Steering control system of long-boom jib trolley and operation trolley adopting same

Abstract

This invention discloses a steering control system for a long boom trolley and a work trolley using the same. The system employs a steering gear to provide pressurized oil for chassis steering and boom yaw, and switches the pressurized oil pressure via a first electrically controlled directional valve. The front boom yaw can be controlled directly from the cab using the steering wheel, eliminating the need to switch emergency power, control multi-way valves, or remote control. This significantly simplifies steering operations when navigating narrow bends and reduces operational difficulty. Furthermore, a steering follow-memory cylinder stores the oil entering the boom yaw drive component during the calibrated boom yaw process, thus locking the steering gear in its original position. Once the boom yaw is complete, the steering gear returns to its original position to the chassis steering stop position by operating the steering wheel in the opposite direction, ensuring continuous chassis steering without affecting chassis travel and steering.

Description

Technical Field

[0001] This invention relates to the field of long boom trolley technology, and in particular to a steering control system for a long boom trolley. Furthermore, it also relates to a work trolley employing the aforementioned steering control system. Background Technology

[0002] With the widespread adoption of mechanized mining, surface open-pit mining is evolving into deep-ground operations, placing increasingly higher demands on the mobility of equipment. In deep-ground excavation, trolley-type equipment with wheeled chassis offers advantages such as convenient relocation and simple operation. They can integrate various tools; for example, a rock drilling jumbo can integrate functions such as drilling, charging, and support assistance. To complete the excavation face work, trolley-type equipment typically features a long boom with working tools at the boom end, such as a hoist, rock drill, and arch clamp. This results in an excessively long overall length for the trolley, consequently increasing its turning radius. For example, ... Figure 1 The articulated boom trolley shown normally steers via the steering wheel in the rear cab, controlling the chassis steering cylinders. However, in narrow passages, to improve maneuverability, the boom sway cylinders must be operated to sway the boom, thus increasing its maneuverability. Its minimum turning radius is as follows: Figure 2 As shown. Figure 3 As shown, the chassis steering of a long-boom articulated trolley is generally powered by the engine, and steering is controlled by the steering wheel in the rear cab. Figure 4 As shown, the front boom is generally driven by an electric motor, and controlled by a corresponding control handle or remote control panel. In situations where an electric motor power supply is unavailable, the engine typically provides emergency power to enable emergency boom operation. Therefore, in situations with extremely small turning radii, it is necessary to control the sway of the front boom. In this case, the engine needs to provide emergency power to sway the boom. The specific operation process is as follows:

[0003] Proceed → Chassis turns to its limit and finds it cannot pass → Stop and check the terrain → Switch to emergency power → Remotely operate the front boom to sway → Switch power to driving → Start the machine and proceed through the small curve → Stop and switch to emergency power → Remotely operate the front boom to straighten → Switch power to driving → Start the machine and continue proceeding.

[0004] Therefore, in existing long-boom articulated trolleys, the chassis travel and steering and boom yaw are controlled independently. There is no connection between the steering gear that controls the chassis steering and the multi-way valve that controls the boom yaw. In situations where the boom yaw angle needs to be adjusted to meet the overall steering requirements, it is necessary to repeatedly switch between emergency power and corresponding control for operation. This is very cumbersome to operate through a single curve, and it becomes even more cumbersome if a complex curve is encountered. Summary of the Invention

[0005] This invention provides a steering control system for a long boom trolley and a work trolley using the same, to solve the technical problem of complex steering operation in existing long boom articulated trolleys.

[0006] According to one aspect of the present invention, a steering control system for a long boom trolley is provided, comprising a steering gear, a first electronically controlled directional valve, a steering cylinder, a control valve group, a steering following memory cylinder, and a boom yaw drive. The steering gear is driven by the chassis engine and is used to provide pressurized oil for chassis steering and boom yaw. The steering gear is connected to the steering cylinder and the control valve group respectively through the first electronically controlled directional valve. The steering cylinder is used to drive the chassis to steer. The control valve group is connected to the steering following memory cylinder and the boom yaw drive respectively. The boom yaw drive is used to drive the boom to yaw left and right. The control valve group is used to control the output of pressurized oil provided by the steering gear to the boom yaw drive when boom yaw needs to be controlled, and to ensure that the return oil of the boom yaw drive enters the rod chamber of the steering following memory cylinder. The steering following memory cylinder is used to remember the oil that entered the boom yaw drive during the calibration of boom yaw and discharge an equivalent volume of oil to lock the steering gear back to its original position.

[0007] Furthermore, the control valve assembly is also used to control the output of pressure oil provided by the steering gear to the rodless chamber of the steering follow memory cylinder after the boom yaw is completed, so as to drive the piston rod to extend. When the piston rod of the steering follow memory cylinder is fully extended, the steering gear is reset to the stop position of the vehicle steering.

[0008] Furthermore, when the boom yaw drive is a hydraulic cylinder, the interior of the steering following memory cylinder is divided into two chambers with equal strokes. Two pistons of equal area are connected in series on a piston rod, and the two pistons are located in the two chambers respectively. The two pistons divide the steering following memory cylinder into a rodless chamber and three rod chambers. The three rod chambers include a left rod chamber, a middle rod chamber, and a right rod chamber arranged sequentially along the extension direction of the piston rod. The initial position of the steering following memory cylinder is in the fully extended piston rod state. The cylinder diameter and rod diameter of the steering following memory cylinder are the same as those of the boom yaw drive, and the area ratio of the cylinder diameter to the rod diameter of both is 2:1. When oil enters the rodless chamber of the boom yaw drive, the return oil from its rod chamber enters the left rod chamber of the steering following memory cylinder. When oil enters the rod chamber of the boom yaw drive, the return oil from its rodless chamber simultaneously enters the left and right rod chambers of the steering following memory cylinder.

[0009] Further, the control valve group includes a second electrically controlled directional valve, a first hydraulically controlled directional valve, a second hydraulically controlled directional valve, a third hydraulically controlled directional valve, a fourth hydraulically controlled directional valve, a fifth hydraulically controlled directional valve, a sixth hydraulically controlled directional valve, a first shuttle valve, and a second shuttle valve. The second electrically controlled directional valve is connected to the first electrically controlled directional valve, the first hydraulically controlled directional valve, the third hydraulically controlled directional valve, and the first shuttle valve. The fifth hydraulically controlled directional valve is connected to the first shuttle valve and the rodless chamber of the steering following memory cylinder. The second hydraulically controlled directional valve is connected to the first hydraulically controlled directional valve, the second shuttle valve, and the rodless chamber of the boom yaw drive component. The fourth hydraulically controlled directional valve is connected to the third hydraulically controlled directional valve, the second shuttle valve, and the rod chamber of the boom yaw drive component. The first and fourth hydraulically controlled directional valves are linked, and the second hydraulically controlled directional valve is activated. The valve and the third hydraulic directional valve are linked. The second and fourth hydraulic directional valves are used to ensure that the return oil from the boom yaw drive enters the second shuttle valve. The sixth hydraulic directional valve is connected to the second shuttle valve, the left rod chamber and the right rod chamber of the steering follow memory cylinder, respectively. The sixth hydraulic directional valve is connected to the right rod chamber of the steering follow memory cylinder through the seventh hydraulic directional valve. The control port of the seventh hydraulic directional valve is connected to the rod chamber of the boom yaw drive. When the rod chamber of the boom yaw drive returns oil, the seventh hydraulic directional valve switches to conduct the sixth hydraulic directional valve and the right rod chamber of the steering follow memory cylinder. When the rodless chamber of the boom yaw drive returns oil, the seventh hydraulic directional valve switches to conduct the right rod chamber and the middle rod chamber of the steering follow memory cylinder.

[0010] Furthermore, when the first electronically controlled directional valve is energized and the second electronically controlled directional valve is de-energized, the steering gear outputs pressurized oil to the boom yaw drive component to drive the boom to perform a yaw action. At the same time, the steering follow-memory cylinder retracts and locks the steering gear in its original position. When both the first and second electronically controlled directional valves are energized, the steering gear outputs pressurized oil to the rodless chamber of the steering follow-memory cylinder until the piston rod is fully extended, and the steering gear resets to the stop position of the vehicle steering.

[0011] Furthermore, when the boom yaw drive is a motor, the steering follow memory cylinder is a double-outlet hydraulic cylinder. When the boom yaw drive is filled with oil, its return oil enters the right chamber of the steering follow memory cylinder.

[0012] Furthermore, a hydraulic lock is provided between the control valve assembly and the steering follow memory cylinder to ensure that the steering follow memory cylinder is in a locked state when it is not in motion.

[0013] Furthermore, a balance valve is provided between the control valve assembly and the boom yaw drive component.

[0014] Furthermore, it also includes a boom multi-way valve, wherein the working port of the control valve group connected to the boom yaw drive is also connected to the working port of the boom multi-way valve.

[0015] In addition, the present invention also provides a work trolley that employs the steering control system described above.

[0016] The present invention has the following effects:

[0017] The steering control system of the long boom trolley of this invention uses a steering gear to provide pressurized oil for chassis steering and boom yaw. The pressurized oil is switched via a first electrically controlled directional valve. The front boom yaw can be controlled directly from the cab using the steering gear, eliminating the need to switch emergency power, control multi-way valves, or remote control. This greatly simplifies steering operations when navigating narrow bends and reduces operational difficulty. Furthermore, a steering follow-memory cylinder receives the return oil during boom yaw, thus memorizing the oil entering the boom yaw drive component during the calibrated boom yaw process. This locks the steering gear in its original position. After the boom yaw is complete, operating the steering wheel in the opposite direction causes the steering gear to provide pressurized oil to drive the steering follow-memory cylinder back to its original position. The steering gear then returns to the original chassis steering stop position, ensuring continuous chassis steering without affecting chassis travel and steering.

[0018] In addition, the work trolley of the present invention also has the above-mentioned advantages.

[0019] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 This is a structural schematic diagram of an existing long-arm articulated trolley.

[0022] Figure 2 This is a schematic diagram of the minimum turning radius of an existing long-arm articulated trolley.

[0023] Figure 3 This is a schematic diagram of the steering control principle of an existing long-arm articulated trolley.

[0024] Figure 4 This is a schematic diagram of the boom sway control principle of an existing long-boom articulated trolley.

[0025] Figure 5 This is a schematic diagram of the hydraulic principle of the steering control system of the long boom trolley according to a preferred embodiment of the present invention.

[0026] Figure 6 This is a schematic diagram of the structure of the first electrically controlled directional valve in a preferred embodiment of the present invention.

[0027] Figure 7 This is a schematic diagram of the flow of oil between the boom sway cylinder and the steering follow memory cylinder when the boom sways to the right according to a preferred embodiment of the present invention.

[0028] Figure 8 This is a schematic diagram showing the flow of oil between the boom sway cylinder and the steering follow memory cylinder when the boom sways to the left, according to a preferred embodiment of the present invention.

[0029] Figure 9 This is a schematic diagram of the hydraulic principle of the control valve assembly according to a preferred embodiment of the present invention.

[0030] Figure 10 This is a schematic diagram of the seventh hydraulic control directional valve controlling the opening and closing of the oil chamber of the steering follower memory cylinder according to a preferred embodiment of the present invention.

[0031] Figure 11 This is another hydraulic principle schematic diagram of the steering control system of the long boom trolley in a preferred embodiment of the present invention.

[0032] Figure 12 This is a schematic diagram illustrating the operation of the steering control system of the long boom trolley according to a preferred embodiment of the present invention.

[0033] Explanation of reference numerals in the attached figures

[0034] 1. Steering gear; 2. First electronically controlled directional valve; 3. Steering cylinder; 4. Control valve assembly; 5. Steering follow memory cylinder; 6. Boom yaw drive component; 7. Seventh hydraulically controlled directional valve; 8. Hydraulic lock; 9. Balance valve; 10. Boom multi-way valve; 41. Second electronically controlled directional valve; 42. First hydraulically controlled directional valve; 43. Second hydraulically controlled directional valve; 44. Third hydraulically controlled directional valve; 45. Fourth hydraulically controlled directional valve; 46. Fifth hydraulically controlled directional valve; 47. Sixth hydraulically controlled directional valve; 48. First shuttle valve; 49. Second shuttle valve. Detailed Implementation

[0035] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0036] Understandable, such as Figure 5As shown, a preferred embodiment of the present invention provides a steering control system for a long boom trolley, including a steering gear 1, a first electronically controlled directional valve 2, a steering cylinder 3, a control valve group 4, a steering following memory cylinder 5, and a boom yaw drive component 6. The steering gear 1 is connected to the chassis engine and is used to provide pressurized oil for chassis steering and boom yaw. The steering gear 1 is connected to the steering cylinder 3 and the control valve group 4 respectively through the first electronically controlled directional valve 2. The oil circuit switching is achieved by controlling the state of the first electronically controlled directional valve 2. The steering cylinder 3 is used to drive the chassis steering, and the control valve group 4 is connected to the steering cylinder 3 and the control valve group 4 respectively. The steering following memory cylinder 5 and the boom yaw drive 6 are connected. The boom yaw drive 6 is used to drive the boom to yaw left and right. The control valve group 4 is used to control the output of pressure oil provided by the steering gear 1 to the boom yaw drive 6 when boom yaw needs to be controlled, and to ensure that the return oil of the boom yaw drive 6 enters the rod chamber of the steering following memory cylinder 5. The steering following memory cylinder 5 is used to remember the oil that enters the boom yaw drive 6 during the calibration of boom yaw and discharge an equivalent volume of oil to lock the steering gear 1 back to its original position. It can be understood that the control valve group 4 includes four sets of working oil ports: A1 / B1, A2 / B2, A3 / B3, and A4 / B4. Among them, port A1 / B1 is connected to the first electronically controlled directional valve 2, port A2 / B2 is connected to the boom multi-way valve 10, port A3 / B3 is connected to the steering following memory cylinder 5, and port A4 / B4 is connected to the boom yaw drive component 6. Port A2 / B2 can be omitted.

[0037] It is understood that the steering control system of the long boom trolley in this embodiment uses steering gear 1 to provide pressurized oil for chassis steering and boom yaw, and switches the pressurized oil through the first electronically controlled directional valve 2. The front boom yaw can be controlled by steering gear 1 without switching emergency power, or switching control multi-way valves or remote control. The yaw of the front boom can be completed directly in the cab by operating the steering wheel, which greatly simplifies the steering operation of the long boom trolley when passing through narrow curves and reduces the difficulty of operation. Furthermore, the return oil during the boom yaw process is received by steering follow memory cylinder 5, thereby memorizing the oil that entered the boom yaw drive component 6 during the calibrated boom yaw process, and thus locking the return position of steering gear 1. After the boom yaw is completed, the steering wheel is operated in the opposite direction, so that the steering gear 1 provides pressurized oil to drive the steering follow memory cylinder 5 back to its original position. Steering gear 1 can then be reset from the return position to the original chassis steering stop position, ensuring that the chassis steering action is continuous and does not affect the chassis travel and steering.

[0038] It is understandable that the horizontal yaw drive required by the front boom in an unloaded state is relatively low, and the pressure oil drawn from the steering gear 1 is sufficient to drive it. The steering gear 1 is a fully hydraulic steering gear, which is actually a cycloidal metering motor. The left and right rotation of the steering wheel drives the inner valve sleeve of the steering gear 1 to rotate, thereby generating pressure oil. The number of rotations of the steering wheel is consistent with the number of rotations of the cycloidal motor inside the steering gear 1. Therefore, a certain number of left turns of the steering wheel and the same number of right turns on the return stroke result in the same output of oil. The fully hydraulic steering gear is a mature application in the industry, and its structural details will not be elaborated here.

[0039] It's understandable, combined Figure 6 As shown, the first electronically controlled directional valve 2 is a six-position directional valve, which includes six ports: C, D, E, F, G, and H. Port C is connected to port B of the steering gear 1, port D is connected to port A of the steering gear 1, ports E and G are connected to the rod chamber and rodless chamber of the steering cylinder 3, respectively, and ports F and H are connected to ports A1 and B1 of the control valve group 4, respectively. When encountering a sharp bend where no front boom sway is required, the coil Y01 of the first electronically controlled directional valve 2 is de-energized, with ports C and E connected and ports D and G connected. This outputs the pressure oil provided by the steering gear 1 to the steering cylinder 3, driving the chassis to steer and directly pass through the sharp bend. When encountering a narrow bend where front boom sway is required to reduce the turning radius, the coil Y01 of the first electronically controlled directional valve 2 is energized, with ports C and F connected and ports D and H connected. This outputs the pressure oil provided by the steering gear 1 to the control valve group 4, which in turn outputs it to the boom sway drive component 6, driving the boom to sway and thus reducing the turning radius. After the boom sway is complete, the coil Y01 of the first electronically controlled directional valve 2 is de-energized again, driving the chassis to continue steer and pass through the narrow bend.

[0040] It is understood that the control valve group 4 is also used to control the output of pressure oil provided by the steering gear 1 to the rodless chamber of the steering follower memory cylinder 5 after the boom yaw is completed, so as to drive the piston rod to extend. When the piston rod of the steering follower memory cylinder 5 is fully extended, the steering gear 1 returns to the stop position of the vehicle steering. At this time, when the first electronically controlled reversing valve 2 is de-energized and the pressure oil provided by the steering gear 1 is output to the steering cylinder 3 to perform the chassis steering operation, the chassis steering action can be guaranteed to be continuous and will not affect the chassis driving and steering.

[0041] Optionally, such as Figure 7 and Figure 8As shown, when the boom yaw drive 6 is a hydraulic cylinder, the interior of the steering following memory cylinder 5 is divided into two chambers with equal strokes. Two pistons of equal area are connected in series on a piston rod, and the two pistons are located in the two chambers respectively. The two pistons divide the steering following memory cylinder 5 into one rodless chamber and three rod chambers. The three rod chambers include a left rod chamber, a middle rod chamber, and a right rod chamber arranged sequentially along the extension direction of the piston rod. The initial position of the steering following memory cylinder 5 is in the fully extended piston rod state. The cylinder diameter and rod diameter of the steering following memory cylinder 5 are the same as those of the boom yaw drive 6, and the ratio of their cylinder diameter to rod diameter area is 2:1. When the boom needs to be controlled to yaw to the right, oil enters the rodless chamber of the boom yaw drive 6, and the return oil from its rod chamber enters the left rod chamber of the steering follow-memory cylinder 5. When the boom needs to be controlled to yaw to the left, oil enters the rod chamber of the boom yaw drive 6, and the return oil from its rodless chamber simultaneously enters both the left and right rod chambers of the steering follow-memory cylinder 5. Since the initial position of the steering follow-memory cylinder 5 is with the piston rod fully extended, each time the boom yaw drive 6 is extended or retracted, the pressure oil returning from the boom yaw drive 6 enters the rod chamber of the steering follow-memory cylinder 5, thereby driving the steering follow-memory cylinder 5 to retract. The difference is that when the boom yaws to the right, the yaw cylinder extends, and the pressure oil returning from its rod chamber only enters the left rod chamber of the steering follow-memory cylinder 5. Since the cylinder diameter and rod diameter of the two cylinders are the same, and the stroke of the piston rods of the two cylinders is the same, the oil entering the rodless chamber of the yaw cylinder... The oil discharged from the rodless chamber of the steering following memory cylinder 5 is the same as the oil discharged from the rodless chamber of the steering following memory cylinder 5. When the boom yaws to the left, the yaw cylinder retracts, and the pressurized oil flowing back from its rodless chamber simultaneously enters the left and right rod chambers of the steering following memory cylinder 5, with the returned oil being equally distributed. Since the cylinder diameter and rod diameter of the two cylinders are the same, the piston rod stroke of the yaw cylinder is twice the piston rod stroke of the steering following memory cylinder 5. Furthermore, since the cylinder diameter-to-rod diameter area ratio of the two cylinders is 2:1, the oil entering the rod chamber of the yaw cylinder is still the same as the oil discharged from the rodless chamber of the steering following memory cylinder 5. Therefore, regardless of whether the boom yaws to the left or right, the steering following memory cylinder 5 can follow and discharge an equal volume of oil, thereby achieving the effect of following and remembering. After the front boom completes its yaw, switch to the steering reset mode. At this time, the Y01 coil of the first electronically controlled directional valve 2 is energized, and the control valve group 4 switches the pressure oil output to the rodless chamber of the steering following memory cylinder 5. Then, in the cab, operate the steering wheel in the opposite direction to the yaw of the operating boom, thereby driving the steering following memory cylinder 5 to extend. When the piston rod is fully extended, the steering wheel is restricted and cannot be rotated. At this time, the steering gear 1 is reset to the original chassis steering stop position, thereby realizing the steering reset.

[0042] Understandable, such as Figure 9As shown, the control valve group 4 includes a second electrically controlled directional valve 41, a first hydraulically controlled directional valve 42, a second hydraulically controlled directional valve 43, a third hydraulically controlled directional valve 44, a fourth hydraulically controlled directional valve 45, a fifth hydraulically controlled directional valve 46, a sixth hydraulically controlled directional valve 47, a first shuttle valve 48, and a second shuttle valve 49. The second electrically controlled directional valve 41 is connected to the first electrically controlled directional valve 41, the first hydraulically controlled directional valve 42, the third hydraulically controlled directional valve 44, and the first shuttle valve 48, respectively. The fifth hydraulically controlled directional valve 49... Valve 46 is connected to the rodless chamber of the first shuttle valve 48 and the steering follower memory cylinder 5, respectively. The second hydraulic directional valve 43 is connected to the rodless chamber of the first hydraulic directional valve 42, the second shuttle valve 49, and the boom yaw drive 6, respectively. The fourth hydraulic directional valve 45 is connected to the rod chamber of the third hydraulic directional valve 44, the second shuttle valve 49, and the boom yaw drive 6, respectively. The first hydraulic directional valve 42 and the fourth hydraulic directional valve 45 are linked, as are the second hydraulic directional valve 43 and the third hydraulic directional valve 44. The second hydraulic directional valve 43 and the fourth hydraulic directional valve 45 are used to ensure that the return oil from the boom yaw drive 6 enters the second shuttle valve 49. The sixth hydraulic directional valve 47 is connected to the second shuttle valve 49, the left rod chamber, and the right rod chamber of the steering follower memory cylinder 5, respectively. The sixth hydraulic directional valve 47 is connected to the right rod chamber of the steering follower memory cylinder 5 through the seventh hydraulic directional valve 7. The seventh hydraulic directional valve 7 is connected to the rod chamber of the boom yaw drive 6. When the rod chamber of the boom yaw drive 6 returns oil, the seventh hydraulic directional valve 7 switches to open the right rod chamber of the sixth hydraulic directional valve 47 and the steering follow memory cylinder 5. When the rodless chamber of the boom yaw drive 6 returns oil, the seventh hydraulic directional valve 7 switches to open the right rod chamber and the middle rod chamber of the steering follow memory cylinder 5.

[0043] Specifically, when the first electronically controlled directional valve 2 is energized and the second electronically controlled directional valve 41 is de-energized, the steering gear 1 outputs pressurized oil to the boom yaw drive 6 to drive the boom to perform yaw action. At the same time, the steering follow-memory cylinder 5 retracts and locks the steering gear 1 to its original position. When the first electronically controlled directional valve 2 and the second electronically controlled directional valve 41 are energized simultaneously, the steering gear 1 outputs pressurized oil to the rodless chamber of the steering follow-memory cylinder 5 until the piston rod is fully extended, and the steering gear 1 resets to the stop position of the vehicle steering.

[0044] Specifically, the second electrically controlled directional valve 41 has the same function as the first electrically controlled directional valve 2. It includes six oil ports: C1, D1, E1, F1, G1, and H1. C1 and D1 are connected to B1 and A1 of the control valve group 4 via internal oil passages, respectively. When the coil Y02 is de-energized, C1 is connected to E1, and D1 is connected to G1. E1 and G1 are connected to the normally closed ports of the first hydraulically controlled directional valve 42 and the third hydraulically controlled directional valve 44. When the coil Y02 is energized, C1 is connected to F1, and D1 is connected to H1. F1 and H1 are connected to ports 2 and 4 of the first shuttle valve 48. Furthermore, the coil Y02 is not allowed to be energized alone; it can only be energized simultaneously with the coil Y01. At this time, it is in the steering reset mode. The pressure oil provided by the steering gear 1 enters the control valve group 4 through the first shuttle valve 48 and then enters the rodless chamber of the steering following memory cylinder 5. The first hydraulic directional valve 42 and the fourth hydraulic directional valve 45 are linked, meaning their control ports are both connected to the normally closed port of the first hydraulic directional valve 42. Similarly, the second hydraulic directional valve 43 and the third hydraulic directional valve 44 are linked, meaning their control ports are both connected to the normally closed port of the third hydraulic directional valve 44. The second hydraulic directional valve 43 and the fourth hydraulic directional valve 45 have identical functions, as do the first shuttle valve 48 and the second shuttle valve 49, the first hydraulic directional valve 42, the second hydraulic directional valve 43, the fifth hydraulic directional valve 46, and the sixth hydraulic directional valve 47. Specifically, the first shuttle valve 48 and the second shuttle valve 49 ensure that the return oil from both directions of the yaw cylinder enters port B3 of the control valve group 4, and the second hydraulic directional valve 43 and the fourth hydraulic directional valve 45 ensure that the return oil from the yaw cylinder enters the second shuttle valve 49. The default valve position of the fifth hydraulic directional valve 46 and the sixth hydraulic directional valve 47 is 2 ports to 3 ports, that is, ports A3 and B3 are connected to return oil. When port 1 is supplied with oil, the valve position is switched to port 1 to port 2, thereby supplying oil to the rodless chamber or rod chamber of the steering follower memory cylinder 5.

[0045] When coil Y02 is not energized, if pressure oil is supplied to port A1 of control valve group 4, the first hydraulic directional valve 42 and the fourth hydraulic directional valve 45 are switched by pressure oil control. At this time, the pressure oil supplied to port A1 passes through the first hydraulic directional valve 42 and the second hydraulic directional valve 43 in sequence to port A4, and then enters the rodless chamber of the yaw cylinder. The oil returning from the rod chamber of the yaw cylinder enters port B4. Due to the switching of the oil port of the fourth hydraulic directional valve 45, the returning pressure oil passes through the second shuttle valve 49 and the sixth hydraulic directional valve 47 in sequence to port B3. When pressure oil is supplied to port B1 of control valve group 4, the second hydraulic directional valve 43 and the third hydraulic directional valve 44 are switched by pressure oil control. At this time, the pressure oil supplied to port B1 passes through the third hydraulic directional valve 44 and the fourth hydraulic directional valve 45 in sequence to port B4, and then enters the rod chamber of the yaw cylinder. The return oil from the rod chamber of the yaw cylinder enters port A4. Due to the switching of the oil port of the second hydraulic directional valve 43, the return pressure oil passes through the second shuttle valve 49 and the sixth hydraulic directional valve 47 in sequence to port B3.

[0046] Among them, such as Figure 10 As shown, the switching of the seventh hydraulic directional valve 7 is controlled by the control pressure at port B4 of the control valve group 4. Port 1 of the seventh hydraulic directional valve 7 is connected to the right rod chamber of the steering following memory cylinder 5, port 2 is connected to the middle rod chamber and the return oil, port 3 is connected to port B3 of the control valve group 4, and port 4 is the control port, which is connected to the return oil circuit of the rod chamber of the yaw cylinder. When the rod chamber of the yaw cylinder returns oil, pressure oil is supplied to port 4 of the seventh hydraulic directional valve 7, and the seventh hydraulic directional valve 7 switches to the right position. The return oil from the rod chamber of the yaw cylinder simultaneously enters the left and right rod chambers of the steering following memory cylinder 5. When the rodless chamber of the yaw cylinder returns oil, oil is discharged from port 4 of the seventh hydraulic directional valve 7, and the seventh hydraulic directional valve 7 switches to the left position. The return oil from the rodless chamber of the yaw cylinder only enters the left rod chamber of the steering following memory cylinder 5, and the right rod chamber receives the return oil.

[0047] It is understood that the control valve assembly 4 of the present invention can ensure that the return oil of the boom sway cylinder always enters the rod chamber of the steering follow memory cylinder 5 during the boom sway process, thereby achieving the effect of follow memory.

[0048] Optionally, a hydraulic lock 8 is provided between the control valve assembly 4 and the steering follow memory cylinder 5 to ensure that the steering follow memory cylinder 5 is in a locked state when it is not in motion. Additionally, a balance valve 9 is provided between the control valve assembly 4 and the boom yaw drive component 6. Furthermore, the steering control system also includes a boom multi-way valve 10. The working oil port connecting the control valve assembly 4 and the boom yaw drive component 6 is also connected to the working oil port of the boom multi-way valve 10. Ports A and B of the boom multi-way valve 10 are connected to ports A2 and B2 of the control valve assembly 4, respectively, and ports A2 and B2 are connected to ports A4 and B4 through internal oil passages, respectively, thereby providing pressurized oil to the boom movement.

[0049] Optionally, such as Figure 11 As shown, when the boom is driven and controlled by a slewing motor, i.e., when the boom yaw drive 6 is a motor, the steering following memory cylinder 5 is a double-rod cylinder. When the boom yaw drive 6 receives oil, its return oil enters the right chamber of the steering following memory cylinder 5. Since the motor's oil chambers are equivalent, the steering following memory cylinder 5 is also replaced with a double-rod cylinder. Moreover, the cylinder diameter-rod diameter-area ratio of the steering following memory cylinder 5 is not limited and can be flexibly set according to the motor displacement and speed. Since there is no distinction between the large and small chambers for controlling the yaw, the seventh hydraulic control directional valve 7 is also omitted. The principle of other components is the same.

[0050] Understandable, such as Figure 12 As shown, the steering control logic process of the steering control system of the present invention is as follows: When the knob is in position I, coils Y01 and Y02 are de-energized, and the steering wheel controls the steering cylinder 3 to perform chassis steering. When encountering a narrow bend, first perform a parking operation, then switch the knob to position II. At this time, coil Y01 is energized and coil Y02 is de-energized. The steering wheel controls the boom yaw drive 6. After determining the yaw direction of the front boom, turn the steering wheel to drive the boom yaw, stopping when it reaches the desired position. After the boom yaw action is completed, switch the knob to position III. At this time, coils Y01 and Y02 are simultaneously energized, and the steering wheel controls the steering following memory cylinder 5. Turn the steering wheel in the opposite direction, and the steering following memory cylinder 5 extends. When the steering following memory cylinder 5 is fully extended, the steering wheel cannot continue to turn. At this time, the steering gear 1 resets to the original chassis steering stop position. Then switch the knob to position I and release the parking brake to continue the original chassis steering operation.

[0051] In addition, another embodiment of the present invention provides a work trolley, which preferably employs the steering control system described above.

[0052] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A steering control system of a long-boom jib trolley, characterized by, The system includes a steering gear (1), a first electronically controlled directional valve (2), a steering cylinder (3), a control valve group (4), a steering following memory cylinder (5), and a boom yaw drive component (6). The steering gear (1) is connected to the chassis engine and is used to provide pressurized oil for chassis steering and boom yaw. The steering gear (1) is connected to the steering cylinder (3) and the control valve group (4) respectively through the first electronically controlled directional valve (2). The steering cylinder (3) is used to drive the chassis steering. The control valve group (4) is connected to the steering following memory cylinder (5) and the boom yaw drive component (6) respectively. Next, the boom sway drive (6) is used to drive the boom to sway left and right. The control valve group (4) is used to control the output of pressure oil provided by the steering gear (1) to the boom sway drive (6) when boom sway needs to be controlled, and to ensure that the return oil of the boom sway drive (6) enters the rod chamber of the steering follow memory cylinder (5). The steering follow memory cylinder (5) is used to remember the oil that enters the boom sway drive (6) during the calibration of boom sway and discharge an equivalent volume of oil to lock the steering gear (1) back to its original position.

2. The steering control system of the long boom trolley as described in claim 1, characterized in that, The control valve group (4) is also used to control the output of pressure oil provided by the steering gear (1) to the rodless chamber of the steering follow memory cylinder (5) after the boom yaw is completed, so as to drive the piston rod to extend. When the piston rod of the steering follow memory cylinder (5) is fully extended, the steering gear (1) is reset to the stop position of the vehicle steering.

3. The steering control system of the long boom trolley as described in claim 1, characterized in that, When the boom yaw drive (6) is a hydraulic cylinder, the interior of the steering following memory cylinder (5) is divided into two chambers with equal strokes. Two pistons of equal area are connected in series on a piston rod. The two pistons are located in the two chambers respectively. The two pistons divide the steering following memory cylinder (5) into a rodless chamber and three rod chambers. The three rod chambers include a left rod chamber, a middle rod chamber, and a right rod chamber arranged sequentially along the extension direction of the piston rod. The initial position of the steering following memory cylinder (5) is at... When the piston rod is fully extended, the cylinder diameter and rod diameter of the steering following memory cylinder (5) are the same as those of the boom yaw drive (6), and the area ratio of the cylinder diameter to the rod diameter of both is 2:

1. When oil enters the rodless chamber of the boom yaw drive (6), the return oil from its rod chamber enters the left rod chamber of the steering following memory cylinder (5). When oil enters the rod chamber of the boom yaw drive (6), the return oil from its rodless chamber simultaneously enters the left rod chamber and the right rod chamber of the steering following memory cylinder (5).

4. The steering control system of the long boom trolley as described in claim 3, characterized in that, The control valve group (4) includes a second electrically controlled directional valve (41), a first hydraulically controlled directional valve (42), a second hydraulically controlled directional valve (43), a third hydraulically controlled directional valve (44), a fourth hydraulically controlled directional valve (45), a fifth hydraulically controlled directional valve (46), a sixth hydraulically controlled directional valve (47), a first shuttle valve (48), and a second shuttle valve (49). The second electrically controlled directional valve (41) is connected to the first electrically controlled directional valve (2), the first hydraulically controlled directional valve (42), the third hydraulically controlled directional valve (44), and the first shuttle valve (48), respectively. The hydraulically controlled directional valve (46) is connected to the rodless chamber of the first shuttle valve (48) and the steering following memory cylinder (5), respectively. The second hydraulically controlled directional valve (43) is connected to the rodless chamber of the first hydraulically controlled directional valve (42), the second shuttle valve (49), and the boom yaw drive (6), respectively. The fourth hydraulically controlled directional valve (45) is connected to the rod chamber of the third hydraulically controlled directional valve (44), the second shuttle valve (49), and the boom yaw drive (6), respectively. The first hydraulically controlled directional valve (42) and the fourth hydraulically controlled directional valve... (45) Linkage, the second hydraulic directional valve (43) and the third hydraulic directional valve (44) are linked, the second hydraulic directional valve (43) and the fourth hydraulic directional valve (45) are used to ensure that the return oil of the boom yaw drive (6) enters the second shuttle valve (49), the sixth hydraulic directional valve (47) is connected to the second shuttle valve (49), the left rod chamber and the right rod chamber of the steering follow memory cylinder (5) respectively, and the sixth hydraulic directional valve (47) is connected to the steering follow memory cylinder through the seventh hydraulic directional valve (7). (5) is connected to the right rod chamber, and the control port of the seventh hydraulic directional valve (7) is connected to the rod chamber of the boom yaw drive (6). When the rod chamber of the boom yaw drive (6) returns oil, the seventh hydraulic directional valve (7) switches to conduct the right rod chamber of the sixth hydraulic directional valve (47) and the steering follow memory cylinder (5). When the rodless chamber of the boom yaw drive (6) returns oil, the seventh hydraulic directional valve (7) switches to conduct the right rod chamber and the middle rod chamber of the steering follow memory cylinder (5).

5. The steering control system of the long boom trolley as described in claim 4, characterized in that, When the first electronically controlled directional valve (2) is energized and the second electronically controlled directional valve (41) is de-energized, the steering gear (1) outputs pressure oil to the boom yaw drive (6) to drive the boom to perform yaw action. At the same time, the steering follow memory cylinder (5) retracts and locks the steering gear (1) to its original position. When the first electronically controlled directional valve (2) and the second electronically controlled directional valve (41) are energized at the same time, the steering gear (1) outputs pressure oil to the rodless chamber of the steering follow memory cylinder (5) until the piston rod is fully extended, and the steering gear (1) is reset to the stop position of the vehicle steering.

6. The steering control system of the long boom trolley as described in claim 1, characterized in that, When the boom sway drive (6) is a motor, the steering follow memory cylinder (5) is a double-outlet cylinder. When the boom sway drive (6) is filled with oil, its return oil enters the right chamber of the steering follow memory cylinder (5).

7. The steering control system of the long boom trolley as described in claim 1, characterized in that, A hydraulic lock (8) is provided between the control valve group (4) and the steering follow memory cylinder (5) to ensure that the steering follow memory cylinder (5) is in a locked state when it is not in motion.

8. The steering control system of the long boom trolley as described in claim 1, characterized in that, A balance valve (9) is provided between the control valve group (4) and the boom yaw drive (6).

9. The steering control system of the long boom trolley as described in claim 1, characterized in that, It also includes a boom multi-way valve (10), and the working port of the control valve group (4) connected to the boom sway drive (6) is also connected to the working port of the boom multi-way valve (10).

10. A work trolley, characterized in that, The steering control system described in any one of claims 1 to 9 is adopted.

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