A vehicle air-liquid control system and an anti-magnetic transport vehicle

Abstract

The present invention provides a vehicle pneumatic-hydraulic control system and a magnetic shielding transport vehicle, relating to the technical field of vehicle control. The vehicle pneumatic-hydraulic control system includes an air source, a proportional control air valve, a hydraulic oil source, a pneumatically controlled hydraulic valve, an actuating cylinder, a protection cylinder and a protection oil cylinder. When the vehicle pneumatic-hydraulic control system is applied to a magnetic shielding transport vehicle and the vehicle travels around a high-strength magnetic field, the system drives the hydraulic components to act through pneumatic control to achieve the control of the vehicle, and the vehicle has high handling performance; the system is not affected by the magnetic field and there is no need to perform magnetic shielding protection treatment on the vehicle; the system is relatively simple and convenient for vehicle inspection and maintenance; compared with a pure hydraulic control system, the system reduces the number of hydraulic components, reduces the number and length of hydraulic pipelines. Since the vehicle has a large load and the required outer diameter of the hydraulic pipelines is relatively thick, a relatively large installation space can be reserved for the vehicle; the system has a double self-locking unit, which can effectively avoid the misoperation of the driver and improve the running safety of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and more particularly to a vehicle air-liquid control system and an anti-magnetic transport vehicle. Background Art

[0002] In the electrolytic aluminum industry, due to production requirements, it is often necessary to transport molten aluminum ladles and anode trays, and at this time, a special auxiliary transport vehicle is often required. At the same time, in the electrolytic aluminum industry, electrolytic equipment is used for production and melting of molten aluminum. The electrolytic equipment will generate a high-intensity magnetic field around it. When a vehicle travels around it, a current will be generated due to cutting the magnetic field, which will cause great interference to the electrical systems such as the vehicle's sensors, affecting the normal use of the transport vehicle. To ensure the normal use of the vehicle, anti-magnetic protection is required for the vehicle. However, if all systems of the vehicle are protected against magnetism, the manufacturing cost of the vehicle will be greatly increased, and it will be inconvenient to find the cause and maintain it after a failure. At this time, to reduce the manufacturing cost of the vehicle and facilitate maintenance, it is possible to consider optimizing the vehicle control system so that the vehicle control system is not affected by the magnetic field. Summary of the Invention

[0003] The purpose of the present invention is to provide a vehicle air-liquid control system to achieve the control of the vehicle without being affected by the magnetic field.

[0004] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0005] A vehicle air-liquid control system includes an air source, a first proportional control air valve, a hydraulic oil source, a pneumatically controlled hydraulic valve, and an actuating cylinder;

[0006] The air source is connected to the intake port of the first proportional control air valve through an air pipeline;

[0007] The hydraulic oil source is connected to the main inlet port of the pneumatically controlled hydraulic valve through a hydraulic pipeline, and the hydraulic oil source is connected to the main return port of the pneumatically controlled hydraulic valve through a hydraulic pipeline;

[0008] The first sub-inlet port of the pneumatically controlled hydraulic valve is connected to the inlet port of the actuating cylinder through a hydraulic pipeline, and the first sub-return port of the pneumatically controlled hydraulic valve is connected to the return port of the actuating cylinder through a hydraulic pipeline;

[0009] The first outlet port of the first proportional control air valve is connected to the first sub-inlet pneumatic pilot port of the pneumatically controlled hydraulic valve through an air pipeline, and the second outlet port of the first proportional control air valve is connected to the first sub-return pneumatic pilot port of the pneumatically controlled hydraulic valve through an air pipeline;

[0010] When the intake port of the first proportional control air valve is in communication with the first outlet port of the first proportional control air valve, the gas generated by the gas source acts on the first sub-inlet air control pilot port of the air control hydraulic valve. The main inlet port of the air control hydraulic valve is in communication with the first sub-inlet port of the air control hydraulic valve, and the hydraulic oil from the hydraulic oil source acts on the inlet port of the actuating cylinder.

[0011] When the intake port of the first proportional control air valve is in communication with the second outlet port of the first proportional control air valve, the gas generated by the gas source acts on the first sub-return air control pilot port of the air control hydraulic valve. The main return port of the air control hydraulic valve is in communication with the first sub-return port of the air control hydraulic valve, and the hydraulic oil of the actuating cylinder flows back to the hydraulic oil source through the return port of the actuating cylinder.

[0012] Preferably, it further includes a second proportional control air valve, a protection cylinder and an air control self-locking mechanism. The gas source is connected to the intake port of the second proportional control air valve through an air pipeline. The first outlet port of the second proportional control air valve is connected to the intake port of the first proportional control air valve and the first intake port of the protection cylinder respectively through an air pipeline. The second outlet port of the second proportional control air valve is connected to the second intake port of the protection cylinder through an air pipeline.

[0013] When the intake port of the second proportional control air valve is in communication with the first outlet port of the second proportional control air valve, the gas generated by the gas source acts on the intake port of the first proportional control air valve. The gas generated by the gas source also acts on the first intake port of the protection cylinder at the same time, and the protection cylinder generates a forward movement. The forward movement of the protection cylinder drives the air control self-locking mechanism to unlock the first proportional control air valve.

[0014] When the intake port of the second proportional control air valve is in communication with the second outlet port of the second proportional control air valve, the gas generated by the gas source acts on the second intake port of the protection cylinder, and the protection cylinder generates a reverse movement. The reverse movement of the protection cylinder drives the air control self-locking mechanism to lock the first proportional control air valve.

[0015] Preferably, it further includes a third proportional control air valve, a protection oil cylinder and a hydraulic action self-locking mechanism. The first outlet port of the second proportional control air valve is further connected to the intake port of the third proportional control air valve through an air pipeline. The first outlet port of the third proportional control air valve is connected to the second sub-inlet air control pilot port of the air control hydraulic valve through an air pipeline. The second outlet port of the third proportional control air valve is connected to the second sub-return air control pilot port of the air control hydraulic valve through an air pipeline. The second sub-inlet port of the air control hydraulic valve is connected to the inlet port of the protection oil cylinder through a hydraulic pipeline. The second sub-return port of the air control hydraulic valve is connected to the return port of the protection oil cylinder through a hydraulic pipeline.

[0016] When the intake port of the second proportional control air valve is in communication with the first outlet port of the second proportional control air valve, the gas generated by the gas source also acts on the intake port of the third proportional control air valve at the same time, and the protection cylinder acts forward to drive the pneumatic self-locking mechanism to unlock the third proportional control air valve simultaneously;

[0017] When the intake port of the second proportional control air valve is in communication with the second outlet port of the second proportional control air valve, the protection cylinder acts reversely to drive the pneumatic self-locking mechanism to lock the third proportional control air valve simultaneously;

[0018] When the intake port of the third proportional control air valve is in communication with the first outlet port of the third proportional control air valve, the gas generated by the gas source acts on the second sub-inlet pneumatic control pilot port of the pneumatic control hydraulic valve, the main inlet port of the pneumatic control hydraulic valve is in communication with the second sub-inlet port of the pneumatic control hydraulic valve, the hydraulic oil from the hydraulic oil source acts on the inlet port of the protection oil cylinder, and the protection oil cylinder acts forward. The protection oil cylinder acts forward to drive the hydraulic action self-locking mechanism to unlock the action oil cylinder;

[0019] When the intake port of the third proportional control air valve is in communication with the second outlet port of the third proportional control air valve, the gas generated by the gas source acts on the second sub-return pneumatic control pilot port of the pneumatic control hydraulic valve, the main return port of the pneumatic control hydraulic valve is in communication with the second sub-return port of the pneumatic control hydraulic valve, and the hydraulic oil of the protection oil cylinder flows back to the hydraulic oil source through the return port of the protection oil cylinder. The protection oil cylinder acts reversely, and the protection oil cylinder acts reversely to drive the hydraulic action self-locking mechanism to lock the action oil cylinder.

[0020] Preferably, the gas source is set as an air storage tank, the vehicle air-liquid control system further includes an air compressor, the driving unit of the vehicle is power-connected to the air compressor, and the air compressor is connected to the air storage tank through an air supply pipeline.

[0021] Preferably, an unloading valve is provided on the air supply pipeline.

[0022] Preferably, the hydraulic oil source is set as a hydraulic oil tank, the vehicle air-liquid control system further includes an oil pump, and the oil pump is provided on the hydraulic pipeline between the hydraulic oil tank and the main inlet port of the pneumatic control hydraulic valve.

[0023] Preferably, the action oil cylinder is set as a lifting oil cylinder, a lifting mechanism is provided on the vehicle, and the lifting of the lifting mechanism is driven by the action of the lifting oil cylinder.

[0024] The present invention also provides a magnetic-proof transport vehicle, and the above vehicle air-liquid control system is provided on the magnetic-proof transport vehicle.

[0025] The beneficial technical effects of the present invention are:

[0026] The vehicle pneumatic-hydraulic control system of the present invention is applied to a magnetic shielding transport vehicle. When the vehicle travels around a high-intensity magnetic field, the system drives the hydraulic components to act through pneumatic control to achieve the control of the vehicle, and the vehicle has high handling performance; the system is not affected by the magnetic field, and there is no need to perform magnetic shielding protection treatment on the vehicle, which reduces the manufacturing cost of the vehicle; the system is relatively simple, facilitating the inspection and maintenance of the vehicle; compared with a pure hydraulic control system, the system reduces the number of hydraulic components, reduces the number and length of hydraulic pipelines. Since the vehicle has a large load and requires a relatively thick outer diameter of the hydraulic pipelines, a relatively large installation space can be reserved for the vehicle; the system has a double self-locking unit, which can effectively avoid the misoperation of the driver and improve the running safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic structural diagram of the vehicle pneumatic-hydraulic control system according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] To make the objectives, technical solutions and beneficial effects of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to specific embodiments and the accompanying drawings. Some but not all of the embodiments of the present invention will be described more comprehensively with reference to the accompanying drawings later. In fact, various embodiments of the present invention can be implemented in many different forms and should not be construed as limited to the embodiments described herein; on the contrary, these embodiments are provided so that the present invention meets the applicable legal requirements.

[0029] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "inner", "outer", "upper", "lower", "front", "rear", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0030] In an embodiment of the present invention, a vehicle pneumatic-hydraulic control system is provided. Please refer to Figure 1 as shown.

[0031] A vehicle pneumatic-hydraulic control system includes a gas source, a first proportional control gas valve 31, a second proportional control gas valve 32, a third proportional control gas valve 33, a hydraulic oil source, a pneumatic control hydraulic valve 4, an action oil cylinder 5, a protection air cylinder 6, a protection oil cylinder 7, etc.

[0032] The air source is set as the air storage tank 11. The driving unit (diesel engine) of the vehicle is power-connected to the air compressor 12. The air compressor 12 is connected to the intake port of the air storage tank 11 via the air supply pipeline 13, and an unloading valve 14 is provided on the air supply pipeline 13. The air compressor 12 is driven by the diesel engine to operate, and the gas generated by the air compressor 12 is stored in the air storage tank 11 after the air pressure is adjusted by the unloading valve 14.

[0033] The hydraulic oil source is set as the hydraulic oil tank 21. The hydraulic oil tank 21 is connected to the main inlet liquid port of the pneumatically controlled hydraulic valve 4 via a hydraulic pipeline, and an oil pump 22 is provided on the hydraulic pipeline between the hydraulic oil tank 21 and the main inlet liquid port of the pneumatically controlled hydraulic valve 4. The oil pump 22 pressurizes and injects the hydraulic oil in the hydraulic oil tank 21 into the main inlet liquid port of the pneumatically controlled hydraulic valve 4. The main return liquid port of the pneumatically controlled hydraulic valve 4 is connected to the hydraulic oil tank 21 via a hydraulic pipeline, and the hydraulic oil flowing back from the main return liquid port of the pneumatically controlled hydraulic valve 4 flows back to the hydraulic oil tank 21 via the hydraulic pipeline.

[0034] The first sub-inlet liquid port of the pneumatically controlled hydraulic valve 4 is connected to the inlet liquid port of the actuating cylinder 5 via a hydraulic pipeline, and the first sub-return liquid port of the pneumatically controlled hydraulic valve 4 is connected to the return liquid port of the actuating cylinder 5 via a hydraulic pipeline.

[0035] The air outlet port of the air storage tank 11 is connected to the air inlet port of the first proportional control air valve 31 via an air pipeline. The first air outlet port of the first proportional control air valve 31 is connected to the first sub-inlet liquid pneumatic pilot port of the pneumatically controlled hydraulic valve 4 via an air pipeline, and the second air outlet port of the first proportional control air valve 31 is connected to the first sub-return liquid pneumatic pilot port of the pneumatically controlled hydraulic valve 4 via an air pipeline.

[0036] The first proportional control air valve 31 is designed with one air inlet port (IN) and two air outlet ports (TIP, LOW). The opening size of its own valve core is controlled by the handle of the first proportional control air valve 31 to adjust the output air pressure. The driver operates the handle of the first proportional control air valve 31 to selectively connect the air inlet port of the first proportional control air valve 31 to the first air outlet port or the second air outlet port of the first proportional control air valve 31.

[0037] When the air inlet port of the first proportional control air valve 31 is connected to the first air outlet port, the gas generated by the air source acts on the first sub-inlet liquid pneumatic pilot port of the pneumatically controlled hydraulic valve 4. The gas acting on the first sub-inlet liquid pneumatic pilot port of the pneumatically controlled hydraulic valve 4 triggers the connection between the main inlet liquid port and the first sub-inlet liquid port of the pneumatically controlled hydraulic valve 4. When the main inlet liquid port and the first sub-inlet liquid port of the pneumatically controlled hydraulic valve 4 are connected, the hydraulic oil from the hydraulic oil source acts on the inlet liquid port of the actuating cylinder 5.

[0038] When the intake port of the first proportional control air valve 31 is in communication with the second outlet port of the first proportional control air valve 31, the gas generated by the air source acts on the first sub-return liquid pneumatic pilot port of the pneumatic-hydraulic valve 4. The gas acting on the first sub-return liquid pneumatic pilot port of the pneumatic-hydraulic valve 4 triggers the communication between the main return liquid port of the pneumatic-hydraulic valve 4 and the first sub-return liquid port of the pneumatic-hydraulic valve 4. When the main return liquid port of the pneumatic-hydraulic valve 4 is in communication with the first sub-return liquid port of the pneumatic-hydraulic valve 4, the hydraulic oil of the actuating cylinder 5 flows back to the hydraulic oil source through the return port of the actuating cylinder 5.

[0039] Among them, the actuating cylinder is set as a lifting cylinder. There are two lifting cylinders. A lifting mechanism is provided on the vehicle. The cylinder body end of the lifting cylinder is assembled on the vehicle chassis, and the telescopic end of the lifting cylinder is assembled with the lifting mechanism. The lifting cylinder acts to drive the lifting mechanism to lift and lower.

[0040] The vehicle pneumatic-hydraulic control system of this embodiment is also provided with a pneumatic self-locking unit: The outlet port of the air storage tank 11 is connected to the intake port of the second proportional control air valve 32 through an air pipeline. The first outlet port of the second proportional control air valve 32 is connected to the intake port of the first proportional control air valve 31 and the first intake port of the protection cylinder 6 respectively through an air pipeline. The second outlet port of the second proportional control air valve 32 is connected to the second intake port of the protection cylinder 6 through an air pipeline. The second proportional control air valve 32 is designed with one intake port (IN) and two outlet ports (TIP, LOW). The opening size of its own valve core is controlled by the handle of the second proportional control air valve 32 to adjust the output air pressure. The driver operates the handle of the second proportional control air valve 32 to selectively communicate the intake port of the second proportional control air valve 32 with the first outlet port or the second outlet port of the second proportional control air valve 32. When the intake port of the second proportional control air valve 32 is in communication with the first outlet port of the second proportional control air valve 32, the gas generated by the air source acts on the intake port of the first proportional control air valve 31. When the intake port of the second proportional control air valve 32 is in communication with the first outlet port of the second proportional control air valve 32, the gas generated by the air source also acts on the first intake port of the protection cylinder 6 at the same time. The protection cylinder 6 produces a forward action, and the forward action of the protection cylinder 6 drives the pneumatic self-locking mechanism to unlock the locking of the first proportional control air valve 31. When the intake port of the second proportional control air valve 32 is in communication with the second outlet port of the second proportional control air valve 32, the gas generated by the air source acts on the second intake port of the protection cylinder 6. The protection cylinder 6 produces a reverse action, and the reverse action of the protection cylinder 6 drives the pneumatic self-locking mechanism to lock the first proportional control air valve 31.

[0041] The air control self-locking unit requires the driver to first operate the handle of the second proportional control air valve 32 to unlock the first proportional control air valve 31, and then operate the handle of the first proportional control air valve 31. Only then will the action of the first proportional control air valve 31 be effective, which can effectively avoid misoperation of the driver's air control operation.

[0042] The vehicle air-liquid control system of this embodiment is also provided with a hydraulic action self-locking unit: the first air outlet port of the second proportional control air valve 32 is also connected to the air inlet port of the third proportional control air valve 33 through an air pipeline, the first air outlet port of the third proportional control air valve 33 is connected to the second sub-inlet air control pilot port of the air control hydraulic valve 4 through an air pipeline, the second air outlet port of the third proportional control air valve 33 is connected to the second sub-return liquid air control pilot port of the air control hydraulic valve 4 through an air pipeline, the second sub-inlet liquid port of the air control hydraulic valve 4 is connected to the inlet liquid port of the protection oil cylinder 7 through a hydraulic pipeline, and the second sub-return liquid port of the air control hydraulic valve 4 is connected to the return liquid port of the protection oil cylinder 7 through a hydraulic pipeline. When the air inlet port of the second proportional control air valve 32 is communicated with the first air outlet port of the second proportional control air valve 32, the gas generated by the air source also acts on the air inlet port of the third proportional control air valve 33 at the same time, and the protection cylinder 6 acts forward to drive the air control self-locking mechanism to unlock the third proportional control air valve 33 at the same time. When the air inlet port of the second proportional control air valve 32 is communicated with the second air outlet port of the second proportional control air valve 32, the protection cylinder 6 acts reversely to drive the air control self-locking mechanism to lock the third proportional control air valve 33 at the same time. The third proportional control air valve 33 is designed with one air inlet port (IN) and two air outlet ports (TIP, LOW), and the opening size of its own valve core is controlled by the handle of the third proportional control air valve 33 to adjust the output air pressure. The driver operates the handle of the third proportional control air valve 33 so that the air inlet port of the third proportional control air valve 33 is selectively communicated with the first air outlet port or the second air outlet port of the third proportional control air valve 33. When the air inlet port of the third proportional control air valve 33 is communicated with the first air outlet port of the third proportional control air valve 33, the gas generated by the air source acts on the second sub-inlet air control pilot port of the air control hydraulic valve 4, and the gas acts on the second sub-inlet air control pilot port of the air control hydraulic valve 4 to trigger the communication between the main inlet liquid port of the air control hydraulic valve 4 and the second sub-inlet liquid port of the air control hydraulic valve 4. When the main inlet liquid port of the air control hydraulic valve 4 is communicated with the second sub-inlet liquid port of the air control hydraulic valve 4, the hydraulic oil of the hydraulic oil source acts on the inlet liquid port of the protection oil cylinder 7, and the protection oil cylinder 7 generates a forward action. The protection oil cylinder 7 acts forward to drive the hydraulic action self-locking mechanism to unlock the action oil cylinder 5. When the air inlet port of the third proportional control air valve 33 is communicated with the second air outlet port of the third proportional control air valve 33, the gas generated by the air source acts on the second sub-return liquid air control pilot port of the air control hydraulic valve 4, and the gas acts on the second sub-return liquid air control pilot port of the air control hydraulic valve 4 to trigger the communication between the main return liquid port of the air control hydraulic valve 4 and the second sub-return liquid port of the air control hydraulic valve 4. When the main return liquid port of the air control hydraulic valve 4 is communicated with the second sub-return liquid port of the air control hydraulic valve 4, the hydraulic oil of the protection oil cylinder 7 flows back to the hydraulic oil source through the return liquid port of the protection oil cylinder 7, and the protection oil cylinder 7 generates a reverse action. The protection oil cylinder 7 acts reversely to drive the hydraulic action self-locking mechanism to lock the action oil cylinder 5.

[0043] The pneumatic control self-locking unit requires the driver to first operate the handle of the second proportional control air valve 32 to unlock the third proportional control air valve 33, and then operate the handle of the third proportional control air valve 33, so that the action of the third proportional control air valve 33 is effective. The hydraulic action self-locking unit requires the driver to first operate the handle of the third proportional control air valve 33 to unlock the action oil cylinder 5, and then operate the handle of the first proportional control air valve 31, so that the action oil cylinder 5 will act, avoiding the driver's misoperation of the hydraulic action.

[0044] The embodiment of the present invention further provides an anti-magnetic transport vehicle, on which the vehicle pneumatic-hydraulic control system described above in this embodiment is provided.

[0045] So far, this embodiment has been described in detail with reference to the accompanying drawings. Based on the above description, those skilled in the art should have a clear understanding of the vehicle pneumatic-hydraulic control system of the present invention. For the vehicle pneumatic-hydraulic control system of the present invention, when it is applied to an anti-magnetic transport vehicle and the vehicle travels around a high-strength magnetic field, the system drives the hydraulic components to act through pneumatic control to achieve the control of the vehicle, and the vehicle has high handling performance; the system is not affected by the magnetic field and does not require anti-magnetic protection treatment for the vehicle, reducing the manufacturing cost of the vehicle; the system is relatively simple, facilitating the inspection and maintenance of the vehicle; compared with a pure hydraulic control system, the system reduces the number of hydraulic components, reduces the number and length of hydraulic pipelines. Since the vehicle has a large load and the required outer diameter of the hydraulic pipeline is relatively thick (outer diameter 35 mm), a relatively large installation space can be reserved for the vehicle; the system has a double self-locking unit, which can effectively avoid the driver's misoperation and improve the running safety of the vehicle.

[0046] The specific embodiments described above further elaborate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle air-liquid control system, characterized in that: it includes an air source, a first proportional control air valve, a hydraulic oil source, a pneumatically controlled hydraulic valve, an actuating cylinder, a second proportional control air valve, a protection cylinder and a pneumatically controlled self-locking mechanism; the air source is connected to the intake port of the first proportional control air valve through an air pipeline; the hydraulic oil source is connected to the main inlet port of the pneumatically controlled hydraulic valve through a hydraulic pipeline, and the hydraulic oil source is connected to the main return port of the pneumatically controlled hydraulic valve through a hydraulic pipeline; the first sub-inlet port of the pneumatically controlled hydraulic valve is connected to the inlet port of the actuating cylinder through a hydraulic pipeline, and the first sub-return port of the pneumatically controlled hydraulic valve is connected to the return port of the actuating cylinder through a hydraulic pipeline; the first outlet port of the first proportional control air valve is connected to the first sub-inlet pneumatic control pilot port of the pneumatically controlled hydraulic valve through an air pipeline, and the second outlet port of the first proportional control air valve is connected to the first sub-return pneumatic control pilot port of the pneumatically controlled hydraulic valve through an air pipeline; when the intake port of the first proportional control air valve is communicated with the first outlet port of the first proportional control air valve, the gas generated by the air source acts on the first sub-inlet pneumatic control pilot port of the pneumatically controlled hydraulic valve, the main inlet port of the pneumatically controlled hydraulic valve is communicated with the first sub-inlet port of the pneumatically controlled hydraulic valve, and the hydraulic oil of the hydraulic oil source acts on the inlet port of the actuating cylinder; when the intake port of the first proportional control air valve is communicated with the second outlet port of the first proportional control air valve, the gas generated by the air source acts on the first sub-return pneumatic control pilot port of the pneumatically controlled hydraulic valve, the main return port of the pneumatically controlled hydraulic valve is communicated with the first sub-return port of the pneumatically controlled hydraulic valve, and the hydraulic oil of the actuating cylinder flows back to the hydraulic oil source through the return port of the actuating cylinder; the air source is connected to the intake port of the second proportional control air valve through an air pipeline, the first outlet port of the second proportional control air valve is connected to the intake port of the first proportional control air valve and the first intake port of the protection cylinder through an air pipeline respectively, and the second outlet port of the second proportional control air valve is connected to the second intake port of the protection cylinder through an air pipeline; when the intake port of the second proportional control air valve is communicated with the first outlet port of the second proportional control air valve, the gas generated by the air source acts on the intake port of the first proportional control air valve, the gas generated by the air source acts on the first intake port of the protection cylinder at the same time, the protection cylinder produces a forward movement, and the forward movement of the protection cylinder drives the pneumatically controlled self-locking mechanism to unlock the first proportional control air valve; when the intake port of the second proportional control air valve is communicated with the second outlet port of the second proportional control air valve, the gas generated by the air source acts on the second intake port of the protection cylinder, the protection cylinder produces a reverse movement, and the reverse movement of the protection cylinder drives the pneumatically controlled self-locking mechanism to lock the first proportional control air valve.

2. The vehicle air-liquid control system according to claim 1, characterized in that: It further includes a third proportional control air valve, a protection oil cylinder, and a hydraulic action self-locking mechanism. The first air outlet port of the second proportional control air valve is also connected to the air inlet port of the third proportional control air valve through an air pipeline. The first air outlet port of the third proportional control air valve is connected to the second sub-inlet air control pilot port of the air control hydraulic valve through an air pipeline. The second air outlet port of the third proportional control air valve is connected to the second sub-return liquid air control pilot port of the air control hydraulic valve through an air pipeline. The second sub-inlet liquid port of the air control hydraulic valve is connected to the inlet liquid port of the protection oil cylinder through a hydraulic pipeline. The second sub-return liquid port of the air control hydraulic valve is connected to the return liquid port of the protection oil cylinder through a hydraulic pipeline; When the air inlet port of the second proportional control air valve is in communication with the first air outlet port of the second proportional control air valve, the gas generated by the air source also acts on the air inlet port of the third proportional control air valve at the same time, and the protection air cylinder acts forward to drive the air control self-locking mechanism to unlock the third proportional control air valve simultaneously; When the air inlet port of the second proportional control air valve is in communication with the second air outlet port of the second proportional control air valve, the protection air cylinder acts reversely to drive the air control self-locking mechanism to lock the third proportional control air valve simultaneously; When the air inlet port of the third proportional control air valve is in communication with the first air outlet port of the third proportional control air valve, the gas generated by the air source acts on the second sub-inlet air control pilot port of the air control hydraulic valve, the main inlet liquid port of the air control hydraulic valve is in communication with the second sub-inlet liquid port of the air control hydraulic valve, the hydraulic oil of the hydraulic oil source acts on the inlet liquid port of the protection oil cylinder, the protection oil cylinder produces a forward action, and the protection oil cylinder acts forward to drive the hydraulic action self-locking mechanism to unlock the action oil cylinder; When the air inlet port of the third proportional control air valve is in communication with the second air outlet port of the third proportional control air valve, the gas generated by the air source acts on the second sub-return liquid air control pilot port of the air control hydraulic valve, the main return liquid port of the air control hydraulic valve is in communication with the second sub-return liquid port of the air control hydraulic valve, the hydraulic oil of the protection oil cylinder flows back to the hydraulic oil source through the return liquid port of the protection oil cylinder, the protection oil cylinder produces a reverse action, and the protection oil cylinder acts reversely to drive the hydraulic action self-locking mechanism to lock the action oil cylinder.

3. A vehicle air-liquid control system according to claim 1, characterized in that: The air source is set as an air storage tank. The vehicle air-liquid control system further includes an air compressor, the driving unit of the vehicle is power-connected to the air compressor, and the air compressor is connected to the air storage tank through an air supply pipeline.

4. A vehicle air-liquid control system according to claim 3, characterized in that: An unloading valve is provided on the air supply pipeline.

5. A vehicle air-liquid control system according to claim 1, characterized in that: The hydraulic oil source is set as a hydraulic oil tank. The vehicle air-liquid control system further includes an oil pump, and the oil pump is provided on the hydraulic pipeline between the hydraulic oil tank and the main inlet liquid port of the air control hydraulic valve.

6. A vehicle air-liquid control system according to claim 1, characterized in that: The action oil cylinder is set as a lifting oil cylinder, a lifting mechanism is provided on the vehicle, and the lifting of the lifting mechanism is driven by the action of the lifting oil cylinder.

7. A magnetic-proof transport vehicle, characterized in that: The vehicle air-liquid control system according to any one of claims 1 to 6 is provided on the anti-magnetic transport vehicle.

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