Engineering vehicle and steering mechanism and steering control system thereof

Abstract

The invention discloses an engineering vehicle and a steering mechanism and a steering control system thereof. One end of a first steering oil cylinder and one end of a second steering oil cylinder are hinged to the middle of a front axle housing, and the other ends of the first steering oil cylinder and the second steering oil cylinder are hinged to a first wheel steering knuckle arm and a secondwheel steering knuckle arm respectively; the first end of the first wheel steering knuckle arm is connected with a front axle transmission mechanism; the second end of the first wheel steering knuckle arm is hinged with the first end of a first steering pull rod; the second end of the first steering pull rod is hinged with the lower end of a first pull rod steering rocker arm and the first end ofthe front axle adjustable steering pull rod; the second end of the second wheel steering knuckle arm is hinged with the first end of the second steering pull rod; the second end of the second steering pull rod is hinged with the lower end of a second pull rod steering rocker arm and the second end of the front axle adjustable steering pull rod; and the upper ends of the first pull rod steering rocker arm and the second pull rod steering rocker arm are hinged to the front axle housing. The three steering pull rods are adopted, the two ends of each steering pull rod are non-adjustable, the middle of each steering pull rod is adjustable, a steering structure can be conveniently adjusted at a time, and toe-in values of a front axle and a rear axle are adjusted.

Description

technical field [0001] The invention belongs to the technical field of engineering machinery, and relates to an engineering vehicle, a steering mechanism and a steering control system thereof. Background technique [0002] At present, in order to save structural space, the steering mechanism of construction machinery products mostly uses a common steering rod, that is, one end of the steering rod is connected to the steering arm of the left bridge, and one end of the steering rod is connected to the steering arm of the right bridge. The steering gear drives the axle to rotate. This structure takes up a lot of space, the steering rod is longer, and the ground clearance is smaller; the existing product adopts an integral hydraulic power steering gear on the front axle, and the hydraulic power is small. Strong force, driving fatigue; the first use of the product has no steering mechanism on the rear axle, and the turning radius is relatively large during loading operations, res...

AI Technical Summary

Problems solved by technology

The steering gear drives the axle to rotate. This structure takes up a lot of space, the steering rod is longer, and the ground clearance is smaller; the existing product adopts an integral hydraulic power steering gear on the front axle, and the hydraulic power is small. Heavy force, driving fatigue; first use the product rear axle without steering mechanism, when loading operation, the turning radius is large and the operation efficiency is low

[0003] In the prior art, the steering mechanism often adopts a double rocker arm structure, and the oil cylinders at both ends control the rotation of the steering knuckle arm, thereby driving the entire tire to rotate. The steering trapezoidal arm is composed of three rods. Among the three rods, the two ends are longer and can be adjusted. , the middle one is shorter and cannot be adjusted

There are the following defects: (1) The position of the steering cylinder is unreasonable, the steering arm is small, and dead spots are prone to appear; (2) The steering rods at both ends are long, resulting in a long steering rocker arm, which is not conducive to space layout; (3) The steering rod at the end is adjustable, the adjustment is complicated, and the left and right asymmetry is easily caused during the adjustment

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