A hydraulic system for vehicle ferry ramps

Abstract

This utility model relates to the field of vehicle ferry ramp technology, and in particular to a vehicle ferry ramp hydraulic system, including an auxiliary unit. The auxiliary unit is characterized by: one end connected to a power unit via an output oil circuit; one end of the power unit connected to a pressure protection unit via an output oil circuit; one end of the pressure protection unit connected to an active control unit via an output oil circuit; one end of the active control unit connected to an execution unit via an output oil circuit; the other end of the active control unit connected to a manual control unit via an output oil circuit; and one end of the manual control unit connected to a ramp cylinder via an output oil circuit. The hydraulic system of this application achieves power supply, pressure regulation, and precise motion control of the vehicle ferry ramp through the coordinated operation of the auxiliary unit's oil tank and return oil filter, the power unit's multi-pump parallel connection plus motor, the pressure protection unit's overflow valve, the active control unit's proportional composite valve, the execution unit's anchor winch motor, and the manual control unit's directional valve and throttle valve.

Description

Technical Field

[0001] This utility model relates to the field of vehicle ferry ramp technology, and in particular to a hydraulic system for vehicle ferry ramps. Background Technology

[0002] Traditional car ferry gangway hydraulic systems typically employ a single pump for oil supply and a fixed pressure control mode, using simple electromagnetic directional valves or mechanical linkages to achieve gangway raising, lowering, and locking functions. While these systems can perform basic actions, they have significant drawbacks: Firstly, single-pump oil supply is prone to pressure instability due to load fluctuations, affecting the smoothness of gangway movements; secondly, fixed pressure settings are difficult to adapt to the differentiated needs of gangway cylinders (high thrust, long stroke) and locking cylinders (low-speed, precise locking), easily leading to overpressure damage or locking failure; furthermore, the directional logic, which relies entirely on electrical control, lacks reliability under harsh operating conditions (such as humidity and vibration) and lacks a manual emergency mechanism. Electrical system failures can cause the gangway to fail to raise, lower, or lock properly, seriously threatening the safety of ship operations.

[0003] Chinese patent discloses a vehicle ferry ramp (publication number: CN203876959U) comprising a hull, a cable guide, a cable, pulleys, buckles, a ramp, a pivot, a support, and a hydraulic motor. The hydraulic motor is mounted on the bottom of the hull via a support, and the ramp is mounted on the front of the bottom of the hull via a pivot. A cable guide is fitted onto the cable, and one end of the cable is connected to the hydraulic motor. However, this type of vehicle ferry ramp has low integration, single pressure control, and lacks emergency operation. It is difficult to balance the stability of the ramp's movement, the reliability of locking, and the need for manual intervention. Under complex working conditions, it is prone to operation interruption due to automatic control failure, and lacks manual emergency operation support. At the same time, the pressure protection and structural stability design are insufficient, making it difficult to meet the reliability requirements under high-frequency and high-load scenarios. Therefore, a hydraulic system for vehicle ferry ramps is needed. Utility Model Content

[0004] The purpose of this utility model is to solve the problems of low integration, single pressure control, lack of emergency operation in the existing traditional vehicle ferry ramp system, which makes it difficult to take into account the stability of ramp movement, locking reliability and manual intervention requirements. In complex working conditions, it is easy to cause operation interruption due to automatic control failure, and lacks manual emergency operation support. At the same time, the pressure protection and structural stability design are insufficient, making it difficult to meet the reliability requirements of high frequency and high load scenarios. Therefore, a hydraulic system for vehicle ferry ramps is proposed.

[0005] The technical solution adopted by this utility model to solve its technical problem is as follows: A hydraulic system for a vehicle ferry ramp, comprising an auxiliary unit, characterized in that: one end of the auxiliary unit is connected to a power unit via an output oil circuit; one end of the power unit is connected to a pressure protection unit via an output oil circuit; one end of the pressure protection unit is connected to an active control unit via an output oil circuit; one end of the active control unit is connected to an execution unit via an output oil circuit; the other end of the active control unit is connected to a manual control unit via an output oil circuit; one end of the manual control unit is connected to a ramp cylinder via an output oil circuit, and the other end is connected to a locking cylinder via an output oil circuit; the auxiliary unit includes an oil tank, and a return oil filter is provided on one side of the oil tank; an overflow valve is provided between the ramp cylinder and the locking cylinder via an output oil circuit. Functional integration: Through multi-unit modular combination, it covers the entire process of hydraulic system from oil supply, pressure regulation, precise control to action execution, forming a complete springboard drive and locking function chain; Operational flexibility: Active control unit (proportional compound valve) and manual control unit (manual directional valve) coexist, supporting both automated control and manual operation in case of power or automatic system failure, adapting to different working conditions; Safety redundancy: The pressure protection unit and the relief valve between the springboard cylinder and the locking cylinder form dual pressure protection to avoid system overload damage.

[0006] Preferably, the power unit includes at least two variable displacement piston pumps connected in parallel, each with an electric motor connected to one end for driving the pump. This multi-pump parallel design can share the load pressure; if one pump fails, the remaining pumps can still maintain basic oil supply, preventing system downtime. The variable displacement characteristic allows the pumps to dynamically adjust flow and pressure according to the actual needs of the ramp lifting / locking, improving energy efficiency. The parallel structure facilitates the subsequent addition of pumps to match greater power requirements (such as heavier ramps or higher frequency operations), offering high flexibility.

[0007] Preferably, the pressure protection unit includes a relief valve, with a pressure gauge at one end and a check valve at the other end. The relief valve monitors the system pressure in real time and releases pressure when it exceeds the limit, preventing high pressure in the oil circuit from damaging components; the pressure gauge provides an intuitive pressure value reference, facilitating operators to monitor the system status; the check valve ensures that the oil flows only in a set direction (such as from the power unit to the active control unit), preventing reverse impact caused by pressure fluctuations and maintaining system pressure balance.

[0008] Preferably, the active control unit includes at least two parallel proportional composite valves, each comprising a manual directional valve, one or more check valves, and one or more relief valves. The execution unit includes at least two parallel anchor winch hydraulic motors, each comprising a winch, one or more relief valves, and one or more check valves. The proportional composite valves achieve continuous control of oil flow / direction through electrical signals or mechanical adjustment, precisely adjusting the speed and direction of the anchor winch hydraulic motors to smoothly drive the winch's raising and lowering actions. Parallel operation of multiple hydraulic motors can share the load, and the remaining motors can maintain basic functions even if one fails. The internal relief valves and check valves further ensure stable pressure and unidirectional oil flow during motor operation, preventing reverse rotation or overload.

[0009] Preferably, the manual control unit includes a manual directional valve, and the output oil circuit between the manual directional valve and the ramp cylinder is equipped with a throttle valve. The manual directional valve directly controls the lifting and lowering actions of the ramp cylinder by switching the oil circuit direction—for example, when the directional valve is switched to the "lift" position, oil enters the rodless chamber of the cylinder to push the piston upward, causing the ramp to unfold; when switched to the "lower" position, oil flows back to the oil tank, and the piston slowly descends under gravity or load; another set of oil circuits of the same manual directional valve is connected to a locking cylinder, and the piston extension and retraction of the locking cylinder are controlled by the directional operation to achieve mechanical fixation of the ramp locking position (such as extension locking, retraction release), ensuring that the ramp will not be displaced by external forces (such as vehicle vibration) after unfolding or retracting; the throttle valve regulates the oil flow rate entering the ramp cylinder to control the lifting / lowering speed and avoid impact or load imbalance caused by rapid action; the multi-way switching design of the manual directional valve integrates the ramp movement and locking action into the same operating end, simplifying the manual operation process.

[0010] Preferably, the ramp cylinder includes a cylinder body with trunnion connection structures on both sides, an oil inlet and outlet on the cylinder body, a main support at the bottom of the cylinder body, and an auxiliary support on one side. The trunnion connection structure facilitates quick assembly of the cylinder and the ramp hinge point, adapting to multi-angle connection requirements (such as tilting or rotation) between the vehicle platform and the ramp; the main support bears the main weight and load of the cylinder, while the auxiliary support shares lateral forces or vibration impacts. The combination of the two improves the structural stability of the cylinder during frequent ramp raising and lowering processes, extending its service life.

[0011] The advantages of this utility model are: The hydraulic system of this application achieves full-process functional integration of the vehicle ferry ramp from power supply and pressure regulation to precise motion control through the coordinated operation of modularly designed auxiliary units, power units, pressure protection units, active control units, execution units, and manual control units. The auxiliary unit (oil tank and return oil filter) provides a clean and stable oil source for the system. The power unit (multiple parallel variable displacement piston pumps + electric motor) can dynamically adjust the oil supply flow and pressure to adapt to different load requirements of the scaffold. The pressure protection unit (overflow valve + check valve + pressure gauge) monitors and limits the system pressure in real time to avoid overload risks. The active control unit (proportional compound valve) and the execution unit (anchor winch hydraulic motor) work together to achieve precise drive of the scaffold winch, supporting smooth lifting and lowering under automated control. The manual control unit (manual reversing valve + throttle valve) directly controls the lifting and lowering actions of the scaffold cylinder and the opening and closing state of the locking cylinder by switching the oil circuit direction. The throttle valve further adjusts the action speed and can quickly switch to manual operation mode to ensure continuous operation when the automatic system fails. The structural design of the scaffold cylinder and locking cylinder (trunnion connection, main / auxiliary bracket support) enhances installation adaptability and operational stability. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the hydraulic system principle of this utility model.

[0014] Figure 2 This is a schematic diagram of the main structure of the springboard cylinder of this utility model.

[0015] Figure 3 This is a top view schematic diagram of the hydraulic cylinder for the springboard of this utility model.

[0016] In the diagram: 1. Oil tank; 2. Electric motor; 3. Variable displacement piston pump; 4. Main relief valve; 5. Pressure gauge; 6. Check valve; 7. Proportional valve; 8. Anchor winch hydraulic motor; 9. Plane cylinder; 10. Throttle valve; 11. Locking cylinder; 12. Secondary relief valve; 13. Manual directional valve; 14. Return oil filter; 15. Output oil circuit; 16. Winch; 17. Trunnion connection structure; 18. Inlet and outlet ports; 19. Cylinder body; 20. Main support; 21. Auxiliary support. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model. Example

[0018] Please see Figure 1-3 As shown, a hydraulic system for a vehicle ferry ramp includes an auxiliary unit, characterized in that: one end of the auxiliary unit is connected to a power unit via an output oil circuit 15; one end of the power unit is connected to a pressure protection unit via an output oil circuit 15; one end of the pressure protection unit is connected to an active control unit via an output oil circuit 15; one end of the active control unit is connected to an execution unit via an output oil circuit 15; the other end of the active control unit is connected to a manual control unit via an output oil circuit 15; one end of the manual control unit is connected to a ramp cylinder 9 via an output oil circuit 15, and the other end is connected to a locking cylinder 11 via an output oil circuit 15; the auxiliary unit includes an oil tank 1, and a return oil filter 14 is provided on one side of the oil tank 1; an overflow valve is provided between the ramp cylinder 9 and the locking cylinder 11 via an output oil circuit 15. Functional integration: Through multi-unit modular combination, it covers the entire process of hydraulic system from oil supply, pressure regulation, precise control to action execution, forming a complete springboard drive and locking function chain; Operational flexibility: The active control unit (proportional compound valve) and the manual control unit (manual directional valve 13) coexist, supporting both automated control and manual operation when the power or automatic system fails, adapting to different working conditions; Safety redundancy: The pressure protection unit and the relief valve between the springboard cylinder 9 and the locking cylinder 11 form dual pressure protection to avoid system overload damage.

[0019] In this embodiment, the power unit includes at least two variable displacement piston pumps 3 connected in parallel, with each variable displacement piston pump 3 connected at one end to an electric motor 2 for driving its operation. The parallel design of multiple pumps can share the load pressure; if one pump fails, the remaining pumps can still maintain basic oil supply, preventing system shutdown. The variable displacement characteristic allows the pumps to dynamically adjust flow and pressure according to the actual needs of the ramp lifting / locking, improving energy efficiency. The parallel structure facilitates the subsequent addition of pumps to match greater power requirements (such as heavier ramps or higher frequency operations), offering high flexibility.

[0020] In this embodiment, the pressure protection unit includes a relief valve. One end of the main relief valve 4 is equipped with a pressure gauge 5, and the other end with a check valve 6. The relief valve monitors the system pressure in real time and releases pressure when it exceeds the limit, preventing high pressure in the oil circuit from damaging components. The pressure gauge 5 provides an intuitive pressure value reference, facilitating operator monitoring of the system status. The check valve 6 ensures that the oil flows only in a set direction (e.g., from the power unit to the active control unit), preventing reverse impacts caused by pressure fluctuations and maintaining system pressure balance.

[0021] In this embodiment, the active control unit includes at least two parallel proportional composite valves. Each proportional composite valve 7 includes a manual directional valve, one or more check valves, and one or more relief valves. The execution unit includes at least two parallel anchor winch hydraulic motors 8. Each anchor winch hydraulic motor 8 includes a winch 16, one or more relief valves, and one or more check valves. The proportional composite valves achieve continuous control of the oil flow / direction through electrical signals or mechanical adjustment, precisely adjusting the speed and direction of the anchor winch hydraulic motors 8 to smoothly drive the raising and lowering of the winch 16. Multiple hydraulic motors operating in parallel can share the load, and the remaining motors can still maintain basic functions even if one motor fails. The internal relief valves and check valves further ensure stable pressure and unidirectional oil flow during motor operation, preventing reverse rotation or overload.

[0022] In this embodiment, the manual control unit includes a manual reversing valve 13, and the output oil circuit 15 between the manual reversing valve 13 and the springboard cylinder 9 is provided with a throttle valve 10. The manual directional valve 13 directly controls the lifting and lowering actions of the ramp cylinder 9 by switching the oil circuit direction. For example, when the directional valve is switched to the "lift" position, the oil enters the rodless chamber of the cylinder and pushes the piston upward, causing the ramp to unfold. When switched to the "lower" position, the oil flows back to the oil tank 1, and the piston slowly descends under the action of gravity or load. Another set of oil circuits of the same manual directional valve 13 is connected to the locking cylinder 11. The piston of the locking cylinder 11 is controlled to extend and retract through the directional operation to achieve mechanical fixation of the ramp locking position (such as extension locking and retraction release), ensuring that the ramp will not be displaced by external forces (such as vehicle vibration) after unfolding or retracting. The throttle valve 10 adjusts the oil flow into the ramp cylinder 9 to control the lifting / lowering speed and avoid impact or load imbalance caused by rapid action. The multi-way switching design of the manual directional valve 13 integrates the ramp movement and locking action into the same operating end, simplifying the manual operation process.

[0023] In this embodiment, the ramp cylinder 9 includes a cylinder body 19, with trunnion connection structures 17 on both sides of the cylinder body 19. The cylinder body 19 has oil inlet and outlet ports 18, a main support 20 at its bottom, and an auxiliary support 21 on one side. The trunnion connection structure 17 facilitates quick assembly of the cylinder and the ramp hinge point, adapting to multi-angle connection requirements between the vehicle platform and the ramp, such as tilting or rotation. The main support 20 bears the main weight and load of the cylinder, while the auxiliary support 21 shares lateral forces or vibration impacts. The combination of these two components enhances the structural stability of the cylinder during frequent ramp raising and lowering processes, extending its service life.

[0024] In this embodiment, the oil tank is model RFA-250X20F-Y; the variable displacement piston pump is model 40SCY14-1B; the electric motor is model Y160L-4-H; the return oil filter is model 34SP-L32H-W; the locking cylinder is model HSCL40 / 20-100; the proportional composite valve is model CSBF-G20; the manual directional valve is model DIF-L20; the anchor winch hydraulic motor is model XL2-160; the main relief valve is model YF-L20H with a set pressure of 25MPa; the manual directional valve is model DIF-L20; the auxiliary relief valve is model YF-L32H; the throttle valve is model LF-L32; the ramp cylinder has a thrust of 300KN, a stroke of 1100mm, a working pressure of 17MPa, and a piston diameter of 160mm; the pressure gauge has a measurement range of 0-40MPa.

[0025] The implementation principle of this embodiment is as follows: Electric motor 2 drives at least two parallel variable displacement piston pumps 3 to pump hydraulic oil from tank 1 into the main oil circuit of the system after filtration by return oil filter 14. The variable displacement piston pumps 3 can dynamically adjust the output flow and pressure according to the load of the ramp, such as the gravity resistance during lifting or the inertial impact during lowering. The multi-pump parallel structure ensures redundant oil supply capacity. If a single pump fails, the remaining pumps can still maintain basic oil supply to avoid system shutdown. The pumped high-pressure oil enters the pressure protection unit and is first pressure-limited by the relief valve. When the system pressure exceeds the set threshold, the relief valve opens to release pressure and prevent high pressure in the oil circuit from damaging components. Check valve 6 ensures that the oil flows only along the main oil circuit from the power unit to the active control unit to avoid reverse impact. Pressure gauge 5 displays the system pressure value in real time, providing monitoring data for operators.

[0026] The hydraulic fluid enters the proportional control valve of the active control unit. The proportional control valve controls the flow direction and flow rate of the hydraulic fluid through electrical signals or mechanical regulation, driving the anchor winch hydraulic motor 8 of the actuator unit to operate. The anchor winch hydraulic motor 8 drives the scaffold winch 16 to rotate, realizing the automatic deployment or lowering of the scaffold. The continuous adjustment characteristic of the proportional valve allows the speed of the winch 16 to be precisely matched with load changes, avoiding shocks caused by excessively rapid movements.

[0027] The oil simultaneously enters the manual directional control valve 13 of the manual control unit, and the operator can control the oil flow direction by switching the valve core position: Control of the ramp cylinder 9: When the reversing valve is switched to the "lifting" position, the oil enters the rodless chamber of the ramp cylinder 9, pushing the piston to rise and causing the ramp to unfold; when switched to the "lowering" position, the oil flows back to the oil tank 1, and the piston slowly descends under the action of gravity or load. The throttle valve 10 adjusts the return speed to control the smoothness of the lowering.

[0028] Locking cylinder 11 control: Another set of oil circuits of the reversing valve is connected to the locking cylinder 11. Switching the valve core position can allow oil to enter or exit the locking cylinder 11 chamber, drive the piston to extend and retract to achieve mechanical fixation of the ramp locking position, such as extending to lock and retracting to release, ensuring that the ramp will not be displaced by external forces such as vehicle vibration after it is extended or retracted.

[0029] The piston movements of the ramp cylinder 9 and locking cylinder 11 directly drive the ramp to complete the lifting, lowering, and locking actions. The trunnion connection structure 17 of the ramp cylinder 9 and the support design of the main / auxiliary bracket 21 ensure even force distribution on the cylinder and prevent vibration and displacement. The mechanical locking function of the locking cylinder 11 works in sync with the movement of the ramp cylinder 9, forming a dual guarantee of "power drive + mechanical fixation". In addition, the overflow valve between the ramp cylinder 9 and the locking cylinder 11 serves as a secondary pressure protection, further limiting the local oil circuit pressure in manual control mode to avoid local overload caused by improper operation.

[0030] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0031] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A vehicle ferry ramp hydraulic system comprising an auxiliary unit, characterized in that The auxiliary unit is connected to a power unit at one end via an output oil circuit (15), the power unit is connected to a pressure protection unit at one end via an output oil circuit (15), the pressure protection unit is connected to an active control unit at one end via an output oil circuit (15), the active control unit is connected to an execution unit at one end via an output oil circuit (15), the active control unit is connected to a manual control unit at the other end via an output oil circuit (15), the manual control unit is connected to a ramp cylinder (9) at one end via an output oil circuit (15), and a locking cylinder (11) at the other end via an output oil circuit (15). The auxiliary unit includes an oil tank (1), and a return oil filter (14) is provided on one side of the oil tank (1). The ramp cylinder (9) and the locking cylinder (11) are connected by a secondary overflow valve (12) via an output oil circuit (15).

2. The hydraulic system of a vehicle ferry ramp according to claim 1, characterized in that: The power unit includes at least two variable displacement piston pumps (3) connected in parallel, and each variable displacement piston pump (3) is connected to an electric motor (2) for driving the variable displacement piston pump (3) at one end.

3. The hydraulic system of a vehicle ferry ramp according to claim 1, characterized in that: The pressure protection unit includes a main relief valve (4), one end of which is equipped with a pressure gauge (5), and the other end is equipped with a check valve (6).

4. The hydraulic system of a vehicle ferry ramp according to claim 1, characterized in that: The active control unit includes at least two parallel proportional composite valves (7), each of which includes a manual directional valve, one or more check valves and one or more relief valves. The execution unit includes at least two parallel anchor winch hydraulic motors (8), each of which includes a winch (16), one or more relief valves and one or more check valves.

5. The hydraulic system of a vehicle ferry ramp according to claim 1, characterized in that: The manual control unit includes a manual reversing valve (13), and the output oil circuit (15) between the manual reversing valve (13) and the springboard cylinder (9) is equipped with a throttle valve (10).

6. The hydraulic system of a vehicle ferry ramp according to claim 1, characterized in that: The springboard cylinder (9) includes a cylinder body (19), with trunnion connection structures (17) on both sides of the cylinder body (19), an oil inlet and outlet (18) on the cylinder body (19), a main support (20) at the bottom of the cylinder body (19) and an auxiliary support (21) on one side.

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