Automobile emergency steering system

Abstract

The embodiment of the application provides an automobile emergency steering system, which comprises four steering oil cylinders, an auxiliary pump, an oil return filter, a steering multi-way valve, a steering valve group, a flow amplifier, a steering limiting valve group, two shuttle valves, a steering gear, an emergency steering valve group, an accumulator group, a radiator, a cooling auxiliary pump, an oil pressure filter, a variable pump, an oil suction filter and related pipelines and a steering butterfly plate. The automobile emergency steering system of the application can realize emergency steering of a fault vehicle under the condition of power failure of the whole system by using the energy stored in a battery group to drive a main pump and an auxiliary pump to work, and the system has high reliability.

Description

Technical Field

[0001] This application relates to the field of engineering machinery applications, and more particularly to an emergency steering system for automobiles. Background Technology

[0002] With the continuous increase in global resource consumption, energy conservation and emission reduction have become important strategies for various countries. New energy vehicle technology is constantly advancing, and this is also true in the field of construction machinery. Heavy-duty frame vehicles used for material transportation in the metallurgical industry have begun to use new hybrid technology.

[0003] Powered by a battery pack, the motor enables movement, steering, and material transport. The electric system plays an increasingly important role in new frame vehicles. If the electric system fails, the entire vehicle will stop working, posing a significant safety hazard to vehicles already in motion. Therefore, a system with emergency steering capabilities is essential when towing.

[0004] Currently, emergency steering systems all require an emergency auxiliary pump as a power source, which in turn requires a motor or is driven by the engine, limiting its application and making it unable to handle power source failures. For example, existing emergency steering systems mainly employ two methods: one relies on the driver's manual operation to assess the vehicle's status, depending on the driver's experience and posing safety hazards; the other uses a complex sensor network to automatically determine the current steering status and make adjustments, but this method suffers from drawbacks such as high cost and insufficient reliability.

[0005] In view of this, it is necessary to design a technical solution that can effectively perform emergency steering when there is no power, so as to ensure the safety of construction machinery vehicles. Summary of the Invention

[0006] In view of the above problems, this application provides an emergency steering system for automobiles, which can ensure the safety of construction machinery vehicles.

[0007] One aspect of this application provides an emergency steering system for automobiles, comprising: a suction filter, a variable displacement pump, a pressure filter, a cooling auxiliary pump, a radiator, an accumulator group, an emergency steering valve group, a first shuttle valve, a steering gear, a second shuttle valve, a steering limit valve group, a flow amplification valve, a steering valve group, a steering multi-way valve, a return filter, an auxiliary pump, a first steering cylinder, a second steering cylinder, a third steering cylinder, a fourth steering cylinder, a first steering butterfly plate, and a second steering butterfly plate;

[0008] The outlet of the suction filter is connected to the inlet of the variable pump, the inlet of the cooling auxiliary pump, and the inlet of the auxiliary pump via pipes.

[0009] The cooling auxiliary pump outlet is divided into two paths: one path is connected to the radiator inlet via a pipeline, and the other path is connected to the return port of the emergency steering valve assembly via a pipeline.

[0010] The outlet of the auxiliary pump is connected to the first pressure port of the emergency steering valve group through a pipeline. The accumulator group is connected to the accumulator connection port of the emergency steering valve group. One of the pressure ports of the variable pump main pump is connected to the pilot signal port of the emergency steering valve group. The other pressure port of the variable pump main pump is connected in parallel with the pressure port of the emergency steering valve group and outputs to the flow amplification valve through a three-way pipe.

[0011] The outlet of the variable pump is connected to the inlet of the hydraulic oil filter through a pipeline. One outlet of the hydraulic oil filter is connected to a three-way pipe through a pipeline and outputs to the flow amplification valve. The other outlet is connected to the inlet of the first shuttle valve and outputs to the flow amplification valve and the diverter through the first shuttle valve.

[0012] The outlet of the return oil filter is divided into two paths: one path is connected to the flow amplification valve via a pipeline, and the other path is connected to the diversion multi-way valve via a pipeline.

[0013] In addition to connecting the first shuttle valve and the flow amplification valve through pipelines, the steering multi-way valve is also connected to the steering valve assembly through four pipelines. Two of these pipelines connect the first steering cylinder and the second steering cylinder through the steering valve assembly, while the other two pipelines connect the third steering cylinder and the fourth steering cylinder through the steering valve assembly.

[0014] The outlet of the steering gear is connected to a flow amplification valve through a pipe. The flow amplification valve is connected to the steering valve assembly through two pipes, which in turn connects to the first steering cylinder and the second steering cylinder.

[0015] The first and second steering cylinders are hinged to both ends of the first steering butterfly plate, and the third and fourth steering cylinders are hinged to both ends of the second steering butterfly plate.

[0016] Optionally, the auxiliary pump outlet is connected to the first pressure port of the emergency steering valve assembly via a hose.

[0017] Optionally, there are two steering gears and two shuttle valves. The two right steering ports and two left steering ports of the two steering gears are connected to the two input terminals of the two shuttle valves respectively through steering limit valves; the output terminals of the two shuttle valves are connected to the right steering port and the left steering port of the flow amplification valve respectively.

[0018] The pressure ports of both steering gears are connected to the pressure ports of the flow amplification valve, and the load feedback ports of both steering gears are connected to the load feedback ports of the flow amplification valve.

[0019] Optionally, the emergency steering valve assembly includes a first check valve, a first pressure reducing valve, a hydraulically controlled logic directional valve, a second pressure reducing valve, a damping orifice, a two-position two-way solenoid directional valve, a filling valve, a safety valve, and a second check valve, and is integrated into a valve block.

[0020] The outlet of the first check valve is connected in parallel to the flow amplification valve. The outlet of the first pressure reducing valve is connected to the inlet of the first check valve. The inlet of the first pressure reducing valve is connected to the outlet of the hydraulic control logic directional valve. The inlet of the second pressure reducing valve is connected to the outlet of the filter. The outlet of the second pressure reducing valve is divided into two paths, one of which is connected to the inlet of the damping orifice, and the other is connected to the control port of the hydraulic control logic directional valve. The hydraulic control logic directional valve is connected in series with the second check valve. The inlet of the two-position two-way solenoid directional valve is connected to the outlet of the damping orifice. The outlet of the two-position two-way solenoid directional valve is the return port of the emergency steering valve group and connected to the oil tank. The control port of the filling valve is connected in parallel with the outlet of the accumulator group and the second check valve. The inlet of the safety valve is connected in parallel with the inlet of the filling valve and the inlet of the second check valve.

[0021] Optionally, the left turn port and right turn port of the flow amplification valve are connected to the left turn input port and right turn input port of the steering valve assembly, respectively. The left turn input port of the steering valve assembly is connected to the first pipe between the first left turn interface and the left turn interface of the steering valve assembly through a pipe. The right turn input port of the steering valve assembly is connected to the fourth pipe between the first right turn interface and the third right turn interface through a pipe.

[0022] Specifically, the first left-turn port and the second left-turn port of the steering valve assembly are connected to the rodless chamber and the rod chamber of the first steering cylinder, respectively; the first right-turn port and the second right-turn port of the steering valve assembly are connected to the rodless chamber and the rod chamber of the second steering cylinder, respectively; the third left-turn port and the fourth left-turn port of the steering valve assembly are connected to the rodless chamber and the rod chamber of the third steering cylinder, respectively; and the third right-turn port and the fourth right-turn port of the steering valve assembly are connected to the rodless chamber and the rod chamber of the fourth steering cylinder, respectively.

[0023] Optionally, the secondary priority port of the flow amplification valve is connected to the steering multi-way valve, and the pressure port and return port of the flow amplification valve are connected to the pressure port and return port of the steering gear, respectively.

[0024] Optionally, the steering valve assembly includes a first pressure sensor (131), a second pressure sensor (132), a first solenoid directional valve (133), a second solenoid directional valve (134), a third solenoid directional valve (135), a fourth solenoid directional valve (136), a fifth solenoid directional valve (137), a sixth solenoid directional valve (138), a seventh solenoid directional valve (139), a first shut-off valve (1310), a second shut-off valve (1311), a third shut-off valve (1312), and a fourth shut-off valve (1313), all packaged in a block.

[0025] The first pipe between the first left-turn port and the third left-turn port passes through the first electromagnetic reversing valve (133), the fourth pipe between the first right-turn port and the third right-turn port passes through the second electromagnetic reversing valve (134), and the pipe connected in parallel between the first pipe and the fourth pipe passes through the third electromagnetic reversing valve (135).

[0026] The first pressure gauge (131) is located on the first pipe; the second pressure gauge (132) is located on the fourth pipe;

[0027] The second left-turn port and the fourth left-turn port are connected by a second pipe. The left-turn adjustment port of the steering valve group is connected to the second pipe by a first access pipe passing through the fourth solenoid directional valve (136). Two parallel access pipes are also connected in parallel at the inlet and outlet of the fourth solenoid directional valve (136). One of the parallel access pipes passes through the fourth solenoid directional valve (136), and the other parallel access pipe passes through the first shut-off valve (1310).

[0028] The second right turn port and the fourth right turn port are connected by a third pipe. The right turn adjustment port of the steering valve group is connected to the third pipe by a second access pipe passing through the fifth solenoid directional valve (137). Two parallel access pipes are also connected in parallel at the inlet and outlet of the fifth solenoid directional valve (137). One of the parallel access pipes passes through the fifth solenoid directional valve (137), and the other parallel access pipe passes through the second shut-off valve (1311).

[0029] The left turn control interface of the steering valve group is connected to the first pipeline through the third access pipeline passing through the sixth solenoid directional valve (138), and a parallel access pipeline passing through the shut-off valve (1312) is also connected in parallel at the inlet and outlet of the sixth solenoid directional valve (138).

[0030] The right turn control interface of the steering valve assembly is connected to the fourth pipeline through an access pipeline passing through the seventh solenoid directional valve (139), and a parallel access pipeline passing through the fourth shut-off valve (1313) is also connected in parallel at the inlet and outlet of the seventh solenoid directional valve (139).

[0031] Optionally, the first electromagnetic directional valve (133), the second electromagnetic directional valve (134), the third electromagnetic directional valve (135), the fourth electromagnetic directional valve (136), the fifth electromagnetic directional valve (137), the sixth electromagnetic directional valve (138), and the seventh electromagnetic directional valve (139) are all two-position two-way electromagnetic directional valves.

[0032] The emergency steering system of this application uses battery pack energy storage as motor input to drive the main pump and auxiliary pump. In the event of a power failure in the entire system, it can realize emergency steering of the disabled vehicle, and the system has high reliability.

[0033] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application 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 some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of an emergency steering system for automobiles according to an embodiment of this application.

[0036] Figure 2 for Figure 1 A partially enlarged view of the structure of the emergency steering valve assembly and accumulator assembly in the emergency steering system of a Chinese automobile.

[0037] Figure 3 for Figure 1 A partial enlarged view of the steering valve assembly of the emergency steering system in a Chinese automobile. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this application, are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this application are used to distinguish different objects, not to describe a particular order.

[0040] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0041] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0042] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0043] like Figure 1 The diagram shown is a structural schematic of an emergency steering system for automobiles according to an embodiment of this application. The emergency steering system includes: an oil suction filter 1, a variable displacement pump 2, a pressure filter 3, a cooling auxiliary pump 4, a radiator 5, an accumulator group 6, an emergency steering valve group 7, a first shuttle valve 8, a steering gear 9, a second shuttle valve 10, a steering limit valve group 11, a flow amplification valve 12, a steering valve group 13, a steering multi-way valve 14, a return oil filter 15, an auxiliary pump 16, a first steering cylinder 17, a second steering cylinder 18, a third steering cylinder 19, a fourth steering cylinder 20, a first steering butterfly plate 21, and a second steering butterfly plate 22.

[0044] The outlet of the oil suction filter 1 is connected to the inlet of the variable pump 2, the inlet of the cooling auxiliary pump 4, and the inlet of the auxiliary pump 16 via pipes.

[0045] The outlet of the cooling auxiliary pump 4 is divided into two paths. One path is connected to the inlet of the radiator 5 through a pipe, and the other path is connected to the return port T of the emergency steering valve group 7 through a pipe.

[0046] The outlet of the auxiliary pump 16 is connected to the first pressure port P1 of the emergency steering valve group 7 via a pipeline. For example, the outlet of the auxiliary pump 16 is connected to the first pressure port P1 of the emergency steering valve group 7 via a hose. The accumulator group 6 is connected to the accumulator connection port NQ1 of the emergency steering valve group 7. One of the pressure ports of the main pump of the variable pump 2 is connected to the pilot signal port (PK interface) of the emergency steering valve group 7. The other of the pressure ports of the main pump of the variable pump 2 is connected in parallel with the pressure port P0 of the emergency steering valve group 7 and outputs to the flow amplification valve 12 through a three-way pipe.

[0047] The outlet of variable pump 2 is connected to the inlet of pressure oil filter 3 through a pipeline. One outlet of pressure oil filter 3 is connected to a three-way pipe through a pipeline and outputs to flow amplification valve 12. The other outlet is connected to the inlet of first shuttle valve 8 and outputs to flow amplification valve 12 and diverter 9 through first shuttle valve 8.

[0048] The outlet of the return oil filter 15 is divided into two paths: one path is connected to the flow amplification valve 12 via a pipeline, and the other path is connected to the diverter valve 14 via a pipeline.

[0049] In addition to connecting the first shuttle valve 8 and the flow amplification valve 12 via pipelines, the steering multi-way valve 14 is also connected to the steering valve assembly 13 via four pipelines. Two pipelines are connected to the first steering cylinder 17 and the second steering cylinder 18 via the steering valve assembly 13, and the other two pipelines are connected to the third steering cylinder 19 and the fourth steering cylinder 20 via the steering valve assembly 13.

[0050] The outlet of the steering gear 9 is connected to the flow amplification valve 12 via a pipe. The flow amplification valve 12 is connected to the steering valve assembly 13 via two pipes, so that the first steering cylinder 17 and the second steering cylinder 18 can be connected through the steering valve assembly 13.

[0051] For example, two steering gears 9 and a steering limit valve assembly 11 are respectively installed in the vehicle's cab. The two right steering ports (R ports) and two left steering ports (L ports) of the two steering gears 9 are connected to the two input terminals of two second shuttle valves 10 via the steering limit valves 11. The output terminals of the two second shuttle valves 10 are connected to the right steering port (R port) and the left steering port (L port) of the flow amplification valve 12, respectively. The pressure ports (P ports) of the two steering gears 9 are both connected to the pressure ports (P ports) of the flow amplification valve 12, and the load feedback ports (LS ports) of the two steering gears 9 are connected to the load feedback ports (LS ports) of the flow amplification valve 12.

[0052] The emergency steering valve group 7 is powered by the accumulator group 6.

[0053] The first steering cylinder 17 and the second steering cylinder 18 are hinged to both ends of the first steering butterfly plate 21, and the third steering cylinder 19 and the fourth steering cylinder 20 are hinged to both ends of the second steering butterfly plate 22.

[0054] The structure of the emergency steering valve assembly 7 and the connection relationships of other components can be described as follows: Figure 2 As shown, Figure 1 A partially enlarged view of the structure of the emergency steering valve assembly and accumulator assembly of an automotive emergency steering system.

[0055] The emergency steering valve assembly 7 includes a first check valve 71, a first pressure reducing valve 72, a hydraulic control logic directional valve 73, a second pressure reducing valve 74, a damping orifice 75, a two-position two-way solenoid directional valve 76, a filling valve 77, a safety valve 78, and a second check valve 79, and is integrated using a valve block. The outlet of the first check valve 71 is connected in parallel to the flow amplification valve 12. The outlet of the first pressure reducing valve 72 is connected to the inlet of the first check valve 71. The inlet of the first pressure reducing valve 72 is connected to the outlet of the hydraulic control logic directional valve 73. The inlet of the second pressure reducing valve 74 is connected to the outlet of the filter 3. The outlet of the second pressure reducing valve 74 is divided into two paths, one of which is connected to the inlet of the damping orifice 75, and the other is connected to the control port of the hydraulic control logic directional valve 73. The hydraulic control logic directional valve 73 is connected in series with the second check valve 79. The inlet of the two-position two-way solenoid directional valve 76 is connected to the outlet of the damping orifice 75. The outlet of the two-position two-way solenoid directional valve 76 is the return port (T interface) of the emergency steering valve group 7, which is connected to the oil tank. The control port of the filling valve 77 is connected in parallel with the outlet of the accumulator group 6 and the second check valve 79. The inlet of the safety valve 78 is connected in parallel with the inlet of the filling valve 77 and the inlet of the second check valve 79. The common inlet is the first pressure port P1 of the emergency steering valve group 7.

[0056] The structure of the steering valve assembly 13 can be as follows: Figure 3 As shown, Figure 1 A partial enlarged view of the steering valve assembly of an automotive emergency steering system.

[0057] The steering valve assembly 13 includes a first pressure sensor 131, a second pressure sensor 132, a first solenoid directional valve 133, a second solenoid directional valve 134, a third solenoid directional valve 135, a fourth solenoid directional valve 136, a fifth solenoid directional valve 137, a sixth solenoid directional valve 138, a seventh solenoid directional valve 139, a first shut-off valve 1310, a second shut-off valve 1311, a third shut-off valve 1312, and a fourth shut-off valve 1313, all packaged together.

[0058] In another embodiment of this application, the first electromagnetic directional valve 133, the second electromagnetic directional valve 134, the third electromagnetic directional valve 135, the fourth electromagnetic directional valve 136, the fifth electromagnetic directional valve 137, the sixth electromagnetic directional valve 138, and the seventh electromagnetic directional valve 139 are all two-position two-way electromagnetic directional valves.

[0059] The left turn port (CL interface) and right turn port (CR interface) of the flow amplification valve 12 are connected to the left turn input port (L interface) and right turn input port (R interface) of the steering valve assembly 13, respectively. The left turn input port of the steering valve assembly 13 is connected to the first pipe between the first left turn port L111 and the third left turn port L121 of the steering valve assembly 13 through a pipe. The right turn input port of the steering valve assembly 13 is connected to the fourth pipe between the first right turn port R211 and the third right turn port R221 of the steering valve assembly 13 through a pipe.

[0060] The secondary priority port (EF interface) of the flow amplification valve 12 is connected to the steering multi-way valve 14, and the pressure port (P interface) and return port (T interface) of the flow amplification valve 12 are connected to the pressure port (P interface) and return port (T interface) of the steering gear 9, respectively. In another embodiment of this application, a priority valve 120 is also integrated within the flow amplification valve 12 for achieving steering priority function by comparing and controlling the oil circuit pressure.

[0061] The first left-turn port L111 and the second left-turn port L112 of the steering valve assembly 13 are respectively connected to the rodless chamber and the rod chamber of the first steering cylinder 17; the first right-turn port R211 and the second right-turn port R212 of the steering valve assembly 13 are respectively connected to the rodless chamber and the rod chamber of the second steering cylinder 18; the third left-turn port L121 and the fourth left-turn port L122 of the steering valve assembly 13 are respectively connected to the rodless chamber and the rod chamber of the third steering cylinder 19; the third right-turn port R221 and the fourth right-turn port R222 of the steering valve assembly 13 are respectively connected to the rodless chamber and the rod chamber of the fourth steering cylinder 20.

[0062] The first pipe between the first left-turn port L111 and the third left-turn port L121 passes through the first solenoid directional valve 133, the fourth pipe between the first right-turn port R211 and the third right-turn port R221 passes through the second solenoid directional valve 134, and the pipe connected in parallel between the first pipe and the fourth pipe passes through the third solenoid directional valve 135.

[0063] The first solenoid directional valve 133 controls the on / off state of the rodless chambers of the first steering cylinder 17 and the third steering cylinder 19. The second solenoid directional valve 134 controls the on / off state of the rodless chambers of the second steering cylinder 18 and the fourth steering cylinder 20. Both the first solenoid directional valve 133 and the second solenoid directional valve 134 are normally open.

[0064] The third electromagnetic directional valve 135 is used to control the opening and closing of the rodless chamber of the first steering cylinder 17, the second steering cylinder 18, the third steering cylinder 19 and the fourth steering cylinder 20, and is in a normally closed state.

[0065] Both the first pressure gauge 131 and the second pressure gauge 132 can be external pressure gauges. The first pressure gauge 131 is located on the first pipeline, for example, on the pipeline between the first left-turn port L111 and the first solenoid directional valve 133. For example, the first pressure gauge 131 is set at the connection between the right-turn input port (R port) of the steering valve assembly 13 and the fourth pipeline through a pipeline. The first pressure gauge 131 is used to measure the steering pressure of the rodless chamber of the second steering cylinder 18 and the fourth steering cylinder 20. The second pressure gauge 132 is located on the fourth pipeline, for example, on the pipeline between the first right-turn port R211 and the second solenoid directional valve 134. For example, the second pressure gauge 132 is set at the connection between the left-turn input port (L port) of the steering valve assembly 13 and the first pipeline through a pipeline. The second pressure gauge 132 is used to measure the steering pressure of the rodless chamber of the first steering cylinder 17 and the third steering cylinder 19.

[0066] The right turn control interface (DR interface), left turn control interface (DL interface), right turn adjustment interface (ZR interface), and left turn adjustment interface (ZL interface) of the steering valve assembly 13 are respectively connected to the steering multi-way valve 14. The DR interface is used for the multi-way valve 14 to directly control the right turn cylinder, the DL interface is used for the multi-way valve 14 to directly control the left turn cylinder, the ZR interface is used for the multi-way valve 14 to directly control and adjust the right turn cylinder, and the ZL interface is used for the multi-way valve 14 to directly control and adjust the left turn cylinder. Each of the DR / DL / ZR / ZL interfaces is equipped with a solenoid directional valve and a shut-off valve, which are used to control the on / off state of the steering multi-way valve 14 and the steering valve assembly 13's DR / DL / ZR / ZL interfaces, respectively, and are normally closed.

[0067] For example, the second left-turn port L112 and the fourth left-turn port L122 are connected by a second pipe, and the ZL port of the steering valve group 13 is connected to the second pipe by a first access pipe passing through the fourth solenoid directional valve 136. Two parallel access pipes are also connected in parallel at the inlet and outlet of the fourth solenoid directional valve 136, one of which passes through the fourth solenoid directional valve 136 and the other passes through the first shut-off valve 1310.

[0068] The second right turn port R212 and the fourth right turn port R222 are connected by a third pipe. The ZR port of the steering valve group 13 is connected to the third pipe by a second access pipe passing through the fifth solenoid directional valve 137. Two parallel access pipes are also connected in parallel at the inlet and outlet of the fifth solenoid directional valve 137. One of the parallel access pipes passes through the fifth solenoid directional valve 137, and the other parallel access pipe passes through the second shut-off valve 1311.

[0069] The DL interface of the steering valve assembly 13 is connected to the first pipeline through a third access pipeline passing through the sixth solenoid directional valve 138, and a parallel access pipeline passing through the shut-off valve 1312 is also connected in parallel at the inlet and outlet of the sixth solenoid directional valve 138.

[0070] The DR interface of the steering valve assembly 13 is connected to the fourth pipeline through the access pipeline passing through the seventh solenoid directional valve 139, and a parallel access pipeline passing through the fourth shut-off valve 1313 is also connected in parallel at the inlet and outlet of the seventh solenoid directional valve 139.

[0071] The working process of a car's emergency steering system can be described as follows.

[0072] When the vehicle is operating normally, the fluid output from the variable pump 2 enters the emergency steering valve assembly 7 through the PK interface. After pressure reduction, it pushes the hydraulic logic directional valve 73, causing it to operate in the right position. The pressurized fluid from the auxiliary pump 16 and the accumulator assembly 6 does not enter the steering system. The pressurized fluid, after passing through the second pressure reducing valve 74, then through the damping orifice 75 and the two-position two-way solenoid directional valve 76, enters the return tank in the radiator 5. The damping orifice 75 acts as a buffer, preventing pressure and flow shocks from damaging the hydraulic logic directional valve 73. The filling valve 77 sets the filling pressure of the accumulator assembly 6, and the safety valve 78 ensures the emergency steering safety of the emergency steering valve assembly 7.

[0073] When the vehicle wheelset needs to be straightened, the first solenoid directional valve 133 and the second solenoid directional valve 134 are energized, and the valve cores are in the closed state. The fourth solenoid directional valve 136 and the fifth solenoid directional valve 137 are energized, and the valve cores are in the open state. At this time, the power oil that drives the steering cylinder to perform the straightening movement can enter the second steering cylinder 18 through the R port of the steering valve assembly 13 and enter the first steering cylinder 17 through the L port. Alternatively, it can first enter the first steering cylinder 17 and the second steering cylinder 18 through the steering gear 9 and the flow amplification valve 12.

[0074] When a vehicle malfunctions, the variable pump 2 and auxiliary pump 16 stop working. The pressure before and after the second pressure reducing valve 74 in the emergency steering valve assembly 7 decreases. The hydraulic logic directional valve 73 operates in the left position under the action of the spring. Due to the reverse cut-off action of the second check valve 79, the oil in the accumulator assembly 6 can only enter the flow amplification valve 12 through the left position of the hydraulic logic directional valve 73 and the first check valve 71. Since the flow amplification valve 12 is connected to the steering gear 9 through the second shuttle valve 10, when either driver in the two driver's cab turns left, the oil sequentially passes through the L port of the steering gear 9 and the second shuttle valve 10 into the flow amplification valve 12. Then, it passes through the cylinder connection of the flow amplification valve 12 to the left turn port (CL port) and enters the left turn input port (L port) of the steering valve assembly 13, controlling the pistons of the first steering cylinder 17 and the third steering cylinder 19 to extend. The oil in the rod chamber of the first steering cylinder 17 enters the rod chamber of the fourth steering cylinder 20 through the steering valve assembly 13, and the oil in the third steering cylinder 19... The hydraulic fluid in the rod chamber of the steering cylinder 18 enters the rod chamber of the second steering cylinder 18 through the steering valve assembly 13, enabling the vehicle to turn left. When either driver in the two driver's cab turns right, the hydraulic fluid sequentially passes through the R port of the steering gear 9 and the second shuttle valve 10 into the flow amplification valve 12, and then through the right turn port (CR outlet) of the flow amplification valve 12 into the R port of the steering valve assembly 13, controlling the piston extension of the second steering cylinder 18 and the fourth steering cylinder 20. The hydraulic fluid in the rod chamber of the second steering cylinder 18 enters the rod chamber of the third steering cylinder 19 through the steering valve assembly 13, and the hydraulic fluid in the rod chamber of the fourth steering cylinder 20 enters the rod chamber of the first steering cylinder 17 through the steering valve assembly 13, enabling the vehicle to turn left.

[0075] In summary, the emergency steering system for automobiles described in the above embodiments can achieve autonomous emergency steering in the absence of power. It is small in size, has high power density, is fully hydraulically controlled, safe and reliable, and improves vehicle safety.

[0076] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0077] It should be noted that the above embodiments are illustrative of this application and not restrictive, and those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

[0078] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An emergency steering system for a vehicle, comprising: The application relates to a hydraulic system for a steering device of a construction machine, which comprises: an oil suction filter (1), a variable pump (2), an oil pressure filter (3), a cooling auxiliary pump (4), a radiator (5), an accumulator group (6), an emergency steering valve group (7), a first shuttle valve (8), a steering gear (9), a second shuttle valve (10), a steering limit valve (11), a flow amplification valve (12), a steering valve group (13), a steering multi-way valve (14), an oil return filter (15), an auxiliary pump (16), a first steering oil cylinder (17), a second steering oil cylinder (18), a third steering oil cylinder (19), a fourth steering oil cylinder (20), a first steering butterfly plate (21) and a second steering butterfly plate (22); an outlet of the oil suction filter (1) is connected to an inlet of the variable pump (2), an inlet of the cooling auxiliary pump (4) and an inlet of the auxiliary pump (16) through pipelines respectively; an outlet of the cooling auxiliary pump (4) is connected to an inlet of the radiator (5) through a pipeline in one way and connected to an oil return port of the emergency steering valve group (7) in another way; an outlet of the auxiliary pump (16) is connected to a first oil pressure port of the emergency steering valve group (7) through a pipeline, the accumulator group (6) is connected to an accumulator connecting port of the emergency steering valve group (7), one way of a main pump oil pressure port of the variable pump (2) is connected to a pilot signal oil port of the emergency steering valve group (7), and the other way of the main pump oil pressure port of the variable pump (2) and an oil pressure port of the emergency steering valve group (7) are connected in parallel and output to the flow amplification valve (12) through a three-way pipe; an outlet of the variable pump (2) is connected to an inlet of the oil pressure filter (3) through a pipeline, one outlet of the oil pressure filter (3) is connected to the three-way pipe and output to the flow amplification valve (12) through a pipeline, and the other outlet is connected to an inlet of the first shuttle valve (8) and output to the flow amplification valve (12) and the steering gear (9) through the first shuttle valve (8); an outlet of the oil return filter (15) is divided into two ways, one way is connected to the flow amplification valve (12) through a pipeline, and the other way is connected to the steering multi-way valve (14) through a pipeline; the steering multi-way valve (14) is connected to the first shuttle valve (8) and the flow amplification valve (12) through a pipeline and connected to the steering valve group (13) through four pipelines, two of the pipelines are connected to the first steering oil cylinder (17) and the second steering oil cylinder (18) through the steering valve group (13), and the other two pipelines are connected to the third steering oil cylinder (19) and the fourth steering oil cylinder (20) through the steering valve group (13); an outlet of the steering gear (9) is connected to the flow amplification valve (12) through a pipeline, the flow amplification valve (12) is connected to the steering valve group (13) through two pipelines, so that the first steering oil cylinder (17) and the second steering oil cylinder (18) are connected through the steering valve group (13). The first steering oil cylinder (17) and the second steering oil cylinder (18) are hinged to two ends of a first steering butterfly plate (21), and the third steering oil cylinder (19) and the fourth steering oil cylinder (20) are hinged to two ends of a second steering butterfly plate (22).

2. The automobile emergency steering system according to claim 1, wherein The auxiliary pump (16) outlet is connected with the first pressure oil port of the emergency steering valve group (7) through a hose.

3. The automobile emergency steering system according to claim 1, wherein The two diverters (9) and the second shuttle valves (10) are both two, two right turning ports and two left turning ports of the two diverters (9) are connected with two input ends of the two second shuttle valves (10) through the steering limiting valves (11) respectively, and output ends of the two second shuttle valves (10) are connected with right turning ports and left turning ports of the flow amplification valve (12) respectively. The pressure oil ports of the two diverters (9) are connected with the pressure oil port of the flow amplification valve (12), and the load feedback oil ports of the two diverters (9) are connected with the load feedback oil port of the flow amplification valve (12).

4. The automobile emergency steering system according to claim 1, wherein The emergency steering valve group (7) comprises a first one-way valve (71), a first pressure reducing valve (72), a hydraulic control logic reversing valve (73), a second pressure reducing valve (74), a damping hole (75), a two-position two-way electromagnetic reversing valve (76), a liquid filling valve (77), a safety valve (78) and a second one-way valve (79), and is integrated by using a valve block; The outlet of the first one-way valve (71) is connected in parallel into the flow amplification valve (12), the outlet of the first pressure reducing valve (72) is connected with the inlet of the first one-way valve (71), the inlet of the first pressure reducing valve (72) is connected with the outlet of the hydraulic control logic reversing valve (73), the inlet of the second pressure reducing valve (74) is connected with the outlet of the pressure oil filter (3), the outlet of the second pressure reducing valve (74) is divided into two paths, one of which is connected with the inlet of the damping hole (75), and the other is connected with the control oil port of the hydraulic control logic reversing valve (73), the hydraulic control logic reversing valve (73) is connected with the second one-way valve (79) in series, the inlet of the two-position two-way electromagnetic reversing valve (76) is connected with the outlet of the damping hole (75), the outlet of the two-position two-way electromagnetic reversing valve (76) is connected with the oil tank as the oil return port of the emergency steering valve group (7), the control oil port of the liquid filling valve (77) is connected with the outlet of the accumulator group (6) and the outlet of the second one-way valve (79) in parallel, and the inlet of the safety valve (78) is connected with the inlet of the liquid filling valve (77) and the inlet of the second one-way valve (79) in parallel.

5. The automobile emergency steering system according to claim 1, wherein The left turning port and the right turning port of the flow amplification valve (12) are connected with the left turning input port and the right turning input port of the steering valve group (13) respectively, the left turning input port of the steering valve group (13) is connected with the first pipe between the first left turning interface of the steering valve group (13) and the left turning interface of the steering valve group (13) through a pipeline, and the right turning input port of the steering valve group (13) is connected with the fourth pipeline between the first right turning interface and the third right turning interface through a pipeline. The first left turning interface and the second left turning interface of the turning valve group (13) are connected with the rodless cavity and the rod cavity of the first turning oil cylinder (17) respectively; the first right turning interface and the second right turning interface of the turning valve group (13) are connected with the rodless cavity and the rod cavity of the second turning oil cylinder (18) respectively; the third left turning interface and the fourth left turning interface of the turning valve group (13) are connected with the rodless cavity and the rod cavity of the third turning oil cylinder (19) respectively; the third right turning interface and the fourth right turning interface of the turning valve group (13) are connected with the rodless cavity and the rod cavity of the fourth turning oil cylinder (20) respectively.

6. The automobile emergency steering system according to claim 1, wherein The secondary priority oil port of the flow amplification valve (12) is connected with the turning multi-way valve (14), and the pressure oil port and the return oil port of the flow amplification valve (12) are connected with the pressure oil port and the return oil port of the steering gear (9) respectively.

7. The automobile emergency steering system according to claim 5, wherein The turning valve group (13) comprises a first pressure gauge (131), a second pressure gauge (132), a first electromagnetic reversing valve (133), a second electromagnetic reversing valve (134), a third electromagnetic reversing valve (135), a fourth electromagnetic reversing valve (136), a fifth electromagnetic reversing valve (137), a sixth electromagnetic reversing valve (138), a seventh electromagnetic reversing valve (139), a first stop valve (1310), a second stop valve (1311), a third stop valve (1312) and a fourth stop valve (1313) which are packaged into a block; A first pipeline between the first left turning interface and the third left turning interface passes through the first electromagnetic reversing valve (133), a fourth pipeline between the first right turning interface and the third right turning interface passes through the second electromagnetic reversing valve (134), and a pipeline in parallel between the first pipeline and the fourth pipeline passes through the third electromagnetic reversing valve (135); The first pressure gauge (131) is located on the first pipeline; and the second pressure gauge (132) is located on the fourth pipeline; The second left turning interface and the fourth left turning interface are communicated through a second pipeline, a left turning adjusting interface of the turning valve group (13) and the second pipeline are communicated through a first access pipeline passing through the fourth electromagnetic reversing valve (136), and two parallel access pipelines are further connected in parallel at the inlet and outlet of the fourth electromagnetic reversing valve (136), one of which passes through the fourth electromagnetic reversing valve (136) and the other of which passes through the first stop valve (1310); The second right turning interface and the fourth right turning interface are communicated through a third pipeline, a right turning adjusting interface of the turning valve group (13) and the third pipeline are communicated through a second access pipeline passing through the fifth electromagnetic reversing valve (137), and two parallel access pipelines are further connected in parallel at the inlet and outlet of the fifth electromagnetic reversing valve (137), one of which passes through the fifth electromagnetic reversing valve (137) and the other of which passes through the second stop valve (1311); The left turn control interface of the steering valve group (13) is communicated with the first pipeline through a third access pipeline passing through the sixth electromagnetic reversing valve (138), and a parallel access pipeline passing through the third stop valve (1312) is also connected in parallel at the inlet and outlet of the sixth electromagnetic reversing valve (138); The right turn control interface of the steering valve group (13) is communicated with the fourth pipeline through an access pipeline passing through the seventh electromagnetic reversing valve (139), and a parallel access pipeline passing through the fourth stop valve (1313) is also connected in parallel at the inlet and outlet of the seventh electromagnetic reversing valve (139).

8. The automobile emergency steering system according to claim 7, wherein The first electromagnetic reversing valve (133), the second electromagnetic reversing valve (134), the third electromagnetic reversing valve (135), the fourth electromagnetic reversing valve (136), the fifth electromagnetic reversing valve (137), the sixth electromagnetic reversing valve (138) and the seventh electromagnetic reversing valve (139) are all two-position two-way electromagnetic reversing valves.

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