge valves 13.16, 13.17, and 13.18 open. The two-way cartridge valve 13.19 and the sixth two-way cartridge valve 13.20 are closed. The pressure oil output from the motor pump unit and the accumulator 10 passes through the third check valve 13.1 and the fourth check valve 13.2, and then splits into two paths from ports A and B of the first two-way cartridge valve 13.15 and ports A and B of the fourth two-way cartridge valve 13.18, and merges into the safety brake group 13.22. At the same time, when the second pressure sensor 13.21 detects that the pressure of the safety brake group 13.22 has reached the set value, it outputs a signal that the safety brake group 13.22 has reached the braking pressure. All safety brakes are engaged and maintain pressure. Meanwhile, the cone valve structure adopted by the electromagnetic reversing valve core has extremely low internal leakage when the safety brakes are engaged and maintain pressure, ensuring the stability and reliability of the safety brake engagement pressure.

[0036] Safety brake assembly release: The main unit issues a release command for the balance drum safety brake assembly 13.22. The first solenoid directional valve 13.3, the second solenoid directional valve 13.4, the third solenoid directional valve 13.5, the fourth solenoid directional valve 13.6, the fifth solenoid directional valve 13.7, the sixth solenoid directional valve 13.8, the seventh solenoid directional valve 13.9, the eighth solenoid directional valve 13.10, the ninth solenoid directional valve 13.11, the tenth solenoid directional valve 13.12, the eleventh solenoid directional valve 13.13, and the twelfth solenoid directional valve 13.14 are de-energized. The first two-way cartridge valve 13.15 and the fourth two-way cartridge valve 13.18 close, and the second two-way cartridge valve... Valve 13.16, third two-way cartridge valve 13.17, fifth two-way cartridge valve 13.19, and sixth two-way cartridge valve 13.20 are opened; the pressure oil in the safety brake assembly 13.22 is divided into two paths, flowing from ports B and A of the second two-way cartridge valve 13.16 and the third two-way cartridge valve 13.17, and from ports B and A of the fifth two-way cartridge valve 13.19 and the sixth two-way cartridge valve 13.20, before flowing back to the oil tank 1 through the return oil filter 15. At the same time, the second pressure sensor 13.21 detects that the pressure of the safety brake assembly 13.22 is lower than the set value and outputs a signal that the safety brake assembly 13.22 has reached the release pressure, and all safety brakes are released and reset.

[0037] The fault operation principle of the electromagnetic reversing valve in safety brake module 13 is as follows:

[0038] When the safety brake assembly 13.22 executes the engagement command, if the first solenoid directional valve 13.3 malfunctions and fails to engage, the valve core position feedback limit of the first solenoid directional valve 13.3 firstly sends a fault signal to the solenoid directional valve, controlling the second solenoid directional valve 13.4 to de-energize. At this time, the first two-way cartridge valve 13.15 closes, and simultaneously the third solenoid directional valve 13.5, the fourth solenoid directional valve 13.6, the fifth solenoid directional valve 13.7, the sixth solenoid directional valve 13.8, the seventh solenoid directional valve 13.9, and the eighth solenoid directional valve... Under the coordinated control of directional valve 13.10, the ninth solenoid directional valve 13.11, the tenth solenoid directional valve 13.12, the eleventh solenoid directional valve 13.13, and the twelfth solenoid directional valve 13.14, the second two-way cartridge valve 13.16 and the third two-way cartridge valve 13.17 are closed, the fourth two-way cartridge valve 13.18 is opened, and the fifth two-way cartridge valve 13.19 and the sixth two-way cartridge valve 13.20 are closed. The pressurized oil enters the safety brake assembly 13.22 from the fourth two-way cartridge valve 13.18 to realize the brake activation action.

[0039] When the safety brake assembly 13.22 executes the brake engagement command, if the third solenoid directional valve 13.5 malfunctions and fails to engage, firstly, the valve core position feedback limit of the third solenoid directional valve 13.5 sends a fault signal, controlling the fourth solenoid directional valve 13.6 to de-energize. At this time, the second two-way cartridge valve 13.16 opens, and simultaneously the first solenoid directional valve 13.3, the second solenoid directional valve 13.4, the fifth solenoid directional valve 13.7, the sixth solenoid directional valve 13.8, the seventh solenoid directional valve 13.9, and the eighth solenoid directional valve 13.10... Under the coordinated control of the ninth solenoid directional valve 13.11, the tenth solenoid directional valve 13.12, the eleventh solenoid directional valve 13.13, and the twelfth solenoid directional valve 13.14, the first two-way cartridge valve 13.15 and the fourth two-way cartridge valve 13.18 are opened, the third two-way cartridge valve 13.17, the fifth two-way cartridge valve 13.19, and the sixth two-way cartridge valve 13.20 are closed, and the series connection of the second two-way cartridge valve 13.16 and the third two-way cartridge valve 13.17 ensures the normal braking action of the safety brake assembly 13.22.

[0040] When the safety brake assembly 13.22 executes the brake engagement command, if the fifth solenoid directional valve 13.7 malfunctions and fails to engage, firstly, the valve core position feedback limit of the fifth solenoid directional valve 13.7 sends a fault signal, controlling the sixth solenoid directional valve 13.8 to de-energize. At this time, the third two-way cartridge valve 13.17 opens, and simultaneously the first solenoid directional valve 13.3, the second solenoid directional valve 13.4, the third solenoid directional valve 13.5, the fourth solenoid directional valve 13.6, the seventh solenoid directional valve 13.9, and the eighth solenoid directional valve 13.10... Under the coordinated control of the ninth solenoid directional valve 13.11, the tenth solenoid directional valve 13.12, the eleventh solenoid directional valve 13.13, and the twelfth solenoid directional valve 13.14, the first two-way cartridge valve 13.15 and the fourth two-way cartridge valve 13.18 are opened, and the second two-way cartridge valve 13.16, the fifth two-way cartridge valve 13.19, and the sixth two-way cartridge valve 13.20 are closed. The series connection of the second two-way cartridge valve 13.16 and the third two-way cartridge valve 13.17 ensures the normal braking action of the safety brake assembly 13.22.

[0041] Similarly, when the safety brake assembly 13.22 executes the brake-on command, if any of the second solenoid directional valve 13.4, the fourth solenoid directional valve 13.6, or the sixth solenoid directional valve 13.8 malfunctions, the corresponding first solenoid directional valve 13.3, the third solenoid directional valve 13.5, and the fifth solenoid directional valve 13.7 will be de-energized in coordination, and the pressure oil flow direction will be consistent with that when any of the first solenoid directional valve 13.3, the third solenoid directional valve 13.5, or the fifth solenoid directional valve 13.7 malfunctions.

[0042] Similarly, when the safety brake assembly 13.22 executes the brake-on command, if any of the seventh solenoid directional valve 13.9, the eighth solenoid directional valve 13.10, the ninth solenoid directional valve 13.11, the tenth solenoid directional valve 13.12, the eleventh solenoid directional valve 13.13, or the twelfth solenoid directional valve 13.14 malfunctions, the pressure oil flow direction is the same as when any of the first solenoid directional valve 13.3, the second solenoid directional valve 13.4, the third solenoid directional valve 13.5, the fourth solenoid directional valve 13.6, the fifth solenoid directional valve 13.7, or the sixth solenoid directional valve 13.8 malfunctions. The difference lies in the two-way cartridge valve being controlled.

[0043] Similarly, the flow and transmission routes of hydraulic oil when any of the following electromagnetic directional valves malfunctions—the first (13.3), the second (13.4), the third (13.5), the fourth (13.6), the fifth (13.7), the sixth (13.8), the seventh (13.9), the eighth (13.10), the ninth (13.11), the tenth (13.12), the eleventh (13.13), or the twelfth (13.14)—are also suitable for the operating condition of any electromagnetic directional valve malfunctioning while the safety brake assembly 13.22 is maintaining the braked state. The redundant setting of the electromagnetic directional valves avoids the safety brake assembly 13.22 from experiencing a rapid decrease or failure of the brake's braking force due to a sudden malfunction and reset of any electromagnetic directional valve, which could lead to a ship overturning accident under the drag of the counterweight.

[0044] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0045] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A safety braking hydraulic system for a ship lift balance drum, characterized in that... include: Oil tank (1), first motor pump group (2), second motor pump group (3), first electromagnetic overflow valve (4), second electromagnetic overflow valve (5), first high pressure filter (6), second high pressure filter (7), first check valve (8), second check valve (9), pressure gauge (10), first pressure sensor (11), accumulator (12), safety brake module (13), shut-off valve (14) and return oil filter (15); The safety brake module (13) includes a third check valve (13.1), a fourth check valve (13.2), a first solenoid directional valve (13.3), a second solenoid directional valve (13.4), a third solenoid directional valve (13.5), a fourth solenoid directional valve (13.6), a fifth solenoid directional valve (13.7), a sixth solenoid directional valve (13.8), a seventh solenoid directional valve (13.9), an eighth solenoid directional valve (13.10), and a ninth solenoid directional valve (13.11). Tenth solenoid directional valve (13.12), eleventh solenoid directional valve (13.13), twelfth solenoid directional valve (13.14), first two-way cartridge valve (13.15), second two-way cartridge valve (13.16), third two-way cartridge valve (13.17), fourth two-way cartridge valve (13.18), fifth two-way cartridge valve (13.19), sixth two-way cartridge valve (13.20), second pressure sensor (13.21), and safety brake assembly (13.22); Hydraulic oil is stored in the oil tank (1) and powered by the first motor pump group (2) and the second motor pump group (3). The output pressure oil passes through the first electromagnetic relief valve (4), the second electromagnetic relief valve (5), the first high-pressure filter (6), the second high-pressure filter (7), the first check valve (8), and the second check valve (9) to the main oil circuit. The main oil circuit is connected to the pressure gauge (10), the first pressure sensor (11), the accumulator (12), the safety brake module (13), and the shut-off valve (14). The safety brake module (13) is equipped with a third check valve (13.1) and a fourth check valve (13.2) at its inlet. The output ports of the third check valve (13.1) and the fourth check valve (13.2) are connected in parallel to output eight channels. The first, second, third, fourth, fifth, and sixth paths are respectively connected to port A1 of the first solenoid directional valve (13.3), port A4 of the fourth solenoid directional valve (13.6), port A6 of the sixth solenoid directional valve (13.8), port A7 of the seventh solenoid directional valve (13.9), port A10 of the tenth solenoid directional valve (13.12), and port A12 of the twelfth solenoid directional valve (13.14). The seventh path is connected to port A of the first two-way cartridge valve (13.15), and the eighth path is connected to port A of the fourth two-way cartridge valve (13.18). The output of port B1 of the first solenoid directional valve (13.3) is divided into two paths: one path is connected to the control X port of the first two-way cartridge valve (13.15), and the other path is connected to the second solenoid directional valve. (13.4) is connected to port B2, and port A2 of the second solenoid directional valve (13.4) is connected back to the oil tank (1); port B4 of the fourth solenoid directional valve (13.6) is divided into two paths, one path is connected to the control X port of the second two-way cartridge valve (13.16), and the other path is connected to port B3 of the third solenoid directional valve (13.5), and port A3 of the third solenoid directional valve (13.5) is connected back to the oil tank (1); port B6 of the sixth solenoid directional valve (13.8) is divided into two paths, one path is connected to the control X port of the third two-way cartridge valve (13.17), and the other path is connected to port B5 of the fifth solenoid directional valve (13.7), and port A5 of the fifth solenoid directional valve (13.7) is connected back to the oil tank (1); the seventh solenoid valve (13.8) is connected to port B2 of the second solenoid directional valve (13.17), and port A2 of the second solenoid directional valve (13.4) is connected back to the oil tank (1); the seventh solenoid directional valve (13.8) is connected to port B2 of the third solenoid directional valve (13.17), and port A5 of the fifth solenoid directional valve (13.7) is connected back to the oil tank (1); the seventh solenoid directional valve (13.8) is connected to port B2 of the third solenoid directional valve (13.17), and port A2 of the second solenoid directional valve (13.4) is connected back to the oil tank (1); the seventh solenoid directional valve (13.8) is connected to port B2 of the third solenoid directional valve (13.17), and port A2 of the third solenoid directional valve (13.7) is connected back to the oil tank (1); the seventh solenoid directional The output of port B7 of the magnetic directional valve (13.9) is divided into two paths: one path is connected to the control X port of the fourth two-way cartridge valve (13.18), and the other path is connected to port B8 of the eighth solenoid directional valve (13.10). The A8 port of the eighth solenoid directional valve (13.10) is then connected back to the oil tank (1); the output of port B10 of the tenth solenoid directional valve (13.12) is divided into two paths: one path is connected to the control X port of the fifth two-way cartridge valve (13.19), and the other path is connected to port B9 of the ninth solenoid directional valve (13.11). The A9 port of the ninth solenoid directional valve (13.11) is then connected back to the oil tank (1); the output of port B12 of the twelfth solenoid directional valve (13.14) is divided into two paths: one path is connected to the control X port of the sixth two-way cartridge valve (13.19), and the other path is connected to port B9 of the ninth solenoid directional valve (13.11).The control X port of 20) is connected to the other port, and the B11 port of the eleventh solenoid directional valve (13.13) is connected to the oil tank (1). The A11 port of the eleventh solenoid directional valve (13.13) is connected back to the oil tank (1). The B ports of the first two-way cartridge valve (13.15), the second two-way cartridge valve (13.16), the fourth two-way cartridge valve (13.18), and the fifth two-way cartridge valve (13.19) are connected in parallel, forming three output paths. The first path is connected to the second pressure sensor (13.21), and the second and third paths are symmetrically connected to the safety brake assembly (13.22) via pipelines. The A port of the second two-way cartridge valve (13.16) is connected to the fifth two-way cartridge valve (13.19). The B port of the three-way cartridge valve (13.17) is connected, the A port of the fifth two-way cartridge valve (13.19) is connected to the B port of the sixth two-way cartridge valve (13.20), and the A port of the third two-way cartridge valve (13.17) and the A port of the sixth two-way cartridge valve (13.20) are connected in parallel to output as the return port of the safety brake module (13). This return port merges with the two ports of the shut-off valve (14) and is connected to the oil tank (1) through the return oil filter (15).

2. The hydraulic safety braking system for a ship lift balance drum according to claim 1, characterized in that: The first two-way cartridge valve (13.15), the second two-way cartridge valve (13.16), the third two-way cartridge valve (13.17), the fourth two-way cartridge valve (13.18), the fifth two-way cartridge valve (13.19), and the sixth two-way cartridge valve (13.20) are all high-flow cartridge valves.

3. The safety braking hydraulic system for the balance drum of a ship lift according to claim 1, characterized in that: The first solenoid directional valve (13.3), the third solenoid directional valve (13.5), the fifth solenoid directional valve (13.7), the seventh solenoid directional valve (13.9), the ninth solenoid directional valve (13.11), and the eleventh solenoid directional valve (13.13) are all normally open two-position two-way solenoid directional valves with a cone valve core.

4. The safety braking hydraulic system for the balance drum of a ship lift according to claim 1, characterized in that: The second solenoid directional valve (13.4), the fourth solenoid directional valve (13.6), the sixth solenoid directional valve (13.8), the eighth solenoid directional valve (13.10), the tenth solenoid directional valve (13.12), and the twelfth solenoid directional valve (13.14) are all normally closed two-position two-way solenoid directional valves with a cone valve core.

5. The safety braking hydraulic system for the balance drum of a ship lift according to claim 1, characterized in that: Each solenoid directional valve is equipped with a valve core position feedback limit switch.

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