Four-wheel steering rubber-tyred vehicle with whole vehicle body explosion-proof function and controlled by steering wheel

Abstract

The invention discloses a steering wheel operated four-wheel steering integral body explosion-proof rubber-tyred vehicle which comprises a narrow integral body, a spring suspension device, a power device, a front and rear four-wheel steering device operated by a steering wheel, a steering system with a forced centering function, and a full-hydraulic braking system with a parking braking two-way automatic reminding safety early warning control function. The power device is arranged on the side, adjacent to the front cab, of the front end of the vehicle body, a passenger box is installed on the upper portion of the vehicle body, a water supplementing tank and a hydraulic oil tank are installed on the back of the front cab, and an illuminating lamp and a signal lamp are installed on one side of the front face of the vehicle body. The explosion-proof vehicle adopts a narrow integral vehicle body and a steering wheel to steer, so that the control habit of a driver can be met, front and rear axle four-wheel steering is flexible, and the turning radius of the vehicle is greatly reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of integral body explosion-proof rubber-tyred vehicles, and particularly relates to a four-wheel steering integral body explosion-proof rubber-tyred vehicle steered by a steering wheel. Background Art

[0002] Explosion-proof rubber-tyred vehicles are used more and more widely in coal mines. To meet various requirements in mines, new products are emerging. In particular, the integral body explosion-proof rubber-tyred vehicle is favored by mines due to its good applicability, etc., but there are still some deficiencies. At present, the integral body explosion-proof rubber-tyred vehicle has two states. One is the integral body front-wheel steering, rear-wheel drive or four-wheel drive, steered by a steering wheel, and the transmission method is generally mechanical transmission, with only one cab; the other is hydraulic drive, four-wheel skid steering, steered by a control handle, with a small turning radius and two-way driving. However, since the steering is controlled by a hydraulic pilot handle, the driver's operation is not suitable.

[0003] At the same time, there are two situations in the actual use of daily explosion-proof vehicles. One is driving the vehicle in a state where the parking brake is not released, that is, the parking brake is always in the braking state under the action of the spring, and the friction plate is always in a semi-friction semi-clutch state or a full-friction state. When the vehicle is driving at full power, the temperature in the friction plate rises rapidly, causing the friction plate to sinter and damage and lose the braking performance. At the same time, due to the temperature rise, the sealing ring in the brake ages and burns, and the surface temperature of the brake rises, causing the hydraulic oil stains and hoses around the brake to catch fire and smoke, resulting in serious safety accidents; the other is that after the vehicle stops, the driver forgets to put the handbrake or emergency brake into the braking state, causing safety accidents such as the vehicle slipping. Summary of the Invention

[0004] To solve the problem of the inadaptability of the steering control method of the integral body all-wheel steering explosion-proof rubber-tyred vehicle used in coal mines underground, which is controlled by a handle, and the problem of the large turning radius caused by only front-wheel steering of the integral body explosion-proof rubber-tyred vehicle, the present invention provides a four-wheel steering integral body explosion-proof rubber-tyred vehicle steered by a steering wheel.

[0005] The present invention adopts the following technical solutions. A four-wheel steering integral body explosion-proof rubber-tyred vehicle steered by a steering wheel includes a narrow-body integral body, a spring suspension device, a power device, a front and rear four-wheel steering device steered by a steering wheel and having a steering system with forced centering, and a full-hydraulic braking system with a parking brake two-way automatic reminder safety warning control. A front cab and a rear cab are arranged at the front and rear ends on the same side of the body. The power device is arranged adjacent to the front cab at the front end of the body. A passenger box is installed on the upper part of the body. A water replenishing tank and a hydraulic oil tank are installed behind the front cab. A lighting lamp and a signal lamp are installed on one side of the front face of the body.

[0006] Further, the passenger compartment includes a rear door opened at the rear side for the driver and passengers to get on and off, an emergency escape door for personnel is provided on the left side of the front, there are two longitudinal long seats inside, the foot area is sunken, and two detachable inspection plates are opened on the bottom plate at the foot area. Windows are provided around the passenger compartment, and a mesh guard is installed on the windows. A horn button is installed beside the inner side of the rear door for the driver and passengers to communicate with the driver when getting on and off the vehicle. A lighting lamp and a signal lamp are installed beside the rear door, and a notch for installing the rear cab is provided in the passenger compartment.

[0007] Further, the power source of the power device is a high-pressure common rail explosion-proof diesel engine. The diesel engine is controlled by an electric throttle pedal. The output port of the diesel engine is connected to a hydraulic pump, the hydraulic pump is connected to a hydraulic motor, the hydraulic motor is installed on the transfer case, and front and rear drive shafts are connected to the transfer case. The front drive shaft is connected to the front axle, and the rear drive shaft is connected to the rear axle.

[0008] Further, the steering system includes a steering gear pump for providing hydraulic power; A relief valve is connected to the steering gear pump for setting the output pressure of the steering gear pump; A front-driving steering assembly and a rear-driving steering assembly. The front-driving steering assembly includes a front-driving priority valve and a front-driving steering gear for independently controlling the steering of the explosion-proof rubber-tyred vehicle by the front cab. The rear-driving steering assembly includes a rear-driving priority valve and a rear-driving steering gear for independently controlling the steering of the explosion-proof rubber-tyred vehicle by the rear cab; A front and rear driving isolation valve is connected to the steering gear pump and the front-driving priority valve and the rear-driving priority valve for switching between the front-driving steering assembly and the rear-driving steering assembly; A front axle steering cylinder and a rear axle steering cylinder are respectively arranged on the front and rear axles for driving the wheels of the front and rear axles to deflect; A forced centering control device. The front-driving steering gear and the rear-driving steering gear are connected to the front axle steering cylinder and the rear axle steering cylinder through the forced centering control device to control the synchronous steering and forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder.

[0009] Further, the forced centering control device is provided with a control valve for switching between the synchronous steering and the forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder. The front-driving steering gear is provided with an oil port L1 and an oil port R1, the rear-driving steering gear is provided with an oil port L2 and an oil port R2, the front axle steering cylinder is provided with an oil port CK1 and an oil port JK1, the rear axle steering cylinder is provided with an oil port CK2 and an oil port JK2. The oil port L1 is communicated with the oil port R2 and the oil port CK2, the oil port L2 is communicated with the oil port R1 and the oil port CK1. When the control valve switches to the synchronous steering of the front axle steering cylinder and the rear axle steering cylinder, the oil port JK1 is communicated with the oil port JK2. When the control valve switches to the forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder, the oil port JK1 is communicated with the oil port CK2, and the oil port JK2 is communicated with the oil port CK1.

[0010] Further, turn the front steering gear or the rear steering gear to one side to the full lock position, so that the front axle steering cylinder and the rear axle steering cylinder reach the maximum stroke simultaneously to force centering.

[0011] Further, the full hydraulic braking system includes a variable pump, the displacement of which is adjusted by the swash plate angle. The swash plate is mechanically connected to the variable cylinder. The variable pump drives the variable motor to rotate forward and backward through positive / negative displacement to realize the forward and backward movement of the vehicle. The rear axle of the variable pump is drivingly connected to Gear Pump I and Gear Pump II; The variable cylinder is driven by hydraulic oil to push the swash plate to change the angle and is controlled by the variable reversing valve; The variable reversing valve is a proportional valve, and its opening degree is determined by the control pressures Y1 / Y2 to adjust the oil path direction from Gear Pump I to the variable cylinder; The main pilot control valve and the co-pilot pilot control valve are proportional pressure reducing valves, which output the pressure oil of the gear pump to Y1 / Y2 according to the operation ratio; The pneumatic control switching valve switches the control rights of the main and co-pilot to ensure that only one cab can operate; The main and co-pilot switching valve is a pneumatic valve, which controls the position of the pneumatic control switching valve through compressed air; Shuttle Valve I and Shuttle Valve II merge the main / co-pilot control signals to Y1 / Y2 to ensure one-way signal transmission; Gear Pump II provides a hydraulic source for the braking system and fills the accumulator with liquid through a filling valve; The parking brake is spring-actuated and hydraulically released, and is connected to the accumulator through the pneumatic control reversing valve II; The main driver parking brake valve and the co-pilot parking brake valve control the path of the pressure oil of the accumulator to the pneumatic control reversing valve II; The main driver emergency brake valve and the co-pilot emergency brake valve pneumatically control the switching of the pneumatic control reversing valve II and can force braking in an emergency; Pressure Sensor I detects the control pressures Y1 / Y2 of the variable pump to judge whether the vehicle is in gear; Pressure Sensor II detects the pressure of the parking brake to judge whether the braking is released.

[0012] Further, it includes Pressure Gauge II and Pressure Gauge III, which are respectively installed on the main driver instrument and the co-pilot instrument to display the main / co-pilot brake release pressure. The P port of the main driver parking brake valve is connected to the accumulator, and the outlet A is connected to the P port of the co-pilot parking brake valve. The outlet A of the co-pilot parking brake valve is connected to the P port of the pneumatic control reversing valve II. The outlet A of the pneumatic control reversing valve II is connected to the parking brake, and this port is simultaneously connected to Pressure Gauge II, Pressure Gauge III and Pressure Sensor II. The port 1 of the main driver emergency brake valve is connected to the air source, and the outlet 2 is connected to the port 1 of the co-pilot emergency brake valve. The port 2 of the co-pilot emergency brake valve is connected to the K port of the pneumatic control reversing valve II.

[0013] Further, port 1 of shuttle valve Ⅰ is connected to port 2 of the main driver's pilot control valve, port 1 of shuttle valve Ⅰ is also connected to port 2 of the co-driver's pilot control valve, port 3 of shuttle valve Ⅰ is connected to port Y1 of the variable reversing valve, port 1 of shuttle valve Ⅱ is connected to port 1 of the main driver's pilot control valve, port 2 of shuttle valve Ⅱ is connected to port 1 of the co-driver's pilot control valve, port 3 of shuttle valve Ⅱ is connected to port Y2 of the variable reversing valve, port 3 of shuttle valve Ⅱ is connected to port 1 of shuttle valve Ⅲ and port Y1 of the variable reversing valve, port 3 of shuttle valve Ⅰ is connected to port 2 of shuttle valve Ⅲ and port Y2 of the variable reversing valve, and port 3 of shuttle valve Ⅲ is connected to pressure sensor Ⅰ.

[0014] Further, it includes a controller which is electrically connected to pressure sensor Ⅰ and pressure sensor Ⅱ. When the controller detects signals from both pressure sensor Ⅰ and pressure sensor Ⅱ, the vehicle can move forward normally. When there is no pressure in pressure sensor Ⅰ and there is pressure in pressure sensor Ⅱ, the vehicle is in neutral gear and the parking brake is in the brake release position, and the controller issues an alarm signal. When there is pressure in pressure sensor Ⅰ and no pressure in pressure sensor Ⅱ, the vehicle has engaged the forward or reverse gear, but the parking brake is in the braking position, and at this time the controller issues an alarm signal.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. The explosion-proof vehicle adopts a narrow-body integral body and is steered by a steering wheel, which can meet the driving habits of drivers. The front and rear axles have four-wheel steering, with flexible steering, greatly reducing the turning radius of the vehicle.

[0016] 2. The forced centering control device can forcibly adjust the front and rear steering when there is inconsistency in the front and rear steering during the vehicle operation, avoiding serious wear of the tires caused by the vehicle running off track due to inconsistent steering and affecting the driving comfort, and reducing potential safety hazards.

[0017] 3. The full-hydraulic braking system cleverly collects pressure signals from two systems, implements different types of sound and light prompts through different types of pressure comparisons, realizes two-way reminders for the driver to release the brake and apply the brake, avoids the ignition phenomenon caused by the sintering of the friction plate due to high temperature when the vehicle moves without releasing the brake, and on the other hand reminds the driver to apply the parking brake after parking, avoiding the vehicle running away due to forgetting to pull the parking brake after parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is the front view structure diagram of the whole of the present invention; Figure 2 It is the top view structure diagram of the whole of the present invention; Figure 3 It is the structure schematic diagram of the passenger compartment of the present invention; Figure 4 It is the control principle diagram of the steering system of the present invention; Figure 5This is the control schematic diagram of the full hydraulic braking system of the present invention.

[0019] In the figure: 1. Body; 2. Front cab; 3. Spring suspension device; 4. Power device; 4-1. Transfer case; 4-2. Hydraulic motor; 4-3. Rear drive shaft; 4-4. Front drive shaft; 5. Steering system; 5-1. Steering gear pump; 5-2. Relief valve; 5-3. Front and rear cab isolation valve; 5-4. Rear driver priority valve; 5-5. Front driver priority valve; 5-6. Front driver steering gear; 5-7. Rear driver steering gear; 5-8. Front axle steering cylinder; 5-9. Forced centering control device; 5-10. Rear axle steering cylinder; 6. Full hydraulic braking system; 6-1. Variable pump; 6-2. Variable cylinder; 6-3. Variable reversing valve; 6-4. Main driver pilot control valve; 6-5. Co-driver pilot control valve; 6-6. Pneumatic control reversing valve I; 6-7. Shuttle valve I; 6-8. Shuttle valve II; 6-9. Shuttle valve III; 6-10. Pressure sensor I; 6-11. Gear pump I; 6-12. Gear pump II; 6-13. Variable motor; 6-14. Fill valve; 6-15. Accumulator; 6-16. Main driver parking brake valve; 6-17. Co-driver parking brake valve; 6-18. Pneumatic control reversing valve II; 6-19. Pressure gauge I; 6-20. Pressure gauge II; 6-21. Pressure gauge III; 6-22. Pressure sensor II; 6-23. Relief valve I; 6-24. Main and co-driver switching valve; 6-25. Throttle valve I; 6-26. Throttle valve II; 6-27. Main driver emergency brake valve; 6-28. Air source; 6-29. Co-driver emergency brake valve; 6-30. Parking brake; 7. Passenger compartment; 7-1. Emergency escape door; 7-2. Guard net; 7-3. Girder frame; 7-4. Notch; 7-5. Rear door; 7-6. Foot area; 7-7. Signal and lighting; 7-8. Long bench; 8. Rear cab; 9. Safety start and electrical system; 10. Make-up water tank; 11. Hydraulic oil tank; 12. Exhaust gas treatment tank; 13. Gas cylinder. Detailed implementation mode

[0020] In order to better understand the purpose, structure and function of the present invention, the following further describes in detail a four-wheel steering integral body explosion-proof rubber-tyred vehicle with a steering wheel operation in conjunction with the attached drawings.

[0021] As Figure 1 and Figure 2As shown in the figure, a four-wheel-steering integral body explosion-proof rubber-tyred vehicle steered by a steering wheel includes a narrow integral body 1, a front cab 2, a spring suspension device 3, a power device 4, a front and rear four-wheel-steering device steered by a steering wheel and a steering system 5 with forced centering, a full-hydraulic braking system 6 with a parking brake two-way automatic reminder safety warning control, a passenger compartment 7, a rear cab 8, a safety start and electrical system 9, a water replenishing tank 10, a hydraulic oil tank 11, an exhaust gas treatment tank 12 and a gas tank 13.

[0022] The body 1 adopts a welded structure of transverse and longitudinal beams. The front cab 2 and the rear cab 8 are welded to the front and rear ends on the same side of the body 1. The power device 4 is installed on the adjacent side of the front end of the body 1 and the front cab 2. The exhaust gas treatment tank 12 and the gas tank 13 are installed on both sides of the body 1. The passenger compartment 7 is installed on the upper part of the vehicle body. The water replenishing tank 10 and the hydraulic oil tank 11 are installed behind the front cab 2. A cover is installed above the power device 4, and a lighting lamp and a signal lamp are installed on one side of the front face of the body 1.

[0023] The driver's door of the front cab 2 is an outward-opening type. Various instruments, buttons, a steering wheel, a reversing handle, a parking brake handle and a display screen are installed on the instrument panel; a brake pedal and an accelerator pedal are installed below the instrument panel, and a master switch is installed on the right side panel. Accessories such as seats, protection devices and fire extinguishers are installed inside. The cab has a ceiling, a windshield and a pneumatically controlled windshield wiper. On the instrument panel of the rear cab 8, a master switch, a steering wheel, instruments and buttons are installed; a brake pedal and an accelerator pedal are installed below the instrument panel; a seat is installed inside. The door is symmetrically arranged with the driver's seat, and the ceiling, windshield and windshield wiper are common with the front cab.

[0024] As Figure 3 shown, the passenger compartment 7 includes a surrounding beam frame 7-3 of the main body structure. Windows are arranged around the passenger compartment 7. The driver and passenger access door of the passenger compartment 7 is opened at the rear side of the passenger compartment 7, that is, the rear door 7-5. An emergency escape door 7-1 for personnel is provided on the left side of the front. There are two longitudinal long seats 7-8 inside. The footrest area 7-6 sinks, making the passengers more comfortable; two removable inspection plates are opened on the bottom plate of the footrest area, which is convenient for maintaining hydraulic components and other components installed on the vehicle body under the passenger compartment; a mesh protection net 7-2 is installed on the window to ensure the safety of the passengers; a horn button 7-9 is installed beside the inner side of the rear door 7-5 for the driver and passengers to communicate with the driver when getting on and off the vehicle; the opening of the rear door 7-5 is controlled by the driver, and the vehicle can only be started when the rear door 7-5 is closed; a lighting lamp and a signal lamp 7-7 are installed beside the rear door 7-5. A corner of the passenger compartment 7 is cut off to form a notch 7-4 to leave enough space for installing the rear cab 8.

[0025] As Figure 1As shown, the power source of the power unit 4 is a high-pressure common rail explosion-proof diesel engine, which is controlled by an electronic accelerator pedal by the driver. A hydraulic pump is connected to the output port of the diesel engine. Specifically, the hydraulic pump is a variable piston pump. A hydraulic motor 4-2 and front and rear drive shafts are connected to the transfer case 4-1. The hydraulic motor 4-2 is installed on the transfer case 4-1. The transmission route is a hydraulic-mechanical all-wheel drive. The front drive shaft 4-4 is connected to the front axle, and the rear drive shaft 4-3 is connected to the rear axle. The transmission route is hydraulic pump → hydraulic motor 4-2 → transfer case 4-1 → front and rear drive shafts + front and rear steering drive axles.

[0026] Both the front and rear axles are steering drive axles, and double-extending rod steering hydraulic cylinders are installed on both the front and rear axles. Steering control is carried out through the steering system 5. As Figure 4 shown, the steering system 5 has two independent sets of priority valves and steering gears. Two independent steering wheels are installed in the front and rear cabs. There are independent steering cylinders on the front and rear axles. There is a forced centering control device 5-9 between the steering cylinders. The power source is a steering gear pump 5-1. There is a front and rear cab isolation valve 5-3 between the front and rear cab operations.

[0027] Specifically, the pressure output by the steering gear pump 5-1 is set by the relief valve 5-2; the switching of the front and rear cab isolation valve 5-3 is controlled to the rear cab after the air source is connected through the Z port. The default state of the explosion-proof driving vehicle is that the front cab is used for operation. There are independent priority valves and steering gears for the front and rear cab operations.

[0028] When the front cab is operated, the pressurized oil output by the steering gear pump 5-1 reaches the P1 port and CF1 port of the front-driving priority valve 5-5 through the P port and A port of the front-rear driving isolation valve 5-3, and then reaches the P3 port of the front-driving steering gear 5-6. The load sensing LS3 port of the front-driving steering gear 5-6 is connected to the load sensing port LS1 of the front-driving priority valve 5-5. When the front-driving steering wheel is turned to the left, the front-driving steering gear 5-6 starts to work. The pressurized oil P3 passes through the steering gear spool and then enters port 3 of the forced centering control device 5-9 through port L1. Port 3 is connected to ports 2 and 1. Port 2 is connected to the R2 port of the rear-driving steering gear 5-7. At this time, the R2 port is in a blocked state. Port 1 is connected to the CK2 port of the rear axle steering cylinder 5-10, pushing the piston rod of the rear axle steering cylinder 5-10 to extend downward, driving the rear axle to turn right. The pressurized oil in the lower piston rod chamber of the rear axle steering cylinder 5-10 enters port 7 of the forced centering control device 5-9 through the outlet JK2. Port 7 enters the upper piston rod chamber JK1 port of the front axle steering cylinder 5-8 through the P port, T port, and port 8 of the forced centering control device 5-9, pushing the piston rod to extend downward, driving the front axle to turn left. The pressurized oil in the lower piston rod chamber reaches port 4 of the forced centering control device 5-9 through port CK1. Port 4 is connected to ports 5, 6, and B. Port B is blocked. Port 5 is connected to the L2 port of the rear-driving steering gear 5-7. Port 6 is connected to the R1 of the front-driving steering gear 5-6. The front axle steering cylinder 5-8 turns left, and the rear axle steering cylinder 5-10 turns right, realizing the left turn of the vehicle.

[0029] When the steering wheel is turned to the right in the front driver's cab, the front-driving steering gear 5-6 starts to work. The pressurized oil P3 passes through the steering gear spool and then enters port 6 of the forced centering control device 5-9 through port R1. Port 6 is connected to ports 5 and 4. Port 5 is connected to the L2 port of the rear-driving steering gear 5-7. At this time, the L2 port is in a blocked state. Port 4 is connected to the CK1 port of the front axle steering cylinder 5-8, pushing the piston rod of the front axle steering cylinder 5-8 to extend upward, driving the front axle to turn right. The pressurized oil in the upper piston rod chamber of the front axle steering cylinder 5-8 enters port 8 of the forced centering control device 5-9 through the outlet JK1. Port 8 enters the lower piston rod chamber JK2 port of the rear axle steering cylinder 5-10 through the T port, P port, and port 7 of the forced centering control device 5-9, pushing the piston rod to extend upward, driving the rear axle to turn left. The pressurized oil in the upper piston rod chamber reaches port 1 of the forced centering control device 5-9 through port CK2. Port 1 is connected to ports 2, 3, and A. Port A is blocked. Port 2 is connected to the R2 port of the rear-driving steering gear 5-7. Port 3 is connected to the L1 of the front-driving steering gear 5-6. The front axle steering cylinder 5-8 turns right, and the rear axle steering cylinder 5-10 turns left, realizing the right turn of the vehicle.

[0030] When operating from the rear cab, first supply compressed air to port Z of the front-rear driving isolation valve 5-3. After ventilation, the valve changes direction to the right position, that is, port P of the valve is connected to port B. At this time, the high-pressure oil output by the steering gear pump 5-1 reaches port P2 and port CF2 of the rear-driving priority valve 5-4 through port P and port B of this valve, and then reaches port P4 of the rear-driving steering gear 5-7. The load sensing LS4 port of the rear-driving steering gear 5-7 is connected to the load sensing port LS2 of the rear-driving priority valve 5-4. When turning the rear-driving steering wheel to the left, the rear-driving steering gear 5-7 starts to work. The pressure oil P4 passes through the steering gear spool and then enters port 5 of the forced centering control device 5-9 through port L2. Port 5 is connected to port 6, port 4. Port 6 is connected to port R1 of the front-driving steering gear 5-6. At this time, port R1 is in a blocked state. Port 4 is connected to port CK1 of the front axle steering cylinder 5-8, pushing the piston rod of the front axle steering cylinder 5-8 to extend upward, driving the front axle to turn left. The pressure oil in the piston rod chamber of the front axle steering cylinder 5-8 enters port 8 of the forced centering control device 5-9 through outlet JK1. Port 8 enters the lower piston rod chamber JK2 of the rear axle steering cylinder 5-10 through port T, port P, port 7 of the forced centering control device 5-9, pushing the piston rod to extend upward, pushing the rear axle to turn right. The pressure oil in the upper piston rod chamber enters port 1 of the forced centering control device 5-9 through port CK2. Port 1 is connected to port 2, port 3, port A. Port A is blocked. Port 2 is connected to R2 of the rear-driving steering gear 5-7. Port 3 is connected to L1 of the front-driving steering gear 5-6. The left turn of the vehicle is realized. When operating from the rear cab, it is exactly the opposite of operating from the front cab. The front axle becomes the rear axle relatively, and the rear axle becomes the front axle relatively.

[0031] When turning the steering wheel to the right in the rear cab, the rear-driving steering gear 5-7 starts to work. The pressure oil P4 passes through the steering gear spool and then enters port 2 of the forced centering control device 5-9 through port R2. Port 2 is connected to port 1, port 3. Port 3 is connected to port L1 of the front-driving steering gear 5-6. At this time, port L1 is in a blocked state. Port 1 is connected to port CK2 of the rear axle steering cylinder 5-10, pushing the piston rod of the rear axle steering cylinder 5-10 to extend downward, driving the rear to turn right. The pressure oil in the piston rod chamber of the rear axle steering cylinder 5-10 enters port 7 of the forced centering control device 5-9 through outlet JK2. Port 7 enters the upper piston rod chamber JK1 of the front axle steering cylinder 5-8 through port P, port T, port 8 of the forced centering control device 5-9, pushing the piston rod to extend downward, pushing the front axle to turn left. The pressure oil in the lower piston rod chamber enters port 4 of the forced centering control device 5-9 through port CK1. Port 4 is connected to port 6, port 5, port B. Port B is blocked. Port 6 is connected to R1 of the front-driving steering gear 5-6. Port 5 is connected to L2 of the rear-driving steering gear 5-7. The right turn of the vehicle is realized.

[0032] When the steering angles of the front and rear wheels are inconsistent after the vehicle has been running for a period of time, the steering wheels need to be forced to be centered. At this time, operate the handle of the forced centering control device 5-9 to reverse it to the right position. At this time, the P port is connected to the B port, the 4th port, the 5th port, and the 6th port, and the T port is connected to the A port, the 1st port, the 2nd port, and the 3rd port. At the same time, turn the steering wheel in the cab to the left or right to the full lock position. When turning to the left to the full lock position, the pressure oil enters the 5th port of the forced centering control device 5-9 through the L2 port of the rear cab steering gear 5-7. The 6th port is in a sealed state connected to the R1 of the front cab steering gear 5-6. The 4th port enters the CK1 port of the front axle steering cylinder 5-8 to make it move upward. The B port is connected to the P port and enters the JK2 port of the rear axle steering cylinder 5-10 to make it move upward. The front and rear axle steering cylinders reach the maximum stroke at the same time, that is, the front and rear axle steering cylinders are forced to extend in place, and the front and rear steering are consistent. Release the handle and operate the steering wheel to return the vehicle to the neutral position. The forced centering control device 5-9 can force the front and rear steering cylinders to act to the maximum stroke, realize the consistency of the steering of the front and rear steering cylinders, and ensure that the vehicle is centered and does not deviate.

[0033] The full hydraulic braking system 6 includes service braking, parking braking, and emergency braking. The service braking uses hydraulic braking and spring release; the emergency braking and parking braking share a brake, which is a spring-actuated hydraulically released wet safety type brake.

[0034] The service brake pedal valve, parking brake valve, and emergency brake push button valve are separately provided for the two cabs. The service brake is a hydraulic braking spring release type; the parking brake and the emergency brake share a brake, which is a spring-actuated hydraulically released type.

[0035] As Figure 5 shown, the full hydraulic braking system 6 includes a variable pump 6-1. The displacement change of the variable pump 6-1 is achieved by changing the angle of its swash plate. The swash plate is connected to the variable cylinder 6-2. The variable cylinder 6-2 is mechanically connected to the variable reversing valve 6-3. The opening degree of the variable reversing valve 6-3 changes in proportion to the magnitudes of the left and right control pressures Y1 and Y2. The pressures of Y1 and Y2 are proportionally output through the main driver pilot control valve 6-4 and the co-driver pilot control valve 6-5 in the main and co-driver cabs. The variable cylinder 6-2 outputs to the variable mechanism through the A port or B port of the variable reversing valve 6-3 to achieve the forward or reverse variable displacement output of the variable pump 6-1. The A port and B port of the variable reversing valve 6-3 are respectively connected to the variable cylinder 6-2 through the throttle valve I 6-25 and the throttle valve II 6-26.

[0036] A gear pump I 6-11 is integrated on the rear axle of the variable pump 6-1, and its pressure is set by the relief valve I 6-23. The pressure oil of the gear pump I 6-11 reaches the P port of the pneumatic control switching valve I 6-6. Under normal conditions, P is connected to A and reaches the P port of the main driver pilot control valve 6-4.

[0037] The main driver's pilot control valve 6-4 and the co-driver's pilot control valve 6-5 are switched through the pneumatic control reversing valve I 6-6, so that when the main driver's pilot control valve 6-4 operates, the co-driver's pilot control valve 6-5 cannot operate; or when the co-driver's pilot control valve 6-5 operates, the main driver's pilot control valve 6-4 cannot operate, avoiding misoperation between the main driver's and co-driver's cabs. The operation of the pneumatic control reversing valve I 6-6 is executed by the main and co-driver switching valve 6-24. The main and co-driver switching valve 6-24 adopts the form of pneumatic control of liquid. Since the pneumatic valve is small in volume and environmentally friendly, it is convenient to arrange in a narrow cab. In the normal state, the main and co-driver switching valve 6-24 is in the right position. At this time, the compressed air from the air source 6-28 reaches the blocked port 1 of this valve, the control port K of the pneumatic control reversing valve I 6-6 is communicated with ports 2 and 3 of this valve for exhaust, and the pneumatic control reversing valve I 6-6 is in the right position, that is, the P port is communicated with the A port to reach the P port of the main driver's pilot control valve 6-4, and the P port of the co-driver's pilot control valve 6-5 returns to the fuel tank for unloading through the B port and T port of the pneumatic control reversing valve I 6-6. At this time, the vehicle needs to be operated in the main cab. When it is necessary to operate in the co-driver's cab, first the main and co-driver switching valve 6-24 needs to be reversed to the left position. The compressed air from the air source 6-28 reaches the pilot port K port of the pneumatic control reversing valve I 6-6 through ports 1 and 2 of this valve, causing the pneumatic control reversing valve I 6-6 to be reversed to the left position. The pressure oil reaches the P port of the co-driver's pilot control valve 6-5 through the P port and B port, while the P port of the main driver's pilot control valve 6-4 returns to the fuel tank for unloading through the A port and T port of the pneumatic control reversing valve I 6-6.

[0038] When controlling the vehicle to move forward in the main driver's cab, push the main driver's pilot control valve 6-4 forward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 1, and reaches the Y1 port of the variable reversing valve 6-3 through ports 1 and 3 of the shuttle valve II 6-8, pushing the variable reversing valve 6-3 to be reversed to the left position. At this time, the pressure oil from the gear pump I 6-11 reaches the left side of the variable cylinder 6-2 through the P port and A port of this valve, and the variable pump 6-1 starts to work forward. When controlling the vehicle to reverse, push the main driver's pilot control valve 6-4 backward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 2, and reaches the Y2 port of the variable reversing valve 6-3 through ports 1 and 3 of the shuttle valve I 6-7, pushing the variable reversing valve 6-3 to be reversed to the right position. At this time, the pressure oil from the gear pump I 6-11 reaches the right side of the variable cylinder 6-2 through the P port and B port of this valve, and the variable pump 6-1 starts to work in reverse.

[0039] When controlling the vehicle to move forward inside the co-driver's seat, push the co-driver's pilot control valve 6-5 forward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 2, and then reaches the Y2 port of the variable reversing valve 6-3 through ports 2 and 3 of shuttle valve I 6-7, pushing the variable reversing valve 6-3 to reverse to the right position. At this time, the pressure oil from gear pump I 6-11 reaches the right side of the variable cylinder 6-2 through the P port and B port of this valve, and the variable pump 6-1 starts to work in reverse. When controlling the vehicle to reverse, push the co-driver's pilot control valve 6-5 backward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 1, and then reaches the Y1 port of the variable reversing valve 6-3 through ports 2 and 3 of shuttle valve II 6-8, pushing the variable reversing valve 6-3 to reverse to the left position. At this time, the pressure oil from gear pump I 6-11 reaches the left side of the variable cylinder 6-2 through the P port and A port of this valve, and the variable pump 6-1 starts to work in the forward direction.

[0040] The variable pump 6-1 is a two-way pump. When it works in the forward direction, it controls the forward driving speed of the vehicle through the accelerator pedal. When the variable pump 6-1 works in reverse, it controls the reverse driving speed of the vehicle through the accelerator pedal. The forward direction is the direction when driving inside the driver's seat. In the co-driver's seat, when the variable pump 6-1 works in reverse, it is the forward direction. The vehicle travels by driving the variable motor 6-13 to rotate forward and backward by this variable pump 6-1, realizing the forward and backward movement of the vehicle.

[0041] A gear pump II 6-12 is connected in series at the rear end of the variable pump 6-1, and the accumulator 6-15 is filled with liquid through the charging valve 6-14 to control the braking system of the vehicle. The driver's cab is equipped with a driver's parking brake valve 6-16 and a driver's emergency brake valve 6-27, and the co-driver's cab is equipped with a co-driver's parking brake valve 6-17 and a co-driver's emergency brake valve 6-29. The driver's instrument panel is equipped with a brake release pressure gauge II 6-20, and the co-driver's instrument panel is equipped with a brake release pressure gauge III 6-21.

[0042] The P port of the driver's parking brake valve 6-16 is connected to the accumulator 6-15, and the outlet A is connected to the P port of the co-driver's parking brake valve 6-17. The A port of the co-driver's parking brake valve 6-17 is connected to the P port of the pneumatic control reversing valve II 6-18. The outlet A of the pneumatic control reversing valve II 6-18 is connected to the parking brake 6-30, and this port is also connected to the pressure gauge II 6-20, the pressure gauge III 6-21 and the pressure sensor II 6-22.

[0043] Port 1 of the driver's emergency brake valve 6-27 is connected to the air source 6-28, and the outlet 2 is connected to port 1 of the co-driver's emergency brake valve 6-29. Port 2 of the co-driver's emergency brake valve 6-29 is connected to the K port of the pneumatic control reversing valve II 6-18.

[0044] The outlet of the gear pump II 6-12 is connected to the P port of the charging valve 6-14, and the A port of the charging valve is connected to the accumulator 6-15. The high-pressure oil generated by the gear pump II 6-12 fills the accumulator 6-15 through the charging valve 6-14, and the charging pressure is set by the charging valve 6-14.

[0045] When the vehicle is moving, first place the main driver's parking brake valve 6-16 and the co-driver's parking brake valve 6-17 in the brake release position, that is, both valves are in the left position. The pressurized oil in the accumulator 6-15 passes through the P port, A port of the main driver's parking brake valve 6-16, the P port, A port of the co-driver's parking brake valve 6-17 to the P port of the pneumatic control directional valve II 6-18. At the same time, pull up the main driver's emergency brake valve 6-27 and the co-driver's emergency brake valve 6-29, that is, these two valves are in the right position. The compressed air from the air source 6-28 passes through the port 1, port 2 of the main driver's emergency brake valve 6-27, the port 1, port 2 of the co-driver's emergency brake valve 6-29 to the K port of the pneumatic control directional valve II 6-18, pushing the valve to change direction to the lower position. The pressurized oil at the P port reaches the parking brake 6-30 through the A port, compressing the spring to release the brake. At this time, both the pressure gauge II 6-20 and the pressure gauge III 6-21 show the indication of the release pressure. The pressure sensor II 6-22 can monitor the pressure signal.

[0046] The port 3 of the shuttle valve II 6-8 is connected to the port 1 of the shuttle valve III 6-9 and the Y1 port of the variable directional valve 6-3. The port 3 of the shuttle valve I 6-7 is connected to the port 2 of the shuttle valve III 6-9 and the Y2 port of the variable directional valve 6-3. The port 3 of the shuttle valve III 6-9 is connected to the pressure sensor I 6-10.

[0047] When the vehicle is moving forward or backward, there is pressure at the Y1 port or Y2 port of the variable directional valve 6-3, that is, there is pressure at the port 1 or port 2 of the shuttle valve III 6-9. At this time, the port 3 of the shuttle valve III 6-9 outputs pressure, and the pressure sensor I 6-10 will have an output indication.

[0048] When the controller detects that both the pressure sensor I 6-10 and the pressure sensor II 6-22 have signals, the vehicle can move normally. When the pressure sensor I 6-10 has no pressure and the pressure sensor II 6-22 has pressure, the vehicle is in neutral, and the parking brake 6-30 is in the brake release position. The controller issues an audible and visual reminder to alert the driver to pull the handbrake to prevent forgetting to pull the handbrake after the vehicle stops. When the pressure sensor I 6-10 has pressure and the pressure sensor II 6-22 has no pressure, the vehicle has engaged the forward or reverse gear, but the parking brake 6-30 is in the braking position. At this time, the controller issues an audible and visual reminder to alert the driver that the vehicle is ready to move and not to forget to release the handbrake, which may cause wear and tear of the brake friction pads, high temperature and heat, leading to safety accidents.

[0049] The full hydraulic brake system 6 can remind the driver to operate through sound and light when the parking brake of the vehicle is not released or the handbrake is not pulled after parking. Specifically, when the vehicle is in gear, a voice prompt of "Please release the parking brake" is issued if the parking brake 6-30 is not released, and the prompt sound disappears when the brake is released. When the vehicle is in neutral, a voice prompt of "Please pull the handbrake" is issued to remind the driver. Ensure that the driver is reminded to release the brake before driving and apply the brake after parking, thereby ensuring the safety of vehicle operation.

[0050] The safety starting system includes the gas tank 13 and the auxiliary components on the gas tank 13 such as a safety valve, a one-way valve, a ball valve and a pneumatic control system, including a starter motor and a starter control valve, which respectively control the air horn, the diesel engine choke cylinder, the pneumatic wiper, the pneumatic emergency brake button, etc.

[0051] The electrical system controls lighting, explosion-proof diesel engine fuel injection device, throttle control, reversing image, and vehicle safety protection systems such as temperature sensors, water level sensors, pressure sensors and ECU control systems.

[0052] The explosion-proof rubber-tyred vehicle of this embodiment has a small turning radius, flexible operation, strong driving force, and strong climbing ability. The forced centering control device 5-9 can realize forced adjustment of the front and rear steering when the front and rear steering are inconsistent during the operation of the vehicle. The full hydraulic brake system 6 collects the pilot pressure and the control pressure signal entering the parking brake 6-30. The pressure sensor transmits the pressure signal to the controller for analysis and comparison, and then issues different alarm language prompts. When the vehicle parking brake is not released or the handbrake is not pulled after parking, the driver is reminded to operate through sound and light.

[0053] It is to be understood that the present invention is described by some embodiments, and it is known to those skilled in the art that various changes or equivalent substitutions may be made to these features and embodiments without departing from the spirit and scope of the present invention. In addition, under the teachings of the present invention, these features and embodiments may be modified to adapt to specific circumstances and materials without departing from the spirit and scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the scope of protection of the present invention.

Claims

1. A steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle, characterized in that: It includes a narrow body, a spring suspension device, a power unit, front and rear four-wheel steering devices operated by the steering wheel, a steering system with forced centering, and a full hydraulic brake system with automatic two-way parking brake safety warning control. A front cab and a rear cab are arranged at the front and rear ends of the same side of the body, the power unit is arranged on the adjacent side of the front cab at the front end of the body, a passenger box is installed on the upper part of the body, a water tank and a hydraulic oil tank are installed behind the front cab, and lighting and signal lights are installed on one side of the front face of the body.

2. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 1, characterized in that: The passenger compartment includes a rear door on the rear side for the driver and passengers to get on and off the vehicle. There is an emergency escape door for personnel on the left front side. There are two long longitudinal seats inside. The footrest area is sunken and two removable inspection panels are provided on the bottom plate of the footrest. Windows are arranged around the passenger compartment and mesh protective nets are installed on the windows. A horn button is installed on the inside of the rear door for the driver and passengers to communicate with the driver when getting on and off the vehicle. There are lighting and signal lights next to the rear door and the passenger compartment is provided with a gap for installing the rear cab.

3. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 1, characterized in that: The power source of the power unit is a high-pressure common rail explosion-proof diesel engine. The diesel engine driving is controlled by an electric accelerator pedal. The diesel engine output port is connected to a hydraulic pump, the hydraulic pump is connected to a hydraulic motor, and the hydraulic motor is installed on a transfer case. The transfer case is connected to front and rear drive shafts, the front drive shaft is connected to the front axle, and the rear drive shaft is connected to the rear axle.

4. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 1, characterized in that: The steering system includes a steering gear pump to provide hydraulic power; A relief valve, connected to the steering gear pump, is used to adjust the output pressure of the steering gear pump; Front-drive steering assembly and rear-drive steering assembly. The front-drive steering assembly includes a front-drive priority valve and a front-drive steering gear, which are used for the front cab to independently control the steering of the explosion-proof rubber-wheeled vehicle. The rear-drive steering assembly includes a rear-drive priority valve and a rear-drive steering gear, which are used for the rear cab to independently control the steering of the explosion-proof rubber-wheeled vehicle. Front and rear driving isolation valves, connected to the steering gear pump and the front driving priority valve and the rear driving priority valve, are used to switch the front driving steering assembly and the rear driving steering assembly; The front axle steering cylinder and the rear axle steering cylinder are respectively arranged on the front and rear axles to drive the wheels of the front and rear axles to deflect; The forced centering control device, the front driving steering gear and the rear driving steering gear are connected with the front axle steering cylinder and the rear axle steering cylinder through the forced centering control device, so as to control the synchronous steering and forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder.

5. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 4, characterized in that: The forced centering control device is provided with a control valve for switching the synchronous steering and forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder. The front driving steering gear is provided with oil port L1 and oil port R1, the rear driving steering gear is provided with oil port L2 and oil port R2, the front axle steering cylinder is provided with oil port CK1 and oil port JK1, the rear axle steering cylinder is provided with oil port CK2 and oil port JK2, the oil port L1 is connected with the oil port R2 and the oil port CK2, the oil port L2 is connected with the oil port R1 and CK1, when the control valve switches to the synchronous steering of the front axle steering cylinder and the rear axle steering cylinder, the oil port JK1 is connected with the oil port JK2, when the control valve switches to the forced synchronous centering of the front axle steering cylinder and the rear axle steering cylinder, the oil port JK1 is connected with the oil port CK2, and the oil port JK2 is connected with the oil port CK1.

6. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 5, characterized in that: The front steering gear or the rear steering gear is turned to one side to make the front axle steering cylinder and the rear axle steering cylinder reach the maximum stroke at the same time to force centering.

7. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 1, characterized in that: The full hydraulic brake system includes a variable displacement pump, whose displacement is adjusted by the angle of the swash plate. The swash plate is mechanically connected to the variable cylinder. The variable displacement pump drives the variable motor forward and reverse through the forward / reverse displacement to realize the forward and reverse movement of the vehicle. The rear axle transmission of the variable displacement pump connects the gear pump I and the gear pump II. The variable cylinder is driven by hydraulic oil to push the swash plate to change its angle and is controlled by the variable reversing valve; Variable reversing valve, proportional valve, the opening is determined by the control pressure Y1 / Y2, adjusting the oil circuit direction from gear pump I to the variable cylinder; The main pilot control valve and the co-pilot pilot control valve, and the proportional pressure reducing valve, output the gear pump pressure oil to Y1 / Y2 according to the operating ratio; The air-controlled switching valve switches the control of the main and co-pilot to ensure that only one cab can be operated; The main and co-pilot switching valves are pneumatic valves, and the position of the pneumatic switching valves is controlled by compressed air; Shuttle valve I and shuttle valve II combine the main / co-pilot control signals to Y1 / Y2 to ensure unidirectional signal transmission; Gear pump II, which provides hydraulic source for the brake system and fills the accumulator through the charging valve; Parking brake, spring applied, hydraulically released, connected to the accumulator via air-controlled reversing valve II; The driver's parking brake valve and the passenger's parking brake valve control the path of the accumulator pressure oil to the air-controlled reversing valve II; The driver's emergency brake valve and the co-driver's emergency brake valve pneumatically control the switching of the pneumatic reversing valve II, which can force braking in an emergency; Pressure sensor I, detects variable pump control pressure Y1 / Y2 to determine whether the vehicle is in gear; Pressure sensor II detects parking brake pressure and determines whether the brake is released.

8. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 7, characterized in that: It includes a pressure gauge II and a pressure gauge III, which are respectively installed on the main driver's instrument and the co-driver's instrument to display the main / co-driver's brake release pressure. The P port of the main driver's parking brake valve is connected to the accumulator, and the outlet A is connected to the P port of the co-driver's parking brake valve. The outlet A of the co-driver's parking brake valve is connected to the P port of the air-controlled reversing valve II. The outlet A of the air-controlled reversing valve II is connected to the parking brake. The port is also connected to the pressure gauge II, the pressure gauge III and the pressure sensor II. The port 1 of the main driver's emergency brake valve is connected to the air source, the outlet 2 is connected to the port 1 of the co-driver's emergency brake valve, and the port 2 of the co-driver's emergency brake valve is connected to the K port of the air-controlled reversing valve II.

9. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 8, characterized in that: Port 1 of shuttle valve Ⅰ is connected to port 2 of the main driver pilot control valve, port 1 of shuttle valve Ⅰ is connected to port 2 of the assistant driver pilot control valve, port 3 of shuttle valve Ⅰ is connected to port Y1 of the variable directional control valve, port 1 of shuttle valve Ⅱ is connected to port 1 of the main driver pilot control valve, port 2 of shuttle valve Ⅱ is connected to port 1 of the assistant driver pilot control valve, port 3 of shuttle valve Ⅱ is connected to port Y2 of the variable directional control valve, port 3 of shuttle valve Ⅱ is connected to port 1 of shuttle valve Ⅲ and port Y1 of the variable directional control valve, port 3 of shuttle valve Ⅰ is connected to port 2 of shuttle valve Ⅲ and port Y2 of the variable directional control valve, and port 3 of shuttle valve Ⅲ is connected to pressure sensor Ⅰ.

10. The steering wheel-operated four-wheel steering integral body explosion-proof rubber-wheeled vehicle according to claim 9, characterized in that: It includes a controller, which is electrically connected to pressure sensor I and pressure sensor II. When the controller detects that both pressure sensor I and pressure sensor II have signals, the vehicle can run normally. When pressure sensor I has no pressure and pressure sensor II has pressure, the vehicle is in neutral and the parking brake is in the brake release position, and the controller sends out an alarm signal; when pressure sensor I has pressure and pressure sensor II has no pressure, the vehicle has been engaged in forward or reverse gear, but the parking brake is in the braking position, and the controller sends out an alarm signal.

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