Hydraulic system of steering mechanism, steering mechanism and engineering machinery

Abstract

The invention relates to a hydraulic system of a steering mechanism, the steering mechanism and engineering machinery, the hydraulic system of the steering mechanism is used for controlling forward running steering and reverse running steering of a vehicle, and the hydraulic system of the steering mechanism comprises a hydraulic pump (1); the unloading valve group (2) is arranged on an oil supply path of the hydraulic pump (1), and the unloading valve group (2) is configured to release the pressure of the hydraulic oil; the proportional control valve group (3) is arranged on a working oil way of the unloading valve group (2), and the proportional control valve group (3) is configured to control the steering direction and the steering angle of the first steering axle (10) and the steering angle of the second steering axle (20); the flow amplification valve group (4) is arranged between the proportional control valve group (3) and the steering oil cylinder (5), the flow amplification valve group (4) and the steering oil cylinder (5) are both located on a working oil way of the proportional control valve group (3), and the flow amplification valve group (4) is configured to amplify the flow of hydraulic oil entering the steering oil cylinder (5).

Description

Technical Field

[0001] The present disclosure relates to the technical field of engineering machinery, and in particular to a steering mechanism hydraulic system, a steering mechanism and an engineering machinery. Background Art

[0002] The amount of open-pit mining has increased year by year, and the demand for earth stripping and transportation in the mining process is huge. Combined with the requirements for the development of open-pit mines towards intelligence, greening, and informatization, and the fact that open-pit mines are more closed than open roads, the site zoning and transportation routes are relatively fixed, and the transportation vehicles travel at low speeds, the demand for large-tonnage unmanned electric mining dump trucks is becoming increasingly strong.

[0003] During the ore mining and earth stripping and transportation process in open-pit coal mines, the reversing control of the unmanned mine car loading and unloading area is an important difficulty. Sometimes it takes multiple reciprocating adjustments to reach the qualified position, which takes time and affects transportation efficiency and equipment utilization. Summary of the invention

[0004] The embodiments of the present disclosure provide a steering mechanism hydraulic system, a steering mechanism and an engineering machine, which can drive a vehicle to achieve bidirectional travel.

[0005] According to a first aspect of the present disclosure, a steering mechanism hydraulic system is provided for controlling forward driving steering and reverse driving steering of a vehicle, wherein the vehicle comprises a first steering axle and a second steering axle, wherein the first steering axle is the frontmost axle and the second steering axle is the rearmost axle, and the first steering axle and the second steering axle both comprise steering cylinders, and the steering mechanism hydraulic system comprises:

[0006] A hydraulic pump, which is transmission-connected to the steering motor;

[0007] The unloading valve group is arranged on the oil supply line of the hydraulic pump, and the unloading valve group is configured to unload the pressure of the hydraulic oil;

[0008] A proportional control valve group, disposed on a working oil circuit of the unloading valve group, the proportional control valve group being configured to control the steering direction and steering angle of the first steering axle and the second steering axle; and

[0009] The flow amplification valve group is arranged between the proportional control valve group and the steering cylinder. Both the flow amplification valve group and the steering cylinder are located on the working oil circuit of the proportional control valve group. The flow amplification valve group is configured to amplify the hydraulic oil flow entering the steering cylinder.

[0010] In some embodiments, the proportional control valve assembly includes:

[0011] a reversing valve configured to control a fluid outlet path of the proportional control valve group to control the steering directions of the first steering axle and the second steering axle; and

[0012] The proportional valve is configured to control the fluid outlet flow of the proportional control valve group to control the steering angles of the first steering axle and the second steering axle.

[0013] In some embodiments, the proportional control valve group further includes:

[0014] The normally open switch valve is arranged between the reversing valve and the proportional valve. The normally open switch valve is configured to close when the valve core of the proportional valve moves to a preset position so that the liquid outlet flow of the proportional valve is maintained at a preset flow.

[0015] In some embodiments, the spool movement of the proportional valve is negatively correlated with the speed of the vehicle.

[0016] In some embodiments, the proportional control valve group includes the same main control valve group and auxiliary control valve group. When the main control valve is not faulty, the auxiliary control valve group is disconnected. When the main control valve group fails, the auxiliary control valve group is enabled.

[0017] In some embodiments, the proportional control valve group also includes a normally open switch valve arranged between the reversing valve and the proportional valve. When the reversing valve and the normally open switch valve of the main control valve group are both in the on state, if the valve core of the proportional valve does not move, it is determined that the main control valve group has a fault.

[0018] In some embodiments, the reversing valve comprises a three-position four-way reversing valve. When the main control valve group does not fail, the reversing valve of the auxiliary control valve group is in a neutral position to disconnect the auxiliary control valve group.

[0019] In some embodiments, the proportional control valve group includes an identical first control valve group and a second control valve group, both of which are arranged in the working oil circuit of the unloading valve group, the first control valve group is configured to control the steering direction and steering angle of the first steering axle, and the second control valve group is configured to control the steering direction and steering angle of the second steering axle; the flow amplification valve group includes a first amplification valve group and a second amplification valve group, the first amplification valve group is arranged between the first control valve group and the steering cylinder of the first steering axle, and the second amplification valve group is arranged between the second control valve group and the steering cylinder of the second steering axle.

[0020] In some embodiments, the flow amplification valve group includes:

[0021] A first relief valve is provided between the control oil circuit of the proportional valve and the oil tank;

[0022] A flow amplifier connected between the working oil circuit of the proportional control valve group and the steering cylinder; and

[0023] The priority valve is configured to introduce hydraulic oil from the hydraulic pump to amplify the hydraulic oil flow from the proportional control valve group.

[0024] In some embodiments, the steering cylinder includes a first cylinder and a second cylinder, and the flow amplification valve group further includes:

[0025] The two cylinder safety valves have one end each connected to the first cylinder and the second cylinder respectively, and the other end each connected to the oil tank. The cylinder safety valve includes a one-way valve and a second overflow valve arranged in parallel. The one-way valve only allows oil to flow from the oil tank to the first cylinder or the second cylinder.

[0026] In some embodiments, the first outlet of the flow amplification valve group is connected to the large chamber of the first oil cylinder and the small chamber of the second oil cylinder, and the second outlet of the flow amplification valve group is connected to the small chamber of the first oil cylinder and the large chamber of the second oil cylinder. When the hydraulic oil enters the large chamber, the cylinder extends, and when the hydraulic oil enters the small chamber, the cylinder shortens.

[0027] In some embodiments, the vehicle also includes a third steering axle, which is arranged between the first steering axle and the second steering axle, the third steering axle is located at the center of the first steering axle and the second steering axle, or multiple third steering axles are symmetrically arranged about the center of the first steering axle and the second steering axle.

[0028] In some embodiments, the steering mechanism hydraulic system further comprises:

[0029] The steering stop valve is arranged between the flow amplification valve group and the steering cylinder of the third steering axle, and the steering stop valve is configured to realize the switching of the third steering axle between a non-steering state and a steering state.

[0030] In some embodiments, the steering shut-off valve includes a normally closed switch valve, which disconnects the flow amplification valve group and the steering cylinder of the third steering axle when power is off, and connects the flow amplification valve group and the steering cylinder of the third steering axle when power is on.

[0031] In some embodiments, the first steering axle and the second steering axle are arranged rotationally symmetrically about the centers of the first steering axle and the second steering axle.

[0032] In some embodiments, the steering mechanism hydraulic system further includes an accumulator, which is disposed on the oil supply line of the hydraulic pump. The accumulator is connected to the unloading valve group, which includes:

[0033] A first unloading valve is provided on the working oil circuit of the hydraulic pump and is configured to unload the hydraulic oil pressure supplied by the hydraulic pump;

[0034] A second unloading valve, provided on the working oil circuit of the accumulator, configured to unload the hydraulic oil pressure supplied by the accumulator; and

[0035] The third relief valve is arranged on the working oil circuit of the hydraulic pump and the accumulator.

[0036] In some embodiments, the steering mechanism hydraulic system further comprises:

[0037] a first pressure sensor connected to the unloading valve group, the first pressure sensor being configured to detect the pressure of the hydraulic oil supplied by the accumulator;

[0038] a second pressure sensor connected to the unloading valve group, the second pressure sensor being configured to detect the hydraulic oil pressure supplied by the accumulator in the event of failure of the first pressure sensor;

[0039] A third pressure sensor connected to the unloading valve group, the third pressure sensor being configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump; and

[0040] The fourth pressure sensor is connected to the unloading valve group, and is configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump when the third pressure sensor fails.

[0041] In some embodiments, when the hydraulic oil pressure supplied by the hydraulic pump is less than a preset pressure and the hydraulic oil pressure supplied by the accumulator is less than a preset pressure, the vehicle performs an immediate parking operation; when the hydraulic oil pressure supplied by the hydraulic pump is less than a preset pressure and the hydraulic oil pressure supplied by the accumulator is not less than a preset pressure, the vehicle performs an emergency steering operation.

[0042] In some embodiments, the steering cylinder includes a first cylinder and a second cylinder. A displacement sensor is provided in the first cylinder and / or the second cylinder. The displacement sensor is configured to detect the displacement of the cylinder piston rod to obtain the steering angle of the steering axle.

[0043] According to a second aspect of the present disclosure, a steering mechanism is provided, comprising a first steering axle and a second steering axle, for realizing forward driving steering and reverse driving steering of a vehicle, wherein the first steering axle is the frontmost axle, and the second steering axle is the rearmost axle, and the first steering axle and the second steering axle both comprise:

[0044] A first steering knuckle and a second steering knuckle, both used for mounting tires;

[0045] The first support and the second support are respectively used to be connected to two sides of the frame;

[0046] The steering cylinder comprises a first cylinder and a second cylinder, wherein the first cylinder is hinged between the first support and the first steering knuckle, and the second cylinder is hinged between the first support and the second steering knuckle;

[0047] A steering rocker arm, a first tie rod and a second tie rod, wherein the first end of the steering rocker arm is hinged to the second support, the first tie rod is hinged between the first steering knuckle and the second end of the steering rocker arm, and the second tie rod is hinged between the second steering knuckle and the third end of the steering rocker arm; and

[0048] The steering mechanism hydraulic system of the above embodiment is configured to drive the steering cylinder to extend and retract.

[0049] In some embodiments, the steering mechanism further comprises:

[0050] The angle sensor is provided in the steering rocker arm and is configured to detect the rotation angle of the steering rocker arm.

[0051] According to a third aspect of the present disclosure, a construction machinery chassis is provided, comprising:

[0052] Frame; and

[0053] In the steering mechanism of the above embodiment, the first steering knuckle and the second steering knuckle are respectively connected to the frame through the suspension cylinder, and the first support and the second support are respectively connected to the two sides of the frame.

[0054] According to a fourth aspect of the present disclosure, a construction machinery is proposed, comprising the steering mechanism hydraulic system of the above embodiment, or the steering mechanism of the above embodiment, or the construction machinery chassis of the above embodiment.

[0055] In some embodiments, the construction machinery includes an unmanned mining dump truck.

[0056] Based on the above technical scheme, the steering mechanism hydraulic system of the embodiment of the present invention can realize precise control of the steering direction and angle of the front and rear steering axles of the vehicle by integrating the unloading valve group, the proportional control valve group and the flow amplification valve group, thereby driving the vehicle to realize two-way driving, reducing the control difficulty of the vehicle's two-way driving, and adopting a similar direct drive-in-place method to realize loading and unloading actions, thereby improving production efficiency; the hydraulic pump is driven by the steering motor, which can realize unmanned driving and provide the pressure oil required by the hydraulic system; the unloading valve group can ensure the safe operation of the hydraulic system, stabilize the oil supply pressure of the hydraulic pump, avoid damage to components due to excessive pressure, and ensure safety during inspection and maintenance; the proportional control valve group adjusts the flow direction and flow size of the hydraulic oil, and can accurately control the steering direction and steering angle; the flow amplification valve group can amplify the hydraulic oil flow, speed up the steering response speed, and enhance the vehicle handling performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] The drawings described herein are used to provide a further understanding of the present disclosure and constitute a part of the present application. The illustrative embodiments of the present disclosure and their descriptions are used to explain the present disclosure and do not constitute an improper limitation on the present disclosure. In the drawings:

[0058] Figure 1 The schematic diagram of some embodiments of the steering mechanism hydraulic system of the present invention.

[0059] Figure 2 The schematic diagram is a schematic diagram of some embodiments of the unloading valve group of the steering mechanism hydraulic system disclosed in the present invention.

[0060] Figure 3It is a schematic diagram of some embodiments of the proportional control valve group of the steering mechanism hydraulic system disclosed in the present invention.

[0061] Figure 4 The schematic diagram is a schematic diagram of some embodiments of the flow amplification valve group of the steering mechanism hydraulic system disclosed in the present invention.

[0062] Figure 5 It is a partial structural schematic diagram of some embodiments of the steering mechanism disclosed in the present invention.

[0063] Figure 6 It is a schematic diagram of the structure of some embodiments of the engineering machinery chassis disclosed in the present invention.

[0064] Description of Reference Numerals

[0065] 1. Hydraulic pump; 11. Steering motor; 2. Unloading valve group; 21. First unloading valve; 22. Second unloading valve; 23. Third relief valve; 3. Proportional control valve group; 301. First control valve group; 302. Second control valve group; 303. Third control valve group; 31. Reversing valve; 32. Proportional valve; 33. Normally open switch valve; 4. Flow amplification valve group; 401. First amplification valve group; 402. Second amplification valve group; 403. Third amplification valve group; 41. First relief valve; 42. Flow amplifier; 43. Priority valve; 44. Cylinder safety valve; 441. Check valve; 442. Second Overflow valve; 5. Steering cylinder; 51. First cylinder; 52. Second cylinder; 6. Steering stop valve; 7. Accumulator; 10. First steering axle; 20. Second steering axle; 30. Third steering axle; 40. Frame; 801. First connecting piece; 802. Second connecting piece; 803. Third connecting piece; 804. Fourth connecting piece; 80. Tire; 81. First steering knuckle; 82. Second steering knuckle; 83. First support; 84. Second support; 85. Steering rocker arm; 86. First tie rod; 87. Second tie rod; 88. Angle sensor; CL, first outlet; CR, second outlet. DETAILED DESCRIPTION

[0066] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully express the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of the components and steps, the composition of the materials, the numerical expressions and the numerical values ​​set forth in these embodiments should be interpreted as being merely exemplary and not as limiting.

[0067] The words "first", "second" and similar words used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different parts. The words "include" or "comprise" and similar words mean that the elements before the word include the elements listed after the word, and do not exclude the possibility of including other elements. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0068] In the present disclosure, when a specific device is described as being located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other device without an intermediate device, or may not be directly connected to the other device but have an intermediate device.

[0069] All terms (including technical terms or scientific terms) used in the present disclosure have the same meanings as those understood by ordinary technicians in the field to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries, such as general dictionaries, should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formal sense, unless explicitly defined herein.

[0070] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0071] Based on the above-mentioned embodiments of the present disclosure, in the absence of explicit negation or conflict, the technical features of one embodiment may be beneficially combined with one or more other embodiments.

[0072] During the research process, the inventors found that the front axle of a traditional mining dump truck serves as a steering axle and only has one-way driving and front axle steering capabilities. The vehicle position control of unmanned mining dump trucks in the loading and unloading area of ​​an open-pit mine is difficult and the production efficiency is low.

[0073] To solve the above problems, firstly, the present disclosure provides a steering mechanism hydraulic system for controlling the forward and reverse steering of a vehicle. The vehicle of the present disclosure can be any vehicle, and the following embodiments are described by taking an "unmanned mining dump truck" as an example. Figures 1 to 6 As shown, the vehicle includes a first steering axle 10 and a second steering axle 20, the first steering axle 10 is the front axle, the second steering axle 20 is the rear axle, the first steering axle 10 and the second steering axle 20 both include a steering cylinder 5, and the steering mechanism hydraulic system includes:

[0074] A hydraulic pump 1 is transmission-connected to a steering motor 11;

[0075] The unloading valve group 2 is arranged on the oil supply line of the hydraulic pump 1, and the unloading valve group 2 is configured to unload the pressure of the hydraulic oil;

[0076] A proportional control valve group 3 is provided on the working oil circuit of the unloading valve group 2, and the proportional control valve group 3 is configured to control the steering direction and steering angle of the first steering axle 10 and the second steering axle 20; and

[0077] The flow amplification valve group 4 is arranged between the proportional control valve group 3 and the steering cylinder 5. The flow amplification valve group 4 and the steering cylinder 5 are both located in the working oil circuit of the proportional control valve group 3. The flow amplification valve group 4 is configured to amplify the hydraulic oil flow entering the steering cylinder 5.

[0078] Specifically, the steering motor 11 and the hydraulic pump 1 cooperate to convert mechanical energy into hydraulic energy, and the steering motor replaces the rotation input of the steering wheel, so that the steering system can be controlled by wire. The hydraulic pump is also called a steering pump. Specifically, the unloading valve group 2 can protect the hydraulic system from damage caused by excessive pressure, and can also avoid the risk of injury to personnel caused by pressure shock during inspection and maintenance.

[0079] Specifically, the steering direction includes left steering for forward driving, right steering for forward driving, left steering for reverse driving, and right steering for reverse driving. The steering mechanism hydraulic system disclosed in the present invention enables the unmanned mining dump truck to have bidirectional driving capability. Specifically, the proportional control valve group 3 controls the steering direction of the steering axle through the outflow path of the hydraulic oil. For example, in the forward driving condition, the hydraulic oil flows out from the L port of the proportional control valve group 3, and the first steering axle 10 turns left. The hydraulic oil flows out from the R port of the proportional control valve group 3, and the first steering axle 10 turns right.

[0080] Specifically, the flow amplification valve group 4 amplifies the hydraulic oil from the proportional control valve group 3, which can speed up the steering speed, improve the responsiveness, and improve the hydraulic control accuracy and control stability. The hydraulic oil from the proportional control valve group 3 and the additional hydraulic oil from the hydraulic pump 1 merge and enter the steering cylinder 5. The hydraulic oil received by the steering cylinder 5 pushes the piston to move, so that the steering knuckle and wheels of the steering axle produce corresponding steering actions.

[0081] Optionally, the steering axle may adopt an integral steering trapezoidal structure or a disconnected steering trapezoidal structure. Optionally, the first steering axle 10 and the second steering axle 20 may be arranged rotationally symmetrically about their centers, or may be arranged side by side in the same direction.

[0082] Optionally, the first steering axle 10 and the second steering axle 20 can be controlled simultaneously, for example, a proportional control valve group 3 simultaneously controls the steering of the first steering axle 10 and the second steering axle 20; the first steering axle 10 and the second steering axle 20 can also be controlled separately and individually to improve the flexibility of steering driving, for example, one proportional control valve group 3 controls the steering of the first steering axle 10, and another proportional control valve group 3 controls the steering of the second steering axle 20.

[0083] The steering mechanism hydraulic system of this embodiment integrates the unloading valve group 2, the proportional control valve group 3 and the flow amplification valve group 4, so as to realize the precise control of the steering direction and angle of the front and rear steering axles of the vehicle, thereby driving the vehicle to realize bidirectional driving, reducing the control difficulty of the vehicle's bidirectional driving, and realizing loading and unloading actions in a similar direct drive-in-place manner, thereby improving production efficiency; the hydraulic pump 1 is driven by the steering motor 11, and can realize unmanned driving and provide the pressure oil required by the hydraulic system; the unloading valve group 2 can ensure the safe operation of the hydraulic system, stabilize the oil supply pressure of the hydraulic pump 1, avoid component damage due to excessive pressure, and ensure safety during inspection and maintenance; the proportional control valve group 3 adjusts the flow direction and flow size of the hydraulic oil, and can accurately control the steering direction and steering angle; the flow amplification valve group 4 can amplify the hydraulic oil flow, speed up the steering response speed, and enhance the vehicle handling performance.

[0084] In some embodiments, Figure 1 and Figure 3 As shown, the proportional control valve group 3 includes:

[0085] The reversing valve 31 is configured to control the fluid outlet path of the proportional control valve group 3 to control the steering direction of the first steering axle 10 and the second steering axle 20; and

[0086] The proportional valve 32 is configured to control the fluid flow rate of the proportional control valve group 3 to control the steering angles of the first steering axle 10 and the second steering axle 20 .

[0087] Specifically, the reversing valve 31 changes the outflow path of the hydraulic oil of the proportional control valve group 3 by switching the flow direction of the hydraulic oil, for example, flowing out from the R port or the L port, thereby ensuring that the hydraulic oil flows into the steering cylinder 5 according to a predetermined path, thereby changing the steering direction of the steering axle. Optionally, the reversing valve 31 can be a two-position four-way electromagnetic reversing valve, or a three-position four-way electromagnetic reversing valve, etc.

[0088] Specifically, different valve core displacements of the proportional valve 32 correspond to different openings, thereby controlling the flow of hydraulic oil, and then controlling the speed of change of the extension and contraction amount of the steering cylinder, so as to control the extension and contraction amount of the steering cylinder per unit time, and then controlling the steering angle of the steering axle. The proportional valve 32 can adjust the amount of oil flowing into the steering cylinder 5 by the hydraulic oil from the reversing valve 31 according to the rotation angle of the steering wheel or the expected steering angle of the controller, thereby achieving smooth and accurate steering action. Optionally, the valve core displacement of the proportional valve 32 can be detected in real time.

[0089] Specifically, the PE port of the proportional control valve group 3 is connected to the P1 port of the unloading valve group 2 through a hydraulic pipeline, and the L port, R port, and LS port of the proportional control valve group 3 are respectively connected to the L port, R port, and LS port of the flow amplification valve group 4 through hydraulic pipelines.

[0090] For example, when the vehicle turns left while traveling forward, the controller gives a forward driving left turn instruction. For the hydraulic flow path corresponding to the first steering axle 10, the reversing valve 31 is in the right position, and the oil enters the right control oil chamber of the proportional valve 32 through the PE port of the proportional control valve group 3 to push it to move left and work in the right position. The output oil enters the L port of the flow amplification valve group 4 through the L port of the proportional control valve group 3.

[0091] The proportional control valve group 3 of this embodiment can achieve precise control of the steering direction and angle of the steering axle through the coordinated work of the reversing valve 31 and the proportional valve 32; the reversing valve 31 is responsible for switching the flow direction of the hydraulic oil, which can ensure that the steering axle turns left or right as required; the proportional valve 32 adjusts the flow of the hydraulic oil to accurately control the speed of change of the steering cylinder extension and contraction amount, thereby controlling the speed of change of the steering angle, and further controlling the steering angle of the steering axle, thereby achieving smooth steering action, improving the steering performance of the vehicle, and optimizing maneuverability and stability.

[0092] In some embodiments, Figure 1 and Figure 3 As shown, the proportional control valve group 3 also includes:

[0093] The normally open switch valve 33 is disposed between the reversing valve 31 and the proportional valve 32. The normally open switch valve 33 is configured to close when the valve core of the proportional valve 32 moves to a preset position so that the liquid outlet flow rate of the proportional valve 32 is maintained at a preset flow rate.

[0094] Specifically, the proportional control valve group 3 includes two normally open switch valves 33, which are respectively connected to the left position and the right position of the reversing valve 31. Before the valve core of the proportional valve 32 moves to the preset position, the normally open switch valve 33 remains open; after the normally open switch valve 33 is closed, the liquid flow rate of the proportional valve 32 is locked at the preset flow rate, and the steering axle continuously changes the steering angle at a preset steering angle change speed. Optionally, the normally open switch valve 33 can be a normally open high-frequency electromagnetic switch valve, which keeps the hydraulic flow path connected when power is not available, and cuts off the hydraulic flow path when power is available.

[0095] Specifically, the controller monitors the valve core displacement of the proportional valve 32 in real time. When the valve core displacement of the proportional valve reaches the preset flow control position, the normally open switch valve 33 is closed. For example, the high-frequency electromagnetic switch valve is energized and is in the left-position cut-off state. The left and right sides of the proportional valve 32 control the oil circuits to be cut off. The valve core of the proportional valve 32 is maintained in a specific position so that the steering mechanism hydraulic system continues to perform steering action at a specific flow rate (corresponding to a specific steering angle of the steering axle).

[0096] Optionally, the preset displacement or preset opening of the valve core of the proportional valve 32 can be determined according to the current vehicle speed information of the vehicle, for example, the vehicle speed and the valve core opening are negatively correlated as a whole, so as to improve the safety and stability of vehicle steering.

[0097] The normally open switch valve 33 of this embodiment can lock the flow when the valve core of the proportional valve 32 reaches a preset position to ensure the consistency of the steering angle; by locking the flow, the impact of external interference on the steering mechanism can be reduced and the stability of vehicle steering can be improved; stable flow control helps to avoid oversteering or understeering, improve the steering control accuracy of the hydraulic system, and enhance vehicle safety.

[0098] In some embodiments, the valve spool movement of the proportional valve 32 is negatively correlated with the vehicle speed.

[0099] The valve core movement of the proportional valve 32 of this embodiment is negatively correlated with the vehicle speed. The higher the vehicle speed, the smaller the valve core movement, and it is locked at a smaller flow rate and steering angle change speed. The steering action is softer and more stable, which can improve the stability of high-speed driving; the lower the vehicle speed, the greater the valve core movement, and it is locked at a larger flow rate and steering angle change speed. The steering is more sensitive and can improve the controllability of low-speed driving; it can reduce the risk of vehicle loss of control due to oversteering and improve vehicle safety.

[0100] In some embodiments, Figure 1 As shown, the proportional control valve group 3 includes the same main control valve group and auxiliary control valve group. When the main control valve is not faulty, the auxiliary control valve group is disconnected. When the main control valve group fails, the auxiliary control valve group is enabled.

[0101] Specifically, when multiple steering axles are controlled separately, the proportional control valve group 3 of each steering axle includes the same main control valve group and auxiliary control valve group. For example, for the first steering axle 10, the first control valve group 301 includes a first main control valve group and a first auxiliary control valve group; for the second steering axle 20, the second control valve group 302 includes a second main control valve group and a second auxiliary control valve group; for the third steering axle 30, the third control valve group 303 includes a third main control valve group and a third auxiliary control valve group.

[0102] Specifically, under normal circumstances, the main control valve group works and the auxiliary control valve group is disconnected; when the main control valve group fails, the auxiliary control valve group is automatically enabled. The dual control valve group can ensure that even if the main control valve group fails, the auxiliary control valve group can immediately take over to maintain the normal operation of the steering system and avoid steering failure of the hydraulic system due to failure of the main control valve group.

[0103] This embodiment can improve the reliability and stability of the hydraulic system by designing a redundant proportional control valve group 3. When the main control valve group fails, the steering is switched to the auxiliary control valve group to control the steering, which can ensure that the steering function of the vehicle is not affected and significantly improve the safety of the vehicle. The backup of the auxiliary control valve group can reduce the downtime caused by the failure of the main control valve group and improve the availability and work efficiency of the vehicle, which is particularly important for autonomous driving engineering vehicles that need to run continuously for a long time.

[0104] In some embodiments, Figure 1 and Figure 3 As shown, the proportional control valve group 3 also includes a normally open switch valve 33 arranged between the reversing valve 31 and the proportional valve 32. When the reversing valve 31 and the normally open switch valve 33 of the main control valve group are both in the on state, if the valve core of the proportional valve 32 does not move, it is determined that the main control valve group has a fault.

[0105] Specifically, when the reversing valve 31 is in the left or right position and the two normally open switch valves 33 are normally open, if there is no valve core displacement data feedback from the proportional valve 32, it is determined that the main control valve group is faulty and the auxiliary control valve group needs to be automatically started.

[0106] This embodiment determines whether a main control valve group fails by monitoring the states of the reversing valve 31, the normally open switch valve 33 and the proportional valve 32, thereby improving the timeliness and accuracy of fault diagnosis; when the main control valve group fails, the steering is switched to the auxiliary control valve group to ensure that the steering function of the vehicle is not affected, thereby significantly improving the safety of the vehicle; the backup of the auxiliary control valve group can reduce the downtime caused by the failure of the main control valve group and improve the availability and work efficiency of the vehicle.

[0107] In some embodiments, Figure 1 and Figure 3As shown, the reversing valve 31 comprises a three-position four-way reversing valve. When the main control valve group does not fail, the reversing valve 31 of the auxiliary control valve group is in the middle position to disconnect the auxiliary control valve group. When the main control valve group fails, the auxiliary control valve group is enabled.

[0108] Specifically, under normal working conditions, the reversing valve 31 of the main control valve group is in the left position or the right position, and the main control valve group participates in steering control; the reversing valve 31 of the auxiliary control valve group is in the middle position, so that the auxiliary control valve group is disconnected, the auxiliary control valve group does not participate in steering control, and the reversing valve 31 of the auxiliary control valve group does not switch to the left position or the right position. Once a failure of the main control valve group is detected, the auxiliary control valve group is enabled, and the reversing valve 31 of the auxiliary control valve group can be switched to the left position, the right position or the middle position according to the control logic, and continue to stably control the steering direction and steering angle of the vehicle.

[0109] This embodiment adopts a three-position four-way reversing valve through the reversing valve 31, which can improve the reliability of the main and auxiliary control valve group settings and the timeliness of the main and auxiliary control valve group switching, ensure the continuous operation of the steering mechanism, and improve vehicle safety and vehicle availability.

[0110] In some embodiments, Figure 1 As shown, the proportional control valve group 3 includes the same first control valve group 301 and the second control valve group 302, both of which are arranged on the working oil circuit of the unloading valve group 2, the first control valve group 301 is configured to control the steering direction and steering angle of the first steering axle 10, and the second control valve group 302 is configured to control the steering direction and steering angle of the second steering axle 20; the flow amplification valve group 4 includes the same first amplification valve group 401 and the second amplification valve group 402, the first amplification valve group 401 is arranged between the first control valve group 301 and the steering cylinder 5 of the first steering axle 10, and the second amplification valve group 402 is arranged between the second control valve group 302 and the steering cylinder 5 of the second steering axle 20.

[0111] Optionally, the proportional control valve group 3 also includes a third control valve group 303, which is configured to control the steering direction and steering angle of the third steering axle 30; the flow amplification valve group 4 also includes a third amplification valve group 403, which is arranged between the third control valve group 303 and the steering cylinder 5 of the third steering axle 30.

[0112] This embodiment independently controls the steering direction and angle of the front and rear steering axles through the first control valve group 301 and the second control valve group 302, which can improve the steering accuracy and flexibility; the first amplification valve group 401 and the second amplification valve group 402 respectively amplify the hydraulic oil flow entering the steering cylinder 5, which can speed up the steering response speed.

[0113] In some embodiments, Figure 1 and Figure 4 As shown, the flow amplification valve group 4 includes:

[0114] A first relief valve 41 is provided between the control oil circuit of the proportional valve 32 and the oil tank;

[0115] A flow amplifier 42 is connected between the working oil circuit of the proportional control valve group 3 and the steering cylinder 5; and

[0116] The priority valve 43 is configured to introduce hydraulic oil from the hydraulic pump 1 to amplify the flow rate of hydraulic oil from the proportional control valve group 3 .

[0117] Specifically, the first overflow valve 41 can limit the maximum pressure of the hydraulic oil circuit to ensure the safety of the hydraulic system; the flow amplifier 42 is connected between the working oil circuit of the proportional control valve group 3 and the steering cylinder 5, and can amplify the hydraulic oil flow entering the steering cylinder 5 to improve the steering response speed; the priority valve 43 introduces hydraulic oil from the hydraulic pump 1 (or accumulator 7), which can ensure that the steering cylinder obtains sufficient hydraulic oil flow and improves the reliability and stability of the system.

[0118] Specifically, the PF port of the flow amplification valve group 4 is connected to the P port and P2 port of the unloading valve group 2 through a hydraulic pipeline, the CL port of the flow amplification valve group 4 is connected to the large cavity of the first oil cylinder 51 and the small cavity of the second oil cylinder 52 through a hydraulic pipeline, and the CR port of the flow amplification valve group 4 is connected to the large cavity of the second oil cylinder 52 and the small cavity of the first oil cylinder 51 through a hydraulic pipeline.

[0119] For example, when the vehicle is driving forward and turns left, for the hydraulic flow path corresponding to the first steering axle 10, the oil output from the L port of the proportional control valve group 3 enters the L port of the flow amplification valve group 4, and at the same time, the LS port of the proportional control valve group 3 is connected with the LS port of the flow amplification valve group 4 to reach the left control oil port of the priority valve 43, and the right control oil port of the priority valve 43 is connected with the PF port of the flow amplification valve group 4. Since the left control oil pressure of the priority valve 43 plus the left spring thrust is greater than the right control oil thrust of the priority valve 43, the priority valve 43 is in the left position, and the oil supplied by the hydraulic pump 1 (or the accumulator 7) enters the flow amplifier 42 through the PF port, merges with the oil entering from the L port and flows out from the CL port, entering the large cavity of the first oil cylinder 51 and the small cavity of the second oil cylinder 52 of the first steering axle 10, so that the first oil cylinder 51 is extended and the second oil cylinder 52 is shortened, and the wheels of the first steering axle 10 turn left.

[0120] The flow amplification valve group 4 of this embodiment cooperates with the first overflow valve 41, the flow amplifier 42 and the priority valve 43 to limit the maximum pressure of the hydraulic oil circuit, ensure the safety of the hydraulic system, amplify the hydraulic oil flow, increase the steering response speed, enhance the vehicle handling performance, and improve the reliability and stability of the hydraulic system.

[0121] In some embodiments, Figures 1 to 6 As shown, the steering cylinder 5 includes a first cylinder 51 and a second cylinder 52, and the flow amplification valve group 4 also includes:

[0122] The two cylinder safety valves 44 have one end each connected to the first cylinder 51 and the second cylinder 52 respectively, and the other end each connected to the oil tank. The cylinder safety valve 44 includes a one-way valve 441 and a second overflow valve 442 arranged in parallel. The one-way valve 441 only allows oil to flow from the oil tank to the first cylinder 51 or the second cylinder 52.

[0123] The oil cylinder safety valve 44 in this embodiment can play the role of oil replenishment and overload protection for the first oil cylinder 51 and the second oil cylinder 52. When the steering oil cylinder 5 stops extending and retracting, a vacuum will be generated at the inlet of the steering oil cylinder due to inertia. At this time, the hydraulic oil in the oil tank can be replenished to the inlet of the steering oil cylinder 5 in time through the one-way valve 441 in the oil cylinder safety valve 44 to prevent the occurrence of vacuum suction. The second overflow valve 442 can limit the maximum allowable pressure of the steering oil cylinder to prevent it from being damaged by overload.

[0124] In some embodiments, Figure 1 and Figure 4 As shown, the first outlet CL of the flow amplification valve group 4 is connected to the large chamber of the first oil cylinder 51 and the small chamber of the second oil cylinder 52, and the second outlet CR of the flow amplification valve group 4 is connected to the small chamber of the first oil cylinder 51 and the large chamber of the second oil cylinder 52. When the hydraulic oil enters the large chamber, the cylinder extends, and when the hydraulic oil enters the small chamber, the cylinder shortens.

[0125] Specifically, when the vehicle is traveling forward, for the hydraulic flow path corresponding to the first steering axle 10, the first cylinder 51 is the cylinder arranged on the left side of the vehicle, and the second cylinder 52 is the cylinder arranged on the right side of the vehicle. If the second steering axle 20 and the first steering axle 10 are arranged side by side in the same direction, the first cylinder 51 of the second steering axle 20 is also the cylinder arranged on the left side of the vehicle, and the second cylinder 52 is the cylinder arranged on the right side of the vehicle.

[0126] In this embodiment, the first outlet CL is connected to the large cavity of the first oil cylinder 51 and the small cavity of the second oil cylinder 52, and the second outlet CR is connected to the small cavity of the first oil cylinder 51 and the large cavity of the second oil cylinder 52. When the hydraulic oil enters the large cavity, the cylinder extends, and when it enters the small cavity, the cylinder shortens. The distribution of the hydraulic oil can be accurately controlled, and the precise control of the steering direction and angle can be achieved, thereby improving the response speed of the vehicle steering.

[0127] In some embodiments, Figure 1 and Figure 6As shown, the vehicle also includes a third steering axle 30, which is arranged between the first steering axle 10 and the second steering axle 20, and the third steering axle 30 is located at the center of the first steering axle 10 and the second steering axle 20, or a plurality of third steering axles 30 are symmetrically arranged about the center of the first steering axle 10 and the second steering axle 20.

[0128] Optionally, in addition to the front axle and the rear axle ensuring bidirectional driving steering, the vehicle may have one or more third steering axles 30. When one third steering axle 30 is provided, the third steering axle 30 is provided at the center of the first steering axle 10 and the second steering axle 20 along the extension direction of the vehicle body; when multiple third steering axles 30 are provided, the multiple third steering axles 30 are symmetrically provided about the center of the first steering axle 10 and the second steering axle 20 along the extension direction of the vehicle body. Optionally, the third steering axle 30 may participate in steering, or may not participate in steering by providing a steering cut-off valve.

[0129] This embodiment, by providing the third steering axle 30, can perform fine control over the overall steering of the vehicle, especially in a multi-axle vehicle, can ensure the coordination of multiple steering axles, improve the accuracy and stability of steering control, and improve the vehicle's maneuverability under different speeds and road conditions; the provision of the third steering axle 30 helps to evenly distribute the weight of the vehicle, reduce the load on the front and rear steering axles, and improve the service life of the tires and the overall performance of the vehicle.

[0130] In some embodiments, Figure 1 As shown, the steering mechanism hydraulic system also includes:

[0131] The steering stop valve 6 is provided between the flow amplification valve group 4 and the steering cylinder 5 of the third steering axle 30 . The steering stop valve 6 is configured to switch the third steering axle 30 between a non-steering state and a steering state.

[0132] Specifically, for a steering axle that does not need to frequently participate in steering, a steering cut-off valve 6 is added in the connection between the CL port and the CR port of the flow amplification valve group 4 and the first cylinder 51 and the second cylinder 52, so that the steering can be cut off under working conditions where steering is not required.

[0133] The steering stop valve 6 of this embodiment is arranged between the flow amplification valve group 4 and the steering cylinder 5 of the third steering axle 30, so as to realize the switching of the third steering axle 30 between the non-steering state and the steering state; the steering stop valve 6 allows the vehicle to choose whether to enable the third steering axle 30 as needed, thereby improving the flexibility and adaptability of the vehicle; in situations where additional steering accuracy is not required, closing the third steering axle 30 can reduce system complexity and energy consumption; in situations where high-precision steering is required, opening the third steering axle 30 can improve steering accuracy and enhance the vehicle's handling and safety.

[0134] In some embodiments, Figure 1 As shown, the steering stop valve 6 includes a normally closed switch valve, which disconnects the flow amplification valve group 4 and the steering cylinder 5 of the third steering axle 30 when no electricity is supplied, and connects the flow amplification valve group 4 and the steering cylinder 5 of the third steering axle 30 when electricity is supplied. Specifically, the steering stop valve 6 includes a normally closed electromagnetic switch valve.

[0135] The steering stop valve 6 of this embodiment includes a normally closed switch valve, which disconnects the flow amplification valve group 4 and the steering cylinder 5 of the third steering axle 30 in the default state, ensuring that the third steering axle 30 does not participate in steering when not needed, thereby reducing system complexity and energy consumption; when high-precision steering is required, the normally closed switch valve is energized to connect the flow path, and the third steering axle 30 is opened to participate in steering, which can improve steering accuracy and enhance the vehicle's handling and safety.

[0136] In some embodiments, Figure 6 As shown, the first steering axle 10 and the second steering axle 20 are arranged rotationally symmetrically about the centers of the first steering axle 10 and the second steering axle 20 .

[0137] The first steering axle 10 and the second steering axle 20 of this embodiment are arranged symmetrically about their center rotations, which can ensure that the movements of the front and rear steering axles are synchronized and balanced when the vehicle is turning, thereby improving the steering accuracy and stability; the symmetrical arrangement helps to evenly distribute the vehicle's weight and steering force, reduce roll and instability during steering, and improve vehicle safety; the symmetrical arrangement can also simplify the vehicle structure, facilitate manufacturing and maintenance, and reduce production costs.

[0138] In some embodiments, Figure 1 As shown, the steering mechanism hydraulic system also includes an accumulator 7, which is arranged on the oil supply line of the hydraulic pump 1. The accumulator 7 is connected to the unloading valve group 2, and the unloading valve group 2 includes:

[0139] The first unloading valve 21 is provided on the working oil circuit of the hydraulic pump 1 and is configured to unload the hydraulic oil pressure supplied by the hydraulic pump 1;

[0140] A second unloading valve 22, provided on the working oil circuit of the accumulator 7, configured to unload the hydraulic oil pressure supplied by the accumulator 7; and

[0141] The third relief valve 23 is provided in the working oil path between the hydraulic pump 1 and the accumulator 7 .

[0142] Specifically, the accumulator 7 can store and release hydraulic energy, ensuring that the system can quickly provide stable hydraulic oil pressure when needed. The third relief valve 23 is arranged on the working oil circuit of the hydraulic pump 1 and the accumulator 7, which can prevent the pressure of the entire hydraulic system from exceeding the safety range.

[0143] Specifically, the hydraulic pump 1 is connected to the P port of the unloading valve group 2 through a hydraulic pipeline, the accumulator 7 is connected to the AC port of the unloading valve group 2 through a hydraulic pipeline, the PE port of the proportional control valve group 3 is connected to the P1 port of the unloading valve group 2 through a hydraulic pipeline, the oil tank is connected to the T port of the unloading valve group 2, and a one-way valve is arranged between the P port and the AC port of the unloading valve group 2 to prevent the hydraulic oil of the accumulator 7 from impacting the hydraulic pump 1.

[0144] Optionally, to meet the huge hydraulic oil demand for steering of mining dump trucks, multiple accumulators 7 can be provided to sufficiently accommodate a large amount of hydraulic oil, for example, three accumulators 7 are provided, and the three accumulators 7 are respectively connected to the AC1 port, AC2 port and AC3 port of the unloading valve group 2.

[0145] Optionally, the first unloading valve 21 can be an unloading valve composed of a normally closed electromagnetic switch valve and a relief valve, which can relieve the pressure of the hydraulic pump 1 when the normally closed electromagnetic switch valve is energized; the second unloading valve 22 can be a two-position three-way electromagnetic switch valve, which connects the accumulator 7 and the P2 port when it is not energized, and connects the accumulator 7 and the T port when it is energized to relieve the pressure of the accumulator 7.

[0146] The accumulator 7 of this embodiment can store and release hydraulic energy to ensure that stable emergency hydraulic oil is quickly provided when the hydraulic pump 1 fails; the first unloading valve 21 can selectively unload the hydraulic oil pressure supplied by the hydraulic pump 1, the second unloading valve 22 can selectively unload the hydraulic oil pressure supplied by the accumulator 7, the third relief valve 23 can prevent the system from over-pressurizing, and the unloading valve group can protect the hydraulic system components and extend the service life of the hydraulic system; when the vehicle steering system needs to be inspected and maintained, the first unloading valve 21 and the second unloading valve 22 cooperate to completely unload the steering pump pressure and the accumulator pressure, thereby avoiding the risk of injury to personnel caused by pressure shock.

[0147] In some embodiments, Figure 1 As shown, the steering mechanism hydraulic system also includes:

[0148] A first pressure sensor, connected to the unloading valve group 2, the first pressure sensor being configured to detect the hydraulic oil pressure supplied by the accumulator 7;

[0149] A second pressure sensor, connected to the unloading valve group 2, the second pressure sensor being configured to detect the hydraulic oil pressure supplied by the accumulator 7 in the event of failure of the first pressure sensor;

[0150] A third pressure sensor connected to the unloading valve group 2, the third pressure sensor is configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump 1; and

[0151] The fourth pressure sensor is connected to the unloading valve group 2 , and is configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump 1 when the third pressure sensor fails.

[0152] Specifically, the AP port of the unloading valve group 2 is connected to a pressure sensor, and the AP1 port and AP2 port of the unloading valve group 2 are used to detect the hydraulic oil pressure supplied by the accumulator 7. The two are backed up and redundant to each other. If one of them fails, the other will function. For example, the first pressure sensor is connected to the AP1 port, and the second pressure sensor is connected to the AP2 port; the AP3 port and AP4 port of the unloading valve group 2 are used to detect the hydraulic oil pressure supplied by the hydraulic pump 1. The two are backed up and redundant to each other. If one of them fails, the other will function. For example, the third pressure sensor is connected to the AP3 port, and the fourth pressure sensor is connected to the AP4 port.

[0153] The sensor of this embodiment can detect the hydraulic oil pressure supplied by the accumulator 7 and the hydraulic oil pressure supplied by the hydraulic pump 1 in real time, and can promptly detect pressure abnormalities in the hydraulic system, prevent overpressure or underpressure in the hydraulic system, and extend the service life of the hydraulic system; both pressure sensors are equipped with redundant backups, which can ensure that even if a sensor fails, the system can continue to monitor the pressure in real time, thereby improving the reliability and safety of the steering mechanism hydraulic system.

[0154] In some embodiments, when the hydraulic oil pressure supplied by the hydraulic pump 1 is less than a preset pressure and the hydraulic oil pressure supplied by the accumulator 7 is less than a preset pressure, the vehicle performs an immediate parking operation; when the hydraulic oil pressure supplied by the hydraulic pump 1 is less than a preset pressure and the hydraulic oil pressure supplied by the accumulator 7 is not less than a preset pressure, the vehicle performs an emergency steering operation.

[0155] Specifically, when each pressure sensor detects that the hydraulic oil pressure supplied by the accumulator 7 and the hydraulic oil pressure supplied by the hydraulic pump 1 are both lower than the allowable working pressure, the vehicle performs an immediate parking operation to avoid a safety accident; when the hydraulic oil pressure supplied by the hydraulic pump 1 is lower than the allowable working pressure and the hydraulic oil pressure supplied by the accumulator 7 is higher than the allowable working pressure, the vehicle performs an emergency steering operation, and the first steering axle 10 and the second steering axle 20 can both complete a full steering action.

[0156] In this embodiment, when a serious fault occurs in the hydraulic system (i.e., both the hydraulic pump 1 and the accumulator 7 cannot provide sufficient pressure), the vehicle stops immediately, thereby avoiding dangerous situations caused by steering failure and ensuring vehicle safety; when the hydraulic pump 1 fails but the accumulator 7 can still provide sufficient pressure, the vehicle performs an emergency steering operation and uses the reserve energy of the accumulator 7 to complete the necessary steering action, thereby ensuring that the vehicle can still perform basic steering control in an emergency.

[0157] In some embodiments, Figures 1 to 6As shown, the steering cylinder 5 includes a first cylinder 51 and a second cylinder 52. A displacement sensor is provided in the first cylinder 51 and / or the second cylinder 52. The displacement sensor is configured to detect the displacement of the cylinder piston rod to obtain the steering angle of the steering axle.

[0158] Specifically, the piston rods of the first oil cylinder 51 and the second oil cylinder 52 are extended and retracted to make the wheels turn. The judgment basis for releasing the steering condition is to convert the wheel angle by detecting the geometric conversion of the cylinder extension position through the built-in position sensor of the steering oil cylinder. When it is detected that the wheel angle reaches the specified position, the controller issues a command to release the steering condition.

[0159] This embodiment monitors the displacement of the cylinder piston rod in real time through the displacement sensor, and can obtain the steering angle of the steering axle. The real-time feedback of the steering angle can adjust the steering action in a targeted manner, thereby improving the control accuracy of the hydraulic system and the handling stability of the vehicle; the real-time monitoring of the steering angle can also promptly detect and correct steering errors, thereby improving vehicle safety.

[0160] In some specific embodiments, the first steering axle 10 and the second steering axle 20 are arranged rotationally symmetrically about the centers of the two, that is, the first oil cylinder 51 of the first steering axle 10 and the second oil cylinder 52 of the second steering axle 20 are located on the same side of the vehicle, and the second oil cylinder 52 of the first steering axle 10 and the first oil cylinder 51 of the second steering axle 20 are located on the other side of the vehicle. Figures 1 to 6 The steering steps of the steering axle of the steering mechanism hydraulic system are described in detail:

[0161] The steering motor 11 is powered on to start working, so that the accumulator 7 is filled with oil;

[0162] When the first pressure sensor or the second pressure sensor detects that the pressure of the accumulator 7 reaches the set working pressure, the controller can give a driving instruction; when the first pressure sensor or the second pressure sensor detects that the pressure of the accumulator 7 does not reach the set working pressure, the controller cannot give a driving instruction;

[0163] The vehicle goes to the open pit loading area, and the controller gives a forward driving command;

[0164] When the vehicle turns left while driving forward, the controller gives a forward driving left turn instruction. For the hydraulic flow path corresponding to the first steering axle 10, the reversing valve 31 is in the right position, the normally open switch valve 33 is not powered and is in the normally open state, and the oil enters the right control oil chamber of the proportional valve 32 through the PE port of the proportional control valve group 3 to push it to move left and work in the right position. Different valve core displacements correspond to different openings, thereby controlling its output flow. The output oil enters the L port of the flow amplification valve group 4 through the L port of the proportional control valve group 3, and at the same time, the LS port of the proportional control valve group 3 is connected to the LS port of the flow amplification valve group 4. Arriving at the left control oil port of the priority valve 43, the right control oil port of the priority valve 43 is connected to the PF port of the flow amplification valve group 4. Since the left control oil pressure of the priority valve 43 plus the left spring thrust is greater than the right control oil thrust of the priority valve 43, the priority valve 43 is in the left position, and the oil supplied by the hydraulic pump 1 or the accumulator 7 enters the flow amplifier 42 through the PF port, merges with the oil entering from the L port and flows out from the CL port, entering the large chamber of the first oil cylinder 51 and the small chamber of the second oil cylinder 52 of the first steering axle 10, so that the first oil cylinder 51 is extended and the second oil cylinder 52 is shortened, and the wheels of the first steering axle 10 turn left;

[0165] For the hydraulic flow path corresponding to the second steering axle 20, the reversing valve 31 is in the left position, the normally open switch valve 33 is not powered and is in the normally open state, the oil enters the left control oil chamber of the proportional valve 32 through the PE port of the proportional control valve group 3 to push it to move right and work in the left position, different valve core displacements correspond to different openings, thereby controlling its output flow, the output oil enters the R port of the flow amplification valve group 4 through the R port of the proportional control valve group 3, and at the same time, the LS port of the proportional control valve group 3 is connected with the LS port of the flow amplification valve group 4 to reach the left control oil port of the priority valve 43, the priority valve 4 The right control oil port is connected with the PF port of the flow amplification valve group 4. Since the left control oil pressure of the priority valve 43 plus the left spring thrust is greater than the right control oil thrust of the priority valve 43, the priority valve 43 is in the left position, and the oil supplied by the hydraulic pump 1 or the accumulator 7 enters the flow amplifier 42 through the PF port, merges with the oil entering from the R port, flows out from the CR port, and enters the large chamber of the second oil cylinder 52 and the small chamber of the first oil cylinder 51 of the second steering axle 20, so that the second oil cylinder 52 of the second steering axle 20 is extended, the first oil cylinder 51 is shortened, and the wheels of the second steering axle 20 turn left;

[0166] For the hydraulic flow path corresponding to the third steering axle 30, the steering cut-off valve 6 of the third steering axle 30 is not energized so that the oil cannot enter the first oil cylinder 51 or the second oil cylinder 52 of the third steering axle 30, and the wheels of the third steering axle 30 are always in the neutral state without turning, so that the vehicle turns left while driving forward;

[0167] The controller monitors the valve core displacement of the proportional valve 32 of the first steering axle 10 and the second steering axle 20 in real time. When the valve core displacement of the proportional valve 32 reaches the specified flow control position, the normally open switch valve 33 is energized and is in the left position cut-off state, and the left and right sides of the proportional valve 32 control oil circuits are cut off. The valve core of the proportional valve 32 is kept in a specific position so that the steering system continues to perform steering action at a specific flow rate.

[0168] When the forward driving left turn condition is released, the normally open switch valves 33 of the first steering axle 10 and the second steering axle 20 are in the normally open state, the reversing valve 31 returns to the middle position, and the left and right sides of the proportional valve 32 control the oil circuits to return oil to the oil tank through the TE port, and the proportional valve 32 returns to the middle working state, and there is no steering action at this time.

[0169] When the vehicle turns right while driving forward, the controller gives a forward driving right turn instruction. For the hydraulic flow path corresponding to the first steering axle 10, the reversing valve 31 is in the left position, the normally open switch valve 33 is not powered and is in the normally open state, and the oil enters the left control oil chamber of the proportional valve 32 through the PE port of the proportional control valve group 3 to push it to move right and work in the left position. Different valve core displacements correspond to different openings, thereby controlling its output flow. The output oil enters the R port of the flow amplification valve group 4 through the R port of the proportional control valve group 3, and at the same time, the LS port of the proportional control valve group 3 is connected to the LS port of the flow amplification valve group 4. Arrives at the left control oil port of the priority valve 43, and the right control oil port of the priority valve 43 is connected to the PF port of the flow amplification valve group 4. Since the left control oil pressure of the priority valve 43 plus the left spring thrust is greater than the right control oil thrust of the priority valve 43, the priority valve 43 is in the left position, and the oil supplied by the hydraulic pump 1 or the accumulator 7 enters the flow amplifier 42 through the PF port, merges with the oil entering from the R port and flows out from the CR port, entering the large chamber of the second oil cylinder 52 and the small chamber of the first oil cylinder 51 of the first steering axle 10, so that the second oil cylinder 52 is extended and the first oil cylinder 51 is shortened, and the wheels of the first steering axle 10 turn right;

[0170] For the hydraulic flow path corresponding to the second steering axle 20, the reversing valve 31 is in the right position, the normally open switch valve 33 is not powered and is in the normally open state, the oil enters the right control oil chamber of the proportional valve 32 through the PE port of the proportional control valve group 3 to push it to move left and work in the right position, different valve core displacements correspond to different openings, thereby controlling its output flow, the output oil enters the L port of the flow amplification valve group 4 through the L port of the proportional control valve group 3, and at the same time, the LS port of the proportional control valve group 3 is connected with the LS port of the flow amplification valve group 4 to reach the left control oil port of the priority valve 43, the priority valve 4 The right control oil port 3 is connected with the PF port of the flow amplification valve group 4. Since the left control oil pressure of the priority valve 43 plus the left spring thrust is greater than the right control oil thrust of the priority valve 43, the priority valve 43 is in the left position, and the oil supplied by the hydraulic pump 1 or the accumulator 7 enters the flow amplifier 42 through the PF port, merges with the oil entering from the L port, flows out from the CL port, and enters the large chamber of the first oil cylinder 51 and the small chamber of the second oil cylinder 52 of the second steering axle 20, so that the first oil cylinder 51 of the second steering axle 20 is extended, the second oil cylinder 52 is shortened, and the wheels of the second steering axle 20 turn right;

[0171] For the hydraulic flow path corresponding to the third steering axle 30, the steering cut-off valve 6 of the third steering axle 30 is not energized so that the oil cannot enter the first oil cylinder 51 or the second oil cylinder 52 of the third steering axle 30, and the wheels of the third steering axle 30 are always in the neutral state without turning, so that the vehicle turns right when driving forward;

[0172] The controller monitors the valve core displacement of the proportional valve 32 of the first steering axle 10 and the second steering axle 20 in real time. When the valve core displacement of the proportional valve 32 reaches the specified flow control position, the normally open switch valve 33 is energized and is in the left position cut-off state, and the left and right sides of the proportional valve 32 control oil circuits are cut off. The valve core of the proportional valve 32 is kept in a specific position so that the steering system continues to perform steering action at a specific flow rate.

[0173] When the forward driving right turning condition is released, the normally open switch valves 33 of the first steering axle 10 and the second steering axle 20 are in the normally open state, the reversing valve 31 returns to the middle position, and the left and right sides of the proportional valve 32 control the oil circuits to return oil to the oil tank through the TE port, and the proportional valve 32 returns to the middle working state, and there is no steering action at this time.

[0174] After the vehicle is loaded and moves to the unloading area, the controller gives a reverse driving command. The reverse left turn of the vehicle is the same as the right turn of the vehicle in the forward direction. The reverse right turn of the vehicle is the same as the left turn of the vehicle in the forward direction. The steering action and the turning angle are given by the unmanned system path planning and control decision system.

[0175] Secondly, the present disclosure also provides a steering mechanism, such as Figure 5 and Figure 6As shown, the first steering axle 10 and the second steering axle 20 are used to realize the forward driving steering and reverse driving steering of the vehicle. The first steering axle 10 is the front axle, and the second steering axle 20 is the rear axle. The first steering axle 10 and the second steering axle 20 both include:

[0176] The first steering knuckle 81 and the second steering knuckle 82 are both used to install the tire 80;

[0177] The first support 83 and the second support 84 are respectively used to be connected to two sides of the frame 40;

[0178] The steering cylinder 5 includes a first cylinder 51 and a second cylinder 52. The first cylinder 51 is hinged between the first support 83 and the first steering knuckle 81, and the second cylinder 52 is hinged between the first support 83 and the second steering knuckle 82;

[0179] A steering rocker arm 85, a first tie rod 86 and a second tie rod 87, wherein the first end of the steering rocker arm 85 is hinged to the second support 84, the first tie rod 86 is hinged between the first steering knuckle 81 and the second end of the steering rocker arm 85, and the second tie rod 87 is hinged between the second steering knuckle 82 and the third end of the steering rocker arm 85; and

[0180] The steering mechanism hydraulic system of the above embodiment is configured to drive the steering cylinder 5 to extend and retract.

[0181] Specifically, the steering mechanism further includes a first connecting member 801, a second connecting member 802, a third connecting member 803 and a fourth connecting member 804, wherein the first connecting member 801 and the fourth connecting member 804 are fixed to the first steering knuckle 81, and the second connecting member 802 and the third connecting member 803 are fixed to the second steering knuckle 82. The first connecting member 801, the second connecting member 802, the third connecting member 803 and the fourth connecting member 804 are also referred to as steering knuckle arms or steering trapezoidal arms, and they are fixedly connected to the steering knuckle by bolts.

[0182] The first oil cylinder 51 is hinged between the first support 83 and the first connecting member 801, the first pull rod 86 is hinged between the fourth connecting member 804 and the steering rocker arm 85, the second oil cylinder 52 is hinged between the first support 83 and the second connecting member 802, and the second pull rod 87 is hinged between the third connecting member 803 and the steering rocker arm 85.

[0183] The first support 83 is bolted to the frame 40, the steering rocker arm 85 is hinged to the frame 40 through a pin, the first cylinder 51 and the second cylinder 52 are hinged to the connecting piece and the first support 83 through a pin and a spherical bearing, and the first pull rod 86 and the second pull rod 87 are hinged to the connecting piece and the steering rocker arm 85 through a pin and a spherical bearing.

[0184] The steering mechanism of this embodiment drives the steering knuckle to rotate through the first cylinder 51 and the second cylinder 52 of the hydraulic system, which can achieve precise control of the steering direction and angle of the front and rear steering axles of the vehicle, thereby driving the vehicle to achieve two-way travel, reducing the control difficulty of the vehicle's two-way travel, and using a similar direct drive method to achieve loading and unloading actions, thereby improving production efficiency.

[0185] In some embodiments, Figure 5 As shown, the steering mechanism also includes:

[0186] The angle sensor 88 is provided in the steering arm 85 and is configured to detect the rotation angle of the steering arm 85 .

[0187] Specifically, the angle sensor 88 is embedded in the steering rocker arm 85 to detect the swing angle value of the steering rocker arm 85, thereby indirectly obtaining the current wheel steering angle value. The steering rocker arm 85 is embedded with the steering angle sensor as a redundant detection means of the steering angle. The built-in displacement sensor of the steering cylinder is the first detection means for detecting the wheel steering angle. When the built-in displacement sensor of the steering cylinder fails, the angle sensor 88 takes over as the second detection means to detect and feedback the current wheel steering angle. The detection method of the built-in displacement sensor of the steering cylinder failure is that the controller cannot receive the data of the built-in displacement sensor of the cylinder.

[0188] This embodiment implements a redundant design for the built-in displacement sensor of the steering cylinder through the angle sensor 88. When the built-in displacement sensor of the steering cylinder fails, the angle sensor 88 can be switched to detect the steering angle of the wheel, and then the steering action can be adjusted in a targeted manner through real-time feedback of the steering angle, thereby improving the control accuracy of the hydraulic system and the handling stability of the vehicle; real-time monitoring by the angle sensor 88 can further improve vehicle safety.

[0189] Again, if Figure 6 As shown, the present disclosure also provides an engineering machinery chassis, comprising:

[0190] a frame 40; and

[0191] In the steering mechanism of the above embodiment, the first steering knuckle 81 and the second steering knuckle 82 are respectively connected to the frame 40 through the suspension cylinder, and the first support 83 and the second support 84 are respectively connected to the two sides of the frame 40.

[0192] Specifically, the first support 83 and the second support 84 are fixedly connected to two sides of the frame 40 respectively.

[0193] The engineering machinery chassis of this embodiment drives the steering knuckle to rotate through the steering cylinder of the hydraulic system, which can achieve precise control of the steering direction and angle of the front and rear steering axles of the vehicle, thereby driving the vehicle to achieve two-way travel, reducing the control difficulty of the vehicle's two-way travel, and using a similar direct drive method to achieve loading and unloading actions, thereby improving production efficiency.

[0194] In addition, the present disclosure also provides an engineering machinery, including the steering mechanism hydraulic system of the above embodiment, or the steering mechanism of the above embodiment, or the engineering machinery chassis of the above embodiment.

[0195] The engineering machinery of this embodiment drives the steering knuckle to rotate through the steering cylinder of the hydraulic system, which can achieve precise control of the steering direction and angle of the front and rear steering axles of the vehicle, thereby driving the vehicle to achieve two-way travel, reducing the difficulty of controlling the vehicle's two-way travel, and using a similar direct drive method to achieve loading and unloading actions, thereby improving production efficiency.

[0196] In some embodiments, the construction machinery includes an unmanned mining dump truck.

[0197] The above is a detailed introduction to a steering mechanism hydraulic system, a steering mechanism and an engineering machinery provided by the present disclosure. Specific embodiments are used in this article to illustrate the principles and implementation methods of the present disclosure. The description of the above embodiments is only used to help understand the method and core idea of ​​the present disclosure. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present disclosure, several improvements and modifications can be made to the present disclosure, and these improvements and modifications also fall within the scope of protection of the claims of the present disclosure.

Claims

1. A steering mechanism hydraulic system, characterized in that: Used to control forward driving and reverse driving steering of a vehicle, the vehicle comprising a first steering axle (10) and a second steering axle (20), the first steering axle (10) being the frontmost axle, the second steering axle (20) being the rearmost axle, the first steering axle (10) and the second steering axle (20) both comprising a steering cylinder (5), the steering mechanism hydraulic system comprising: A hydraulic pump (1) drivingly connected to a steering motor (11); A relief valve group (2) is arranged on the oil supply line of the hydraulic pump (1), and the relief valve group (2) is configured to relieve the pressure of the hydraulic oil; a proportional control valve group (3), arranged in a working oil circuit of the unloading valve group (2), the proportional control valve group (3) being configured to control the steering direction and steering angle of the first steering axle (10) and the second steering axle (20); and The flow amplification valve group (4) is arranged between the proportional control valve group (3) and the steering cylinder (5); the flow amplification valve group (4) and the steering cylinder (5) are both located on the working oil circuit of the proportional control valve group (3); the flow amplification valve group (4) is configured to amplify the flow of hydraulic oil entering the steering cylinder (5).

2. The steering mechanism hydraulic system according to claim 1, characterized in that: The proportional control valve group (3) comprises: a reversing valve (31) configured to control a fluid outlet path of the proportional control valve group (3) to control the steering direction of the first steering axle (10) and the second steering axle (20); and The proportional valve (32) is configured to control the fluid outlet flow of the proportional control valve group (3) so as to control the steering angles of the first steering axle (10) and the second steering axle (20).

3. The steering mechanism hydraulic system according to claim 2, characterized in that: The proportional control valve group (3) further comprises: A normally open switch valve (33) is provided between the reversing valve (31) and the proportional valve (32), and the normally open switch valve (33) is configured to close when the valve core of the proportional valve (32) moves to a preset position, so that the liquid outlet flow rate of the proportional valve (32) is maintained at a preset flow rate.

4. The steering mechanism hydraulic system according to claim 2, characterized in that: The amount of movement of the valve core of the proportional valve (32) is negatively correlated with the speed of the vehicle.

5. The steering mechanism hydraulic system according to claim 2, characterized in that: The proportional control valve group (3) comprises an identical main control valve group and an auxiliary control valve group. When the main control valve does not fail, the auxiliary control valve group is disconnected; when the main control valve group fails, the auxiliary control valve group is enabled.

6. The steering mechanism hydraulic system according to claim 5, characterized in that: The proportional control valve group (3) further comprises a normally open switch valve (33) arranged between the reversing valve (31) and the proportional valve (32); when the reversing valve (31) and the normally open switch valve (33) of the main control valve group are both in an on state, if the valve core of the proportional valve (32) does not move, it is determined that a fault has occurred in the main control valve group.

7. The steering mechanism hydraulic system according to claim 5, characterized in that: The reversing valve (31) comprises a three-position four-way reversing valve. When the main control valve group does not fail, the reversing valve (31) of the auxiliary control valve group is in a neutral position, so that the auxiliary control valve group is disconnected.

8. The steering mechanism hydraulic system according to claim 1, characterized in that: The proportional control valve group (3) comprises an identical first control valve group (301) and a second control valve group (302); the first control valve group (301) and the second control valve group (302) are both arranged on the working oil circuit of the unloading valve group (2); the first control valve group (301) is configured to control the steering direction and steering angle of the first steering axle (10); and the second control valve group (302) is configured to control the steering direction and steering angle of the second steering axle (20); the flow amplification valve group (4) comprises an identical first amplification valve group (401) and a second amplification valve group (402); the first amplification valve group (401) is arranged between the first control valve group (301) and the steering cylinder (5) of the first steering axle (10); and the second amplification valve group (402) is arranged between the second control valve group (302) and the steering cylinder (5) of the second steering axle (20).

9. The steering mechanism hydraulic system according to claim 1, characterized in that: The flow amplification valve group (4) comprises: A first overflow valve (41) is provided between the control oil circuit of the proportional valve (32) and the oil tank; a flow amplifier (42) connected between the working oil circuit of the proportional control valve group (3) and the steering cylinder (5); and The priority valve (43) is configured to introduce hydraulic oil from the hydraulic pump (1) to amplify the flow of hydraulic oil from the proportional control valve group (3).

10. The steering mechanism hydraulic system according to claim 9, characterized in that: The steering cylinder (5) comprises a first cylinder (51) and a second cylinder (52), and the flow amplification valve group (4) further comprises: The two oil cylinder safety valves (44) have one end each connected to the first oil cylinder (51) and the second oil cylinder (52), and the other end each connected to the oil tank. The oil cylinder safety valves (44) include a one-way valve (441) and a second overflow valve (442) arranged in parallel. The one-way valve (441) only allows oil to flow from the oil tank to the first oil cylinder (51) or the second oil cylinder (52).

11. The steering mechanism hydraulic system according to claim 10, characterized in that: The first outlet (CL) of the flow amplification valve group (4) is connected to the large chamber of the first oil cylinder (51) and the small chamber of the second oil cylinder (52), and the second outlet (CR) of the flow amplification valve group (4) is connected to the small chamber of the first oil cylinder (51) and the large chamber of the second oil cylinder (52). When the hydraulic oil enters the large chamber, the oil cylinder extends, and when the hydraulic oil enters the small chamber, the oil cylinder shortens.

12. The steering mechanism hydraulic system according to claim 1, characterized in that: The vehicle further comprises a third steering axle (30), the third steering axle (30) being arranged between the first steering axle (10) and the second steering axle (20), the third steering axle (30) being located at the center of the first steering axle (10) and the second steering axle (20), or a plurality of the third steering axles (30) being arranged symmetrically about the center of the first steering axle (10) and the second steering axle (20).

13. The steering mechanism hydraulic system according to claim 12, characterized in that: Also includes: A steering stop valve (6) is provided between the flow amplification valve group (4) and the steering oil cylinder (5) of the third steering axle (30), and the steering stop valve (6) is configured to enable the third steering axle (30) to switch between a non-steering state and a steering state.

14. The steering mechanism hydraulic system according to claim 13, characterized in that: The steering stop valve (6) comprises a normally closed switch valve, which disconnects the flow amplification valve group (4) and the steering cylinder (5) of the third steering axle (30) when power is off, and connects the flow amplification valve group (4) and the steering cylinder (5) of the third steering axle (30) when power is on.

15. The steering mechanism hydraulic system according to claim 1, characterized in that: The first steering bridge (10) and the second steering bridge (20) are arranged rotationally symmetrically about their centers.

16. The steering mechanism hydraulic system according to any one of claims 1 to 15, characterized in that: It also includes an accumulator (7), the accumulator (7) being arranged on the oil supply line of the hydraulic pump (1), the accumulator (7) being connected to the unloading valve group (2), the unloading valve group (2) comprising: A first unloading valve (21), provided on a working oil circuit of the hydraulic pump (1), and configured to unload the hydraulic oil pressure supplied by the hydraulic pump (1); A second unloading valve (22), provided in the working oil circuit of the accumulator (7), configured to unload the hydraulic oil pressure supplied by the accumulator (7); and The third relief valve (23) is provided in the working oil circuit of the hydraulic pump (1) and the accumulator (7).

17. The steering mechanism hydraulic system according to claim 16, characterized in that: Also includes: a first pressure sensor connected to the unloading valve group (2), the first pressure sensor being configured to detect the pressure of the hydraulic oil supplied by the accumulator (7); a second pressure sensor connected to the unloading valve group (2), the second pressure sensor being configured to detect the pressure of the hydraulic oil supplied by the accumulator (7) in the event that the first pressure sensor fails; a third pressure sensor connected to the unloading valve group (2), the third pressure sensor being configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump (1); and A fourth pressure sensor is connected to the unloading valve group (2), and the fourth pressure sensor is configured to detect the pressure of the hydraulic oil supplied by the hydraulic pump (1) when the third pressure sensor fails.

18. The steering mechanism hydraulic system according to claim 16, characterized in that: When the hydraulic oil pressure supplied by the hydraulic pump (1) is less than a preset pressure and the hydraulic oil pressure supplied by the accumulator (7) is less than the preset pressure, the vehicle performs an immediate parking operation; when the hydraulic oil pressure supplied by the hydraulic pump (1) is less than the preset pressure and the hydraulic oil pressure supplied by the accumulator (7) is not less than the preset pressure, the vehicle performs an emergency steering operation.

19. The steering mechanism hydraulic system according to any one of claims 1 to 15, characterized in that: The steering cylinder (5) comprises a first cylinder (51) and a second cylinder (52), wherein a displacement sensor is provided in the first cylinder (51) and / or the second cylinder (52), and the displacement sensor is configured to detect the displacement of the cylinder piston rod to obtain the steering angle of the steering axle.

20. A steering mechanism, characterized in that: The invention comprises a first steering axle (10) and a second steering axle (20), which are used to realize forward driving steering and reverse driving steering of a vehicle, wherein the first steering axle (10) is the frontmost axle and the second steering axle (20) is the rearmost axle, and the first steering axle (10) and the second steering axle (20) both comprise: A first steering knuckle (81) and a second steering knuckle (82), both used for mounting a tire (80); A first support (83) and a second support (84), respectively used to be connected to two sides of the vehicle frame (40); A steering cylinder (5), comprising a first cylinder (51) and a second cylinder (52), wherein the first cylinder (51) is hinged between the first support (83) and the first steering knuckle (81), and the second cylinder (52) is hinged between the first support (83) and the second steering knuckle (82); a steering rocker arm (85), a first tie rod (86) and a second tie rod (87), wherein the first end of the steering rocker arm (85) is hinged to the second support (84), the first tie rod (86) is hinged between the first steering knuckle (81) and the second end of the steering rocker arm (85), and the second tie rod (87) is hinged between the second steering knuckle (82) and the third end of the steering rocker arm (85); and The steering mechanism hydraulic system according to any one of claims 1 to 19 is configured to drive the steering cylinder (5) to extend and retract.

21. The steering mechanism according to claim 20, characterized in that: Also includes: An angle sensor (88) is provided in the steering rocker arm (85) and is configured to detect a rotation angle of the steering rocker arm (85).

22. An engineering machinery chassis, characterized in that: include: Frame (40); and The steering mechanism according to claim 20 or 21, wherein the first steering knuckle (81) and the second steering knuckle (82) are respectively connected to the frame (40) via suspension cylinders, and the first support (83) and the second support (84) are respectively connected to two sides of the frame (40).

23. An engineering machine, characterized in that: It comprises the steering mechanism hydraulic system according to any one of claims 1 to 19, or the steering mechanism according to claim 20 or 21, or the engineering machinery chassis according to claim 22.

24. The engineering machine according to claim 23, characterized in that: Including unmanned mining dump trucks.

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