High-pressure steering gear with ultra-wide turning angle function

Abstract

The high-pressure steering gear comprises a shell, a valve element and a valve sleeve, the valve sleeve is arranged in the shell, the valve element is arranged on the inner wall of the valve sleeve, the outer wall of the valve element is sleeved with a return torsion spring with a larger steering angle, a metering cycloid rotor stator pair is arranged on one side of the shell, and the metering cycloid rotor stator pair is arranged on the other side of the shell. An oil inlet groove P, a right steering oil groove R, a left steering oil groove L and an oil tank oil return groove T which are communicated with one another are formed in the shell, and double rows of second rotor and stator oil distribution radial holes and first rotor and stator oil distribution radial holes which are independent in left-right steering are formed in the shell. Advanced technologies such as flow amplification, cylinder damping vibration attenuation and wide steering angle are built in. The hydraulic steering gear has the advantages of being higher in power density, small in pressure loss, resistant to pressure impact, stable in steering and the like.

Description

Technical Field

[0001] The invention relates to the technical field of steering gears, in particular to a high-pressure steering gear with an ultra-wide turning angle function. Background Art

[0002] The hydraulic steering system of articulated vehicles such as large-tonnage loaders and Mada tractors is complex due to the heavy weight, high center of gravity, large steering inertia, and complex working conditions. The hydraulic steering gear is the core hydraulic component of the steering system and is particularly critical. The hydraulic steering gear of the existing technology generates a large impact load during the steering process at the moment of steering, starting and stopping due to the high center of gravity and large inertia of the vehicle, which increases the steering impact of the vehicle, causing the vehicle to "sway" left and right, causing serious discomfort to the driver. In addition, since the relative rotation angle of the valve core and valve sleeve of the existing steering gear follow-up reversing valve is small, as the speed increases or decreases during the steering process, the valve opening gain of the slots and holes on the valve core and valve sleeve increases, that is, the "angular displacement acceleration" increases, resulting in an increase in pressure shock, making the steering very unstable, the steering shakes, and the vehicle bumps. Worse still, it can only be eliminated by the shock absorber and accumulator of the vehicle steering system. Secondly, the hydraulic steering gear in the prior art has a low nominal pressure. Articulated vehicles such as large-tonnage loaders and Hema Dali tractors have heavy vehicle weight and large steering loads, which results in large hydraulic components such as steering cylinders, making the overall system layout too bulky.

[0003] However, compared with some steering gears in the prior art, such as a hydraulic steering gear with oil cylinder damping function (patent number: ZL00247500.6) and a load sensing flow amplification full hydraulic steering gear (patent number: ZL00247499.9), which have certain oil cylinder damping and flow amplification functions, but because the relative rotation angle between the valve core and the valve sleeve of the steering gear follower reversing valve is 0 to 30°, and the return spring adopts a leaf spring, it can only reduce the pressure shock generated by the impact load during steering, and cannot fundamentally solve the poor performance faults such as unstable steering, steering shaking, and left and right "shaking" of the vehicle. At the same time, the nominal pressure of the steering gear is low, which cannot meet the needs of the high-pressure steering system. Summary of the invention

[0004] The object of the present invention is to provide a high-pressure steering gear with an ultra-wide turning angle function to solve the related problems raised in the above background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a high-pressure steering gear with an ultra-wide turning angle function, comprising a housing, a valve core and a valve sleeve, a valve sleeve being arranged inside the housing, and a valve core being arranged on the inner wall of the valve sleeve, a return torsion spring with a larger steering angle being arranged on the outer wall of the valve core, a metering cycloid stator pair being arranged on one side of the housing, an oil inlet groove P, a right steering oil groove R, a left steering oil groove L and an oil tank return groove T being interconnected being arranged inside the housing, a second stator oil distribution radial hole and a first stator oil distribution radial hole being arranged inside the housing for double rows of left and right steering independent operations, and a load sensing signal oil port LS being arranged on the outer wall of the housing.

[0006] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the metering cycloid rotor-stator pair includes a rotor and a stator body, a stator body is arranged on one side of the shell, and the number of stator needle teeth of the stator body is seven, and a rotor is arranged inside the stator body, and the number of rotor cycloid teeth is six.

[0007] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the middle part of the valve core is longitudinally provided with three independent P-port right-turn oil inlet grooves and P-port left-turn oil inlet grooves, and three widened left-turn oil cylinder oil inlet grooves and right-turn oil cylinder oil inlet grooves are opened above the valve core on both sides of the P-port right-turn oil inlet groove and the P-port left-turn oil inlet groove.

[0008] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein three independent widened right-turn cylinder return oil grooves and left-turn cylinder return oil grooves are longitudinally arranged at both ends of the valve core, and left-turn damping vibration reduction grooves and right-turn damping vibration reduction grooves are longitudinally arranged at both ends of the valve core.

[0009] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the middle part of the valve sleeve is respectively provided with an independent right-turn P-port oil inlet hole, a left-turn P-port oil inlet hole, a left-turn enlarged oil hole and a right-turn enlarged oil hole.

[0010] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the valve sleeve is located on both sides of the left-turn P-port oil inlet hole and is respectively provided with independent right-turn LS signal control oil holes and left-turn LS signal control oil holes.

[0011] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the valve sleeve is located at both ends of the right-turn LS signal control oil hole and the left-turn LS signal control oil hole, and is irregularly arranged with a left-turn cylinder oil inlet hole, a right-turn cylinder oil inlet hole, a left-turn damping and vibration-reducing oil hole, and a right-turn damping and vibration-reducing oil hole.

[0012] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the middle part of the valve sleeve is evenly provided with independent first valve sleeve oil distribution radial holes and second valve sleeve oil distribution radial holes on both sides of the oil inlet hole.

[0013] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the wall thickness of the shell and the valve sleeve is increased by 30-50 percent.

[0014] The technical solution provides a high-pressure steering gear with an ultra-wide turning angle function, wherein the housing and the valve sleeve are made of ductile iron material.

[0015] Compared with the prior art, the present invention provides a high-pressure steering gear with an ultra-wide turning angle function, which has the following beneficial effects:

[0016] 1. When a certain torque is applied to the torque input end of the valve core shaft end, the return torsion spring produces a certain contraction of the inner diameter under the action of external force and accumulates elastic potential energy. The valve core and the valve sleeve undergo relative angular displacement to produce a certain relative angle. This structure increases the steering angle that can be rotated to 0-45 degrees on the left and right, so that the steering gear has an ultra-wide steering angle design, thereby reducing the gain of all throttle ports, improving the accuracy of operation, reducing pressure shock, making steering smoother, and reducing steering jitter. In addition, this structure has a nominal pressure of 27.5MPa, built-in flow amplification, cylinder damping and vibration reduction, wide steering angle and other cutting-edge technologies, so that the hydraulic steering gear of the present invention has higher power density, smaller pressure loss, resistance to pressure shock and smooth steering and other advantageous performances.

[0017] 2. The present invention releases the impact pressure through the left-turn damping vibration reduction groove, right-turn damping vibration reduction groove, left-turn damping vibration reduction oil hole, right-turn damping vibration reduction oil hole and oil port on the valve core and valve sleeve, thereby dissipating the energy, slowing down the transition pressure and reducing the impact. The pressure fluctuation at the beginning of the turn is effectively reduced, and the vibration reduction effect is remarkable. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0019] Figure 2 It is a schematic diagram of the main cross-sectional structure of the present invention;

[0020] Figure 3 It is a schematic diagram of the front cross-sectional structure of the housing of the present invention;

[0021] Figure 4 It is a schematic diagram of the three-dimensional structure of the valve core of the present invention;

[0022] Figure 5 It is a schematic diagram of the three-dimensional structure of the valve sleeve of the present invention;

[0023] Figure 6 It is a schematic diagram of the valve core expansion structure of the present invention;

[0024] Figure 7 It is a schematic diagram of the unfolded structure of the valve sleeve of the present invention;

[0025] Figure 8 It is a schematic diagram of the three-dimensional structure of the torsion spring of the present invention;

[0026] Fig. 9 It is a schematic diagram of the partial structure of the valve core and valve sleeve assembly of the present invention when turning left;

[0027] Fig.10 It is a schematic diagram of the three-dimensional structure of the rotor and stator body of the present invention;

[0028] Fig.11 It is a schematic diagram of the hydraulic principle structure of the left-turn steering working function of the present invention;

[0029] Fig.12 It is a schematic diagram of the hydraulic principle structure of the present invention.

[0030] In the figure: 1, housing; 2, valve core; 3, valve sleeve; 4, return torsion spring; 5, rotor; 6, stator body; 7, load sensing signal oil port LS; 11, P oil inlet groove; 12, R right steering oil groove; 13, L left steering oil groove; 14, T oil tank return oil groove; 15, first stator oil distribution radial hole; 16, second stator oil distribution radial hole; 21, P port right turn oil inlet groove; 22, P port left turn oil inlet groove; 23, left turn cylinder oil inlet groove; 24, right turn cylinder oil inlet groove; 25, right turn cylinder oil return groove; 26, left turn cylinder oil return groove; 27, left turn damping vibration reduction groove; 28, right turn Damping vibration reduction groove; 31, radial oil distribution hole of the first valve sleeve; 32, radial oil distribution hole of the second valve sleeve; 33, right turn LS signal control oil hole; 34, left turn LS signal control oil hole; 35, left turn cylinder oil inlet hole; 36, right turn cylinder oil inlet hole; 37, left turn damping vibration reduction oil hole; 38, right turn damping vibration reduction oil hole; 301, right turn P port oil inlet hole; 302, left turn P port oil inlet hole; 303, left turn amplification oil hole; 304, right turn amplification oil hole; A1, oil inlet valve port; A2, flow amplification valve port; A3, steering valve port; A4, steering damping vibration reduction valve port; A5, steering oil return valve port. Q1, metering flow; Q2, flow amplification flow; Q3, damping and vibration reduction unloading flow; 100, hydraulic steering gear body; 200, hydraulic pump; 300, priority valve; 400, oil tank; 500, steering cylinder. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] Embodiment 1, as Figure 1-2 As shown, the present invention provides a technical solution: a high-pressure steering gear with an ultra-wide turning angle function, comprising a housing 1, a valve core 2 and a valve sleeve 3, wherein the housing 1 is provided with a valve sleeve 3, and the inner wall of the valve sleeve 3 is provided with a valve core 2, and the outer wall of the valve core 2 is provided with a return torsion spring 4 with a larger turning angle, a metering cycloid stator pair is provided on one side of the housing 1, and the metering cycloid stator pair comprises a rotor 5 and a stator body 6, a stator body 6 is provided on one side of the housing 1, and a stator needle of the stator body 6 The number of teeth is seven, a rotor 5 is arranged inside the stator body 6, and the number of cycloidal teeth of the rotor 5 is six, and the middle part of the valve core 2 is longitudinally provided with three independent P-port right-turn oil inlet grooves 21 and P-port left-turn oil inlet grooves 22, and three widened left-turn oil cylinder inlet grooves 23 and right-turn oil cylinder inlet grooves 24 are opened above the valve core 2 on both sides of the P-port right-turn oil inlet grooves 21 and the P-port left-turn oil inlet grooves 22, and three independent widened right-turn oil cylinder return grooves 23 and 24 are longitudinally provided at both ends of the valve core 2. 5 and the left-turn oil cylinder return groove 26, the two ends of the valve core 2 are longitudinally provided with a left-turn damping vibration reduction groove 27 and a right-turn damping vibration reduction groove 28, the wall thickness of the shell 1 and the valve sleeve 3 is increased by 30-50%, the shell 1, the valve sleeve 3 and the ductile iron material are made, the outer wall of the shell 1 is provided with a load sensing signal oil port LS7, through the seven cavities formed by the six cycloid teeth of the rotor 5 and the seven needle teeth of the stator body 6 and the seven first stator oil distribution radial holes 15 and the second stator oil distribution radial holes 16 on the upper end surface of the shell 1 The oil distribution radial hole 16 is connected, and three oil inlet chambers, three oil return chambers and one transition chamber work alternately. The oil enters the metering cycloid stator pair through the corresponding oil distribution channel and the oil distribution hole on the housing 1, pushing the metering cycloid stator pair to rotate. The return torsion spring 4 is synchronously connected and rotated with the pin and the valve sleeve 3 through the transmission shaft to realize the oil distribution of the reversing valve and the metering cycloid stator pair to meter the oil. The valve core 2 and the valve sleeve 3 realize the three-position four-way reversing function of the follow-up valve through the return torsion spring 4 above. When a certain torsion is applied to the torsion input end of the valve core 2 shaft end, the return torsion spring 4 produces a certain inner diameter contraction under the action of external force, and accumulates elastic potential energy. The valve core 2 and the valve sleeve 3 have a relative angular displacement to produce a certain relative angle. This structure increases the left and right rotation angles to 0-45 degrees, so that the steering gear has an ultra-wide steering angle design, thereby reducing the gain of all throttle ports, improving the accuracy of operation, reducing pressure shock, making the steering more stable, and reducing steering jitter.

[0033] Embodiment 2, as Figure 1-10 As shown, the present invention provides a technical solution: a high-pressure steering gear with an ultra-wide turning angle function, comprising a housing 1 provided with a P oil inlet groove 11, an R right-turning oil groove 12, an L left-turning oil groove 13 and a T oil tank return oil groove 14 which are interconnected, a double row of left-right steering independent second-turn stator oil distribution radial holes 16 and a first-turn stator oil distribution radial holes 15 are provided inside the housing 1, an independent right-turn P-port oil inlet hole 301, a left-turn P-port oil inlet hole 302, a left-turn amplifying oil hole 303 and a right-turn amplifying oil hole 304 are respectively opened in the middle part of the valve sleeve 3, and the valve sleeve 3 is located on both sides of the left-turn P-port oil inlet hole 302. An independent right-turn LS signal control oil hole 33 and a left-turn LS signal control oil hole 34 are respectively provided, and the valve sleeve 3 is located at the right-turn LS signal control The left-turn cylinder oil inlet hole 35, the right-turn cylinder oil inlet hole 36, the left-turn damping vibration reduction oil hole 37 and the right-turn damping vibration reduction oil hole 38 are irregularly arranged at both ends of the oil control hole 33 and the left-turn LS signal control oil hole 34. The middle part of the valve sleeve 3 is evenly provided with independent first valve sleeve oil distribution radial holes 31 and second valve sleeve oil distribution radial holes 32 on both sides of the oil inlet hole. The steering gear has damping vibration reduction technology. During the steering process, the impact pressure is released through the left-turn damping vibration reduction groove 27, the right-turn damping vibration reduction groove 28 and the left-turn damping vibration reduction oil hole 37, the right-turn damping vibration reduction oil hole 38 and the oil port on the valve core 2 and the valve sleeve 3, thereby dissipating this energy, slowing down the transition pressure, reducing the impact, effectively reducing the pressure fluctuation at the beginning of steering, and the vibration reduction effect is remarkable.

[0034] Working principle: First, four annular oil grooves are arranged inside the housing 1: P oil inlet groove 11, R right steering oil groove 12, L left steering oil groove 13 and T oil tank return groove 14. The oil annular grooves are connected to the P, T, L, and R oil ports respectively. The housing 1 is provided with double rows of left and right steering independent first rotor and stator oil distribution radial holes 15 and second rotor and stator oil distribution radial holes 16. Each row of radial holes is evenly distributed and arranged radially inside the main hole of the housing 1. They are connected and used through the seven holes on the end face of the housing 1 and the seven cavities of the metering cycloid rotor and stator pair. Among the seven cavities, three oil inlet cavities, three oil return cavities, and one transition cavity work alternately to realize the oil metering function. The valve core 2 and the valve sleeve 3 realize the three-position four-way reversing function of the follow-up rotary valve through the torsion spring above. When a certain torque is applied to the torque input end of the valve core 2 shaft end, the oil inlet P on the housing 1 of the hydraulic pump enters the P oil inlet groove 11, and the return torsion spring 4 produces a certain inner diameter contraction under the action of external force and accumulates elastic potential energy. The valve core 2 and the valve sleeve 3 undergo relative angular displacement to produce a certain relative angle, and the three-position four-way reversing function of the follow-up valve changes accordingly. The relevant valve ports of the valve core 2 and the valve sleeve 3 are opened, and the oil enters the metering cycloid stator pair through the first rotor and stator oil distribution radial holes 15 and the second rotor and stator oil distribution radial holes 16 on the housing 1 at the corresponding oil distribution channel, pushing the metering cycloid stator pair to rotate, and the rotor 5 is synchronously connected and rotated with the pin and the valve sleeve 3 through the transmission shaft, realizing the oil distribution of the reversing valve and the metering oil of the metering cycloid stator pair.

[0035] During the steering process of the steering gear 100, a left-turn oil inlet valve port A1 and a right-turn flow amplifying valve port A2 are formed. During the steering process of the steering gear, a right-turn valve port A3, a left-turn damping and vibration reduction valve port A4, a right-turn damping and vibration reduction valve port A4, a right-turn oil return valve port A5 and a left-turn oil return valve port A5 are formed respectively. The working principle of the hydraulic steering gear of the present application is taken as an example of left-turning. The working principles of left and right-turning are the same, and the internal oil circuits are opposite. When the steering wheel is turned left, a certain amount of oil is generated between the valve core 2 and the valve sleeve 3 of the steering gear. The relative angular displacement causes the oil provided by the hydraulic pump 200 to flow through the variable throttle hole of the steering gear to produce a pressure drop, and the pressure difference between the steering gear P oil port and the LS signal control oil port is reduced. The pressure difference signal is transmitted to both ends of the valve core inside the priority valve 300, causing the priority valve core to move to increase the opening of the internal CF valve port. The valve port opening of the CF oil circuit in the priority valve will increase with the increase of the steering wheel speed. The priority valve 300 supplies oil to the steering gear P oil port through the CF oil port, and the oil reaches the P oil inlet inside the housing 1 through the middle P oil inlet The groove 11 is divided into two paths: one path is formed through the left turn P port oil inlet hole 302 on the valve sleeve 3 and the P port left turn oil inlet groove 22 on the valve core 2 to form the left turn oil inlet valve port A1 → the second valve sleeve oil distribution radial hole 32 on the valve sleeve 2 → the second valve sleeve oil distribution radial hole 15 inside the housing 1 → the metering cycloid stator pair → the first stator oil distribution radial hole 16 inside the housing 1 → the first stator oil distribution radial hole 31 of the valve sleeve 3 → the left turn cylinder oil inlet groove 23 on the valve core to achieve oil metering and meter flow Q1; the other path is formed through the valve sleeve 3 The left-turn amplifying oil hole 303 and the P-port right-turn oil inlet groove 21 on the valve core 2 constitute the left-turn flow amplifying valve port A2 → the left-turn cylinder oil inlet groove 23 on the valve core, realizing the flow amplification of the oil; the flow amplifies the flow Q2; the metering flow Q1 and the flow amplifying flow Q2 merge into the left-turn cylinder oil inlet groove 23 on the valve core and then pass through the left steering valve port A3 and are also divided into two paths: one path passes through the L left steering oil groove 12 inside the shell 1 → the left steering oil port of the shell 1 to reach the left cavity of the steering cylinder 500, pushing the vehicle steering wheel to realize left turn. The right chamber oil return of the steering cylinder 500 → the right steering oil groove R on the housing 1 → the right steering oil groove R 13 inside the housing 1 → the left steering oil return valve port A5 → the left turn cylinder return oil groove on the valve core 2, and the oil returns to the oil tank 400; the other way passes through the three left turn damping and vibration reduction oil grooves 27 on the valve core 2 and the independent left turn damping and vibration reduction oil holes 37 irregularly arranged at both ends of the valve sleeve 3 to form the left steering damping and vibration reduction valve port A4, realizing the damping and vibration reduction function during the steering process, and the oil returns to the oil tank 400.

[0036] When not steering, the servo reversing rotary valve of the steering gear 100 is in the middle function, that is, the P, T, L, and R of the three-position four-way valve of the servo reversing rotary valve are not connected to each other, and the oil cannot enter the interior of the steering gear. By providing the left-turn amplifying oil hole 303 and the right-turn amplifying oil hole 304, the flow is amplified, the pressure shock resistance is increased, and the pressure loss is small.

[0037] The relative rotation angle range of the valve core 2 and the valve sleeve 3 is 0 to 90°. The use of conventional leaf springs as return springs is limited due to the large steering angle. In this solution, a return torsion spring 4 is used as the return spring, which has the obvious advantages of stable force value and small stiffness coefficient, so that the three-position four-way reversing function of the follow-up rotary valve can switch more sensitively and the return performance is more reliable during the steering process. The ultra-wide rotation angle design of the valve core 2 and the valve sleeve 3 makes the valve opening area of ​​the oil inlet valve port A1, the flow amplification valve port A2, the steering valve port A3, the damping and vibration reduction valve port A4, the steering oil return valve hole A5, etc., not restricted by the "relative small rotation angle" during the steering process, but significantly increased, thereby reducing the pressure loss under large flow conditions, which is beneficial to the improvement of steering noise. It is explained that the return spring adopts the technology of the ultra-wide turning angle of the return torsion spring 4, and the gains of the valve ports such as the oil inlet valve port A1, the flow amplification valve port A2, the steering valve port A3, the damping vibration reduction valve port A4, and the steering oil return valve hole A5 are significantly reduced during the steering process, thereby reducing the "angular displacement acceleration" caused by the speed change during steering, improving the comfort of operation, reducing pressure shock, making the steering more stable, reducing steering vibration, and minimizing the bumps and shakes of the steering of medium and large articulated vehicles. The three left-turn damping vibration reduction oil grooves 27 and right-turn damping vibration reduction oil grooves 28 longitudinally arranged at both ends of the valve core 2 are respectively arranged with the independent left-turn damping vibration reduction oil holes 37 and right-turn damping vibration reduction oil holes 38 arranged irregularly at both ends of the valve sleeve 3. In the steering process of the steering gear, the left steering damping vibration reduction valve port A4 and the right steering damping vibration reduction valve port A4 are respectively formed. The damping and vibration reduction valve port during the working process of the steering gear can unload the impact energy during the vehicle steering process through the damping and vibration reduction oil groove on the valve core and the damping and vibration reduction oil port on the valve sleeve, thereby greatly avoiding damage to the vehicle and ensuring smooth steering. Especially for some large articulated vehicles with high center of gravity and large inertia loads such as loaders, a large impact load will be generated when starting or stopping steering, so the damping and vibration reduction function is very important.

[0038] The middle part of the valve core 2 is longitudinally provided with three independent P-port right-turn oil inlet grooves 21, and the middle part of the valve sleeve 3 is provided with three independent groups of irregularly arranged left-turn flow amplification oil holes 303, which form the left-turn flow amplification valve port A2 during the left-turning process of the steering gear. The middle part of the valve core 2 is longitudinally provided with three independent P-port left-turn oil inlet grooves 22, and the middle part of the valve sleeve 3 is provided with three independent groups of irregularly arranged right-turn flow amplification oil holes 304, which form the right-turn flow amplification valve port A2 during the right-turning process of the steering gear. When steering, the oil is divided into two paths through the P oil inlet groove 11 of the housing 1, one path enters the steering flow amplification valve port directly into the steering valve port A3, and the other path enters the steering valve port A3 through the oil inlet valve port A1 on the valve sleeve and the metering cycloid stator pair, and the two paths of oil merge through the steering valve port A3 to realize the flow amplification function. The effective displacement (mL / r) of the steering gear = flow amplification flow Q2 + metering flow Q1 (L / min) ÷ speed n (rpm) x1000. The opening of the steering flow amplification valve port is proportional to the steering speed of the steering gear, and the corresponding amplified flow is also proportional to the speed. The flow amplification technology enables a smaller metering cycloid stator pair to achieve a larger displacement, thereby reducing the manufacturing cost of the steering gear and reducing the overall length, which is beneficial to the installation layout of the steering gear on the whole machine. At the same time, it can improve road driving characteristics, increase work cycle efficiency, and realize human emergency steering function in special applications.

[0039] Increase the wall thickness of key pressure-bearing and easily deformed parts such as the housing 1 and the valve sleeve 3 by 30-50%; and use a ductile iron housing with high strength, wear resistance and toughness; more importantly, the housing 1 adopts a left and right independent double-row radial oil distribution structure design, and the relevant oil distribution grooves and oil distribution holes on the valve core 2 and the valve sleeve 3 are designed to be left and right steering independent, which effectively solves the pressure balance between internal flow channels at higher pressures. The nominal pressure of the hydraulic steering gear body 100 of the present application is greatly improved, up to 27.5MPa. It fundamentally solves a series of undesirable phenomena such as steering jamming and inability to return to position caused by deformation of components such as valve sleeves and housings under instantaneous high pressure when the nominal pressure of ordinary steering gears exceeds 17.5MPa. At the same time, due to the higher nominal pressure, hydraulic components such as steering cylinders are miniaturized.

[0040] Finally, it should be noted that the above content is only used to illustrate the technical solution of the present invention, rather than to limit the scope of protection of the present invention. Simple modifications or equivalent substitutions of the technical solution of the present invention by ordinary technicians in this field do not deviate from the essence and scope of the technical solution of the present invention.

Claims

1. A high-pressure steering gear with an ultra-wide turning angle function, comprising a housing (1), a valve core (2) and a valve sleeve (3), characterized in that: A valve sleeve (3) is arranged inside the housing (1), and a valve core (2) is arranged on the inner wall of the valve sleeve (3); a return torsion spring (4) with a larger steering angle is sleeved on the outer wall of the valve core (2); a metering cycloid stator pair is arranged on one side of the housing (1); a P oil inlet groove (11), an R right steering oil groove (12), an L left steering oil groove (13) and a T oil tank return oil groove (14) are arranged inside the housing (1), and double rows of left and right steering independent second stator oil distribution radial holes (16) and first stator oil distribution radial holes (15) are arranged inside the housing (1); and a load sensing signal oil port LS (7) is arranged on the outer wall of the housing (1).

2. The high-pressure steering gear with ultra-wide turning angle function according to claim 1 is characterized in that: The metering cycloid rotor stator pair comprises a rotor (5) and a stator body (6); the stator body (6) is arranged on one side of the housing (1), and the number of stator pin teeth of the stator body (6) is seven; the rotor (5) is arranged inside the stator body (6), and the number of cycloid teeth of the rotor (5) is six.

3. The high-pressure steering gear with ultra-wide turning angle function according to claim 1 is characterized in that: The middle part of the valve core (2) is longitudinally provided with three independent right-turn oil inlet grooves (21) of the P port and left-turn oil inlet grooves (22) of the P port, and three widened left-turn oil cylinder oil inlet grooves (23) and right-turn oil cylinder oil inlet grooves (24) are opened above the valve core (2) on both sides of the right-turn oil inlet grooves (21) of the P port and the left-turn oil inlet grooves (22).

4. The high-pressure steering gear with ultra-wide turning angle function according to claim 1 is characterized in that: Three independent widened right-turn oil cylinder return grooves (25) and left-turn oil cylinder return grooves (26) are longitudinally arranged at both ends of the valve core (2), and left-turn damping vibration reduction grooves (27) and right-turn damping vibration reduction grooves (28) are longitudinally arranged at both ends of the valve core (2).

5. The high-pressure steering gear with ultra-wide turning angle function according to claim 1 is characterized in that: The middle portion of the valve sleeve (3) is respectively provided with an independent right-turn P-port oil inlet hole (301), a left-turn P-port oil inlet hole (302), a left-turn enlarged oil hole (303) and a right-turn enlarged oil hole (304).

6. The high-pressure steering gear with ultra-wide turning angle function according to claim 5, characterized in that: The valve sleeve (3) is provided with independent right-turn LS signal control oil holes (33) and left-turn LS signal control oil holes (34) on both sides of the left-turn P-port oil inlet hole (302).

7. The high-pressure steering gear with ultra-wide turning angle function according to claim 6 is characterized in that: The valve sleeve (3) is provided with a left-turn oil cylinder oil inlet hole (35), a right-turn oil cylinder oil inlet hole (36), a left-turn damping vibration reduction oil hole (37) and a right-turn damping vibration reduction oil hole (38) irregularly arranged at both ends of the right-turn LS signal control oil hole (33) and the left-turn LS signal control oil hole (34).

8. The high-pressure steering gear with ultra-wide turning angle function according to claim 1, characterized in that: The middle portion of the valve sleeve (3) is evenly provided with independent first valve sleeve oil distribution radial holes (31) and second valve sleeve oil distribution radial holes (32) on both sides of the oil inlet hole.

9. The high-pressure steering gear with ultra-wide turning angle function according to claim 1, characterized in that: The wall thickness of the housing (1) and the valve sleeve (3) is increased by 30-50 percent.

10. The high-pressure steering gear with ultra-wide turning angle function according to claim 1, characterized in that: The housing (1) and the valve sleeve (3) are made of ductile iron.

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