Hydraulic control system for a dump truck

Abstract

The application discloses a hydraulic control system of a dump truck, comprising: a duplex hydraulic pump; a lifting unit, a first port of the lifting unit being connected with a first gear pump, a second port of the lifting unit being connected with a lifting cylinder of the dump truck, and a third port of the lifting unit being connected with an oil tank, the lifting unit being used for unloading to return oil to the oil tank when no lifting instruction is received; a braking unit, a first port of the braking unit being connected with a second gear pump, and a second port and a third port of the braking unit being respectively connected with braking devices of the dump truck, the braking unit being used for storing oil when no braking instruction is received, and driving the braking devices to brake through the stored oil when the braking instruction is received; and a steering unit, the steering unit being used for driving a steering cylinder to steer through the stored oil when a steering instruction is received, and supplying the first gear pump with residual oil when no steering instruction is received. Thus, system elements are protected and power consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of dump truck control technology, and more specifically to a hydraulic control system for a dump truck. Background Technology

[0002] In related technologies, the steering and braking schemes of the hydraulic control system of dump trucks usually adopt the variable displacement piston pump DR constant pressure variable control method to maintain the sensitivity of the braking system and ensure that the steering and braking systems always operate under a certain pressure.

[0003] However, variable displacement piston pumps have a complex structure and high production cost. Furthermore, they use a DR constant pressure variable displacement control method, which means that the system operates at a preset pressure as soon as the pump starts rotating, greatly increasing the risk of hydraulic pipeline leakage and the aging speed of the hoses. Summary of the Invention

[0004] To solve the above-mentioned technical problems, this invention provides a hydraulic control system for dump trucks, which uses a fixed-displacement gear pump instead of a traditional variable displacement piston pump and has an automatic filling function. While ensuring the sensitivity of the braking system, it can achieve on-demand supply of system pressure, thereby reducing the long-term pressurization time of the system and reducing power consumption while protecting system components.

[0005] The technical solution adopted in this invention is as follows:

[0006] A hydraulic control system for a dump truck includes: a dual hydraulic pump, comprising a first gear pump and a second gear pump, both connected to an oil tank, wherein both the first and second gear pumps are driven by a first motor; a lifting unit, wherein a first port of the lifting unit is connected to the first gear pump, a second port of the lifting unit is connected to a lifting cylinder of the dump truck, and a third port of the lifting unit is connected to the oil tank; the lifting unit is used to drive the lifting cylinder to perform a lifting action using oil stored in the oil tank when a lifting command is received, wherein the lifting unit is also used to unload the load and return the oil to the oil tank when no lifting command is received; and a braking unit, wherein a first port of the braking unit is connected to the second gear pump. The wheel pump is connected, and the second and third ports of the braking unit are respectively connected to the braking device of the dump truck. The braking unit is used to store oil when no braking command is received, and to drive the braking device to perform braking action through the stored oil when the braking command is received. The steering unit has a first port connected to the fourth port of the braking unit, a second port connected to the fifth port of the braking unit, a third port connected to the first gear pump, and a fourth and fifth port connected to the steering cylinder of the dump truck. The steering unit is used to drive the steering cylinder to perform steering action through the stored oil when a steering command is received, and to supply the remaining oil to the first gear pump when no steering command is received.

[0007] In one embodiment of the present invention, the lifting unit includes: a lifting logic valve, wherein a first end and a second end of the lifting logic valve are both connected to a first port of the lifting unit, and a third end of the lifting logic valve is connected to a second port of the lifting unit; a first electrically controlled directional valve, wherein a first end of the first electrically controlled directional valve is connected to a third end of the lifting logic valve, and a second end of the first electrically controlled directional valve is connected to a third port of the lifting unit; a relief logic valve, wherein a first end of the relief logic valve is connected to a first end of the lifting logic valve, and a second end of the relief logic valve is connected to a third port of the lifting unit; a second electrically controlled directional valve, wherein a first end of the second electrically controlled directional valve is connected to a third end of the relief logic valve, and a second end of the second electrically controlled directional valve is connected to a third port of the lifting unit.

[0008] In one embodiment of the present invention, the braking system includes: a first hydraulically controlled directional valve, a first end of which is connected to a first port of the braking unit, and a second end of which is connected to a fifth port of the braking unit; a second hydraulically controlled directional valve, a first end of which is connected to a second end of the first hydraulically controlled directional valve, a second end of which is connected to a third end of the first hydraulically controlled directional valve, and a third end of which is connected to a fourth port of the braking unit; and a third hydraulically controlled directional valve, a first end of which is connected to a fifth port of the braking unit. The second end of the first hydraulic directional valve is connected to the third hydraulic directional valve, the second end of the third hydraulic directional valve is connected to the second port of the braking unit, and the third end of the third hydraulic directional valve is connected to the third port of the braking unit; a braking accumulator, the braking accumulator including a front braking accumulator and a rear braking accumulator, the front braking accumulator being connected to the third port of the braking unit, and the rear braking accumulator being connected to the second port of the braking unit; a second relief valve, the first end of the second relief valve being connected to the fourth end of the first hydraulic directional valve, and the second end of the second relief valve being connected to the fourth port of the braking unit.

[0009] In one embodiment of the present invention, the steering system includes: a priority valve, a first end of which is connected to a first port of the steering unit, a second end of which is connected to a second port of the steering unit, and a third end of which is connected to a third port of the steering unit; and a hydraulic steering gear, a first end of which is connected to a fourth end of the priority valve, a second end of which is connected to a fifth end of the priority valve, a third end of which is connected to a fourth port of the steering unit, and a fourth end of which is connected to a fifth port of the steering unit.

[0010] In one embodiment of the present invention, the hydraulic control system of the dump truck further includes: an emergency steering unit, wherein a first port of the emergency steering unit is connected to a sixth port of the steering unit, and the emergency steering unit is used to provide emergency oil supply to the steering unit when the steering unit fails to supply oil.

[0011] In one embodiment of the present invention, the emergency steering unit includes: a second motor; an emergency pump connected to the second motor; a third electrically controlled directional valve, the first end of which is connected to the emergency pump, and the second end of which is connected to the first port of the emergency steering unit; and a third overflow valve, the first end of which is connected to the first end of the third electrically controlled directional valve, and the second end of which is connected to the second port of the emergency steering unit.

[0012] In one embodiment of the present invention, the dump truck includes a 180T mining wide-body dump truck.

[0013] The beneficial effects of this invention are:

[0014] This invention uses a fixed-displacement gear pump instead of a traditional variable displacement piston pump and has an automatic filling function. While ensuring the sensitivity of the braking system, it can achieve on-demand supply of system pressure, thereby reducing the long-term pressurization time of the system and reducing power consumption while protecting system components. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the hydraulic control system of a dump truck according to an embodiment of the present invention;

[0016] Figure 2 This is a cross-sectional view of a lifting unit according to a specific embodiment of the present invention;

[0017] Figure 3 This is a schematic diagram of the hydraulic control system of a dump truck according to an embodiment of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Figure 1 This is a schematic diagram of the hydraulic control system of a dump truck according to an embodiment of the present invention.

[0020] The dump truck may include a 180T wide-body mining dump truck. Of course, dump trucks may also include other dump vehicles, which are not limited here.

[0021] like Figure 1 As shown, the hydraulic control system of the dump truck in this embodiment of the invention may include: a dual hydraulic pump 100, a lifting unit 200, a braking unit 300, and a steering unit 400.

[0022] The dual hydraulic pump 100 includes a first gear pump 110 and a second gear pump 120, both connected to an oil tank. Both pumps are driven by a first motor M1. The first port of the lifting unit 200 is connected to the first gear pump 110, the second port to the lifting cylinder of the dump truck, and the third port to the oil tank. The lifting unit 200 is used to drive the lifting cylinder to perform a lifting action using oil stored in the oil tank when a lifting command is received. The lifting unit 200 is also used to unload the load and return the oil to the oil tank when no lifting command is received. The first port of the braking unit 300 is connected to the second gear pump 120. The second and third ports of unit 300 are connected to the braking device of the dump truck. Braking unit 300 is used to store oil when no braking command is received, and to drive the braking device to perform braking action through the stored oil when a braking command is received. The first port of steering unit 400 is connected to the fourth port of braking unit 300, the second port of steering unit 400 is connected to the fifth port of braking unit 300, the third port of steering unit 400 is connected to the first gear pump 110, and the fourth and fifth ports of steering unit 400 are connected to the steering cylinder of the dump truck. Steering unit 400 is used to drive the steering cylinder to perform steering action through the stored oil when a steering command is received, and to supply the remaining oil to the first gear pump 110 when no steering command is received.

[0023] In one embodiment of the present invention, such as Figure 1 As shown, the lifting unit 200 may include: a lifting logic valve LD1, a first electrically controlled directional valve SV1, a load relief logic valve LD2, a first overflow valve RV1, and a second electrically controlled directional valve SV2.

[0024] Specifically, the first and second ends of the lifting logic valve LD1 are both connected to the first port of the lifting unit 200, and the third end of the lifting logic valve LD1 is connected to the second port of the lifting unit 200; the first end of the first electrically controlled directional valve SV1 is connected to the third end of the lifting logic valve LD1, and the second end of the first electrically controlled directional valve SV1 is connected to the third port of the lifting unit 200; the first end of the unloading logic valve LD2 is connected to the first end of the lifting logic valve LD1, and the second end of the unloading logic valve LD2 is connected to the third port of the lifting unit 200; one end of the first relief valve RV1 is connected to the third end of the unloading logic valve LD2, and the second end of the first relief valve RV1 is connected to the third port of the lifting unit 200; the first end of the second electrically controlled directional valve SV2 is connected to the third end of the unloading logic valve LD2, and the second end of the second electrically controlled directional valve SV2 is connected to the third port of the lifting unit 200.

[0025] Specifically, in one embodiment of the present invention, such as Figure 2 As shown, the lifting logic valve LD1, the first electrically controlled directional valve SV1, the unloading logic valve LD2, the first relief valve RV1, and the second electrically controlled directional valve SV2 are integrated into a lifting unit 200 using a threaded cartridge mounting method. The general-purpose cast plate spool valve structure for engineering machinery is replaced with a threaded cartridge integrated dedicated valve, and the electrical control logic meets the operational requirements of the lifting system. This design offers high integration, with the control oil circuit integrated inside the valve body, saving installation space while reducing the number of control oil pipeline connections and lowering the risk of leakage associated with pipeline connections.

[0026] In one embodiment of the present invention, such as Figure 1 As shown, the braking unit 300 may include: a first hydraulic directional valve SW1, a second hydraulic directional valve SW2, a third hydraulic directional valve SW3, a braking accumulator BA, and a second relief valve RV2.

[0027] The first end of the first hydraulic directional valve SW1 is connected to the first port of the braking unit 300, and the second end of the first hydraulic directional valve SW1 is connected to the fifth port of the braking unit 300; the first end of the second hydraulic directional valve SW2 is connected to the second end of the first hydraulic directional valve SW1, and the second end of the second hydraulic directional valve SW2 is connected to the third end of the first hydraulic directional valve SW1, and the third end of the second hydraulic directional valve SW2 is connected to the fourth port of the braking unit 300; the first end of the third hydraulic directional valve SW3 is connected to the second end of the first hydraulic directional valve SW1, and the third hydraulic directional valve SW3 is connected to the fourth port of the braking unit 300. The second end of the directional valve SW3 is connected to the second port of the braking unit 300, and the third end of the third hydraulic directional valve SW3 is connected to the third port of the braking unit 300; the brake accumulator BA includes a front brake accumulator BA1 and a rear brake accumulator BA2, with the front brake accumulator BA1 connected to the third port of the braking unit 300 and the rear brake accumulator BA2 connected to the second port of the braking unit 300; the first end of the second relief valve SV2 is connected to the fourth end of the first hydraulic directional valve SW1, and the second end of the second relief valve SV2 is connected to the fourth port of the braking unit 300.

[0028] In one embodiment of the present invention, such as Figure 1 As shown, the steering unit 400 includes: a priority valve PV1 and a hydraulic steering gear H1.

[0029] The first end of the priority valve PV1 is connected to the first port of the steering unit 400, the second end of the priority valve PV1 is connected to the second port of the steering unit 400, and the third end of the priority valve PV1 is connected to the third port of the steering unit 400; the first end of the hydraulic steering device H1 is connected to the fourth end of the priority valve PV1, the second end of the hydraulic steering device H1 is connected to the fifth end of the priority valve PV1, the third end of the hydraulic steering device H1 is connected to the fourth port of the steering unit 400, and the fourth end of the hydraulic steering device H1 is connected to the fifth port of the steering unit 400.

[0030] Specifically, when the first motor M1 drives the dual hydraulic pump 100 to rotate, the flow from the first gear pump 110 enters the lifting unit 200. At this time, the lifting logic valve LD1 is closed, and the unloading logic valve LD2 is opened. The system unloads from the unloading logic valve LD2 and returns to the oil tank, and the lifting system does not generate pressure. The flow from the second gear pump 120 enters the braking unit 300. The first hydraulic directional valve SW1 is used to control the flow distribution, the second hydraulic directional valve SW2 is used to control the filling pressure, and the third hydraulic directional valve SW3 is used to balance the pressure of the front brake accumulator BA1 and the rear brake accumulator BA2. Before the filling pressure requirement is reached, the second hydraulic directional valve SW2 remains in the right position, ensuring that a portion of the flow enters the front brake accumulator BA1 and the rear brake accumulator BA2, until the filling valve setting is reached (i.e., greater than the spring force of the hydraulic pressure valve), at which point the second hydraulic directional valve SW2 switches to the left position. At this time, the oil can be unloaded by controlling the second overflow valve RV2, and the first hydraulic directional valve SW1 is switched to the left position, with the flow from the fifth port of the braking unit 300 to the priority valve PV1. If the steering is not working, the priority valve PV1 can be controlled to remain in the left position. At this time, the oil will flow through the third end of the priority valve PV1 to the lifting logic valve LD1, and unload together with the flow generated by the first gear pump 110. At this time, no pressure is generated in the main circuit of the entire system. After the brake accumulator BA is fully charged, pull the handbrake valve. Once the parking brake reaches release pressure, driving can begin. At this time, turn the steering wheel. The pressure signal received at the third end of the hydraulic steering unit H1 is fed back to the priority valve PV1, switching the priority valve PV1 to the right position. Hydraulic fluid then flows preferentially from the fifth end of the priority valve PV1 to meet the needs of the hydraulic steering unit H1. Simultaneously, turning the steering wheel controls the main valve of the hydraulic steering unit H1 to switch between left and right functions. Hydraulic fluid also enters the cycloidal pair of the hydraulic steering unit H1 for metering. At this time, the outputs of the fourth and fifth ports of the steering unit 400 reverse direction, and the steering cylinder extends and retracts proportionally to drive the vehicle to turn left or right. If the steering wheel stops turning, the priority valve PV1 returns to the left position for bypass. If the brake pedal is pressed, the pressurized oil in the brake accumulator BA enters the brake through the foot brake to generate braking force. Releasing the brake pedal releases the pressurized oil back to the tank, releasing the braking force. The braking process consumes pressurized oil in the brake accumulator BA until the pressure in the brake accumulator BA falls below the preset pressure of the second hydraulic directional valve SW2, at which point it re-enters the filling mode. After parking, there is no need for steering or filling, and all flow is supplied to the lifting unit 200 for operation.After the first solenoid valve SV1 and the second solenoid valve SV2 are energized, the lifting logic valve LD1 opens and the unloading logic valve LD2 closes, and the system lifting cylinder begins to lift. After the first solenoid valve SV1 and the second solenoid valve SV2 are de-energized, the lifting cylinder will remain in its current position. When only the first solenoid valve SV1 is energized, both the lifting logic valve LD1 and the unloading logic valve LD2 open, and the lifting cylinder descends, thus realizing the entire self-unloading process.

[0031] Therefore, by utilizing pressure feedback control to achieve the automatic liquid filling function of the accumulator, the system pressure can be supplied on demand while ensuring the sensitivity of the braking system. This reduces the long-term pressurization time of the system, protects system components, and reduces power consumption.

[0032] In one embodiment of the present invention, such as Figure 3 As shown, the hydraulic control system of the dump truck may further include an emergency steering unit 500. The first port of the emergency steering unit 500 is connected to the sixth port of the steering unit, and the emergency steering unit 500 is used to provide emergency hydraulic supply to the steering unit when the steering unit cannot supply hydraulic fluid.

[0033] In one embodiment of the present invention, such as Figure 3 As shown, the emergency steering unit 500 includes: a second motor M2, an emergency pump 510, a third electrically controlled directional valve SV3, and a third overflow valve RV3.

[0034] Among them, the emergency pump 510 is connected to the second motor M2; the first end of the third electrically controlled reversing valve SV3 is connected to the emergency pump 510, and the second end of the third electrically controlled reversing valve SV3 is connected to the first port of the emergency reversing unit; the first end of the third overflow valve RV3 is connected to the first end of the third electrically controlled reversing valve SV3, and the second end of the third overflow valve RV3 is connected to the second port of the emergency steering unit 500.

[0035] Specifically, when the steering unit 500 needs to perform a steering action but no oil is available, the emergency steering unit 500 can be activated to provide emergency oil supply, enabling the steering unit to perform the steering action. This greatly improves the reliability of the system.

[0036] In summary, the hydraulic control system of the dump truck according to an embodiment of the present invention includes: a dual hydraulic pump, comprising a first gear pump and a second gear pump, both connected to an oil tank, wherein both the first gear pump and the second gear pump are driven by a first motor; a lifting unit, wherein a first port of the lifting unit is connected to the first gear pump, a second port of the lifting unit is connected to the lifting cylinder of the dump truck, and a third port of the lifting unit is connected to the oil tank; the lifting unit is used to drive the lifting cylinder to perform a lifting action using oil stored in the oil tank when a lifting command is received, wherein the lifting unit is also used to unload the load to return the oil to the oil tank when no lifting command is received; and a braking unit, wherein a first port of the braking unit is connected to the first gear pump and a second port of the second gear pump is connected to the first gear pump and a third port of the second gear pump and a third port of the third gear pump and a fourth port of the third gear pump and a fifth gear pump. The two gear pumps are connected together. The second and third ports of the braking unit are connected to the braking device of the dump truck. The braking unit stores hydraulic fluid when no braking command is received, and drives the braking device to perform braking action using the stored hydraulic fluid when a braking command is received. The steering unit has its first port connected to the fourth port of the braking unit, its second port connected to the fifth port of the braking unit, and its third port connected to the first gear pump. The fourth and fifth ports of the steering unit are connected to the steering cylinder of the dump truck. The steering unit drives the steering cylinder to perform steering action using the stored hydraulic fluid when a steering command is received, and supplies the remaining hydraulic fluid to the first gear pump when no steering command is received. Thus, a fixed displacement gear pump is used instead of a traditional variable displacement piston pump, and it has an automatic filling function. While ensuring the sensitivity of the braking system, it can achieve on-demand supply of system pressure, thereby reducing the long-term pressurization time of the system, protecting system components and reducing power consumption.

[0037] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. "A plurality of" means two or more, unless otherwise explicitly specified.

[0038] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0039] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0040] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0041] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0042] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A hydraulic control system for a dump truck, characterized in that, include: A dual hydraulic pump, comprising a first gear pump and a second gear pump, both connected to an oil tank, wherein both the first gear pump and the second gear pump are driven by a first motor; The lifting unit has a first port connected to the first gear pump, a second port connected to the lifting cylinder of the dump truck, and a third port connected to the oil tank. The lifting unit is used to drive the lifting cylinder to perform a lifting action by using the oil stored in the oil tank when a lifting command is received. The lifting unit is also used to unload the load and return the oil to the oil tank when no lifting command is received. A braking unit, wherein a first port of the braking unit is connected to the dual gear pump, and a second and third port of the braking unit are respectively connected to the braking device of the dump truck. The braking unit is used to store hydraulic fluid when no braking command is received, and to drive the braking device to perform braking action using the stored hydraulic fluid when the braking command is received; wherein, the braking unit includes: A first hydraulic directional valve, the first end of which is connected to the first port of the braking unit, and the second end of which is connected to the fifth port of the braking unit; The second hydraulic directional valve has a first end connected to the second end of the first hydraulic directional valve, a second end connected to the third end of the first hydraulic directional valve, and a third end connected to the fourth port of the braking unit. A third hydraulic directional valve, wherein the first end of the third hydraulic directional valve is connected to the second end of the first hydraulic directional valve, the second end of the third hydraulic directional valve is connected to the second port of the braking unit, and the third end of the third hydraulic directional valve is connected to the third port of the braking unit; A braking accumulator, comprising a front braking accumulator and a rear braking accumulator, wherein the front braking accumulator is connected to a third port of the braking unit and the rear braking accumulator is connected to a second port of the braking unit; The second relief valve has its first end connected to the fourth end of the first hydraulic directional valve, and its second end connected to the fourth port of the braking unit. The steering unit has a first port connected to the fourth port of the braking unit, a second port connected to the fifth port of the braking unit, a third port connected to the first gear pump, and the fourth and fifth ports connected to the steering cylinder of the dump truck. The steering unit is used to drive the steering cylinder to perform steering action by storing oil when a steering command is received, and to supply the remaining oil to the first gear pump when no steering command is received.

2. The hydraulic control system for the dump truck according to claim 1, characterized in that, The lifting unit includes; A lifting logic valve, wherein the first and second ends of the lifting logic valve are both connected to the first port of the lifting unit, and the third end of the lifting logic valve is connected to the second port of the lifting unit; A first electrically controlled directional valve, the first end of which is connected to the third end of the lifting logic valve, and the second end of which is connected to the third port of the lifting unit. An unloading logic valve, wherein the first end of the unloading logic valve is connected to the first end of the lifting logic valve, and the second end of the unloading logic valve is connected to the third port of the lifting unit; A first relief valve, one end of which is connected to the third end of the unloading logic valve, and the second end of which is connected to the third port of the lifting unit; The second electrically controlled directional valve has its first end connected to the third end of the unloading logic valve, and its second end connected to the third port of the lifting unit.

3. The hydraulic control system for the dump truck according to claim 2, characterized in that, The steering unit includes: A priority valve, wherein a first end of the priority valve is connected to a first port of the steering unit, a second end of the priority valve is connected to a second port of the steering unit, and a third end of the priority valve is connected to a third port of the steering unit; A hydraulic steering gear, wherein the first end of the hydraulic steering gear is connected to the fourth end of the priority valve, the second end of the hydraulic steering gear is connected to the fifth end of the priority valve, the third end of the hydraulic steering gear is connected to the fourth port of the steering unit, and the fourth end of the hydraulic steering gear is connected to the fifth port of the steering unit.

4. The hydraulic control system for the dump truck according to claim 1, characterized in that, Also includes: An emergency steering unit, wherein the first port of the emergency steering unit is connected to the sixth port of the steering unit, and the emergency steering unit is used to provide emergency fuel supply to the steering unit when the steering unit cannot supply fuel.

5. The hydraulic control system for the dump truck according to claim 4, characterized in that, The emergency steering unit includes: Second motor; An emergency pump, which is connected to the second motor; The third electrically controlled directional valve, the first end of which is connected to the emergency pump, and the second end of which is connected to the first port of the emergency steering unit; The third overflow valve has its first end connected to the first end of the third electrically controlled directional valve, and its second end connected to the second port of the emergency steering unit.

6. The hydraulic control system of the dump truck according to any one of claims 1-5, characterized in that, The dump trucks include 180T mining wide-body dump trucks.

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