Full-hydraulic steering buffer system

Abstract

The invention discloses a full-hydraulic steering buffer system in the technical field of slag pot carriers. The full-hydraulic steering buffer system comprises a steering gear, a flow amplification valve group, a steering oil cylinder, an energy accumulator and a steering buffer valve group, the steering gear is connected with the flow amplification valve group; the flow amplification valve group is connected with the steering oil cylinder; an LS port of the steering buffer valve group is connected with an LS port of the steering gear, and a T0 port, a CR port and a CL port of the steering buffer valve group are connected with a T port, a CR port and a CL port of the flow amplification valve group; the steering buffer valve group comprises a pressure compensation valve, a liquid resistance type energy consumption valve and a high-pressure selection valve, an inlet of the pressure compensation valve is connected with a P0 port of the steering buffer valve group and an output port of the high-pressure selection valve, and a spring cavity control port of the pressure compensation valve is connected with an LS port of the steering buffer valve group; and the energy accumulator is connected with a port P0 of the steering buffer valve group. The mode that energy storage is matched with liquid resistance overflow is adopted, the impact force during steering braking can be effectively reduced, the stability of steering operation is improved, and the steering comfort degree of manual driving is improved.

Description

Technical Field

[0001] This invention relates to the field of tanker truck technology, and more specifically to a fully hydraulic steering and buffer system. Background Technology

[0002] The steering system is one of the most important systems in engineering vehicles, affecting the overall safety, comfort, and handling stability. As the application of fully hydraulic steering systems in engineering vehicles becomes increasingly widespread, some performance shortcomings that have become apparent in these systems are gradually attracting industry attention, such as high-speed instability, low-speed heaviness, large braking impact, and high system energy consumption.

[0003] The impact on the steering system mainly originates from load fluctuations, oil flow fluctuations, and inertial impacts during steering deceleration and braking. Existing conventional technologies primarily employ relief valves, proportional multi-way valves, and limit switches at extreme steering positions, ultimately achieving buffering through rigid or elastic limits. However, the buffering performance of these technologies has limitations. For example, relief valves have high pressure settings, primarily functioning as safety valves, and their actual buffering capacity is limited. Limit switches and elastic limits only function at steering limits, and vibration remains noticeable. Therefore, existing hydraulic steering buffering technologies suffer from limited buffering functionality, either during or at the end of a process, and relatively high energy consumption.

[0004] Therefore, how to improve the steering cushioning function of the fully hydraulic steering system and reduce energy consumption has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a fully hydraulic steering damping system to improve the steering damping function of a fully hydraulic steering system.

[0006] The technical solution adopted in this invention is as follows: a fully hydraulic steering damping system, comprising: a steering gear, a flow amplification valve group, a steering cylinder, an accumulator, and a steering damping valve group; the steering gear is connected to the flow amplification valve group; the flow amplification valve group is connected to the steering cylinder; the LS port of the steering damping valve group is connected to the LS port of the steering gear, the T0 port of the steering damping valve group is connected to the T port of the flow amplification valve group, and the CR and CL ports of the steering damping valve group are connected to the CR and CL ports of the flow amplification valve group; the steering damping valve group includes a pressure compensation valve, a hydraulic resistance energy dissipation valve, and a high-pressure selection valve; the inlet of the pressure compensation valve is connected to the P0 port of the steering damping valve group and the output port of the high-pressure selection valve, and the spring chamber control port of the pressure compensation valve is connected to the LS port of the steering damping valve group; the two input ports of the high-pressure selection valve are connected to the CR and CL ports of the steering damping valve group; the inlet of the hydraulic resistance energy dissipation valve is connected to the outlet of the pressure compensation valve, and the outlet of the hydraulic resistance energy dissipation valve is connected to the T0 port of the steering damping valve group; the accumulator is connected to the P0 port of the steering damping valve group.

[0007] Preferably, the liquid resistance energy-consuming valve is a damping valve or an overflow valve.

[0008] Preferably, the hydraulic resistance energy-consuming valve includes a fixed damping valve and an adjustable damping valve. The inlet of the fixed damping valve is connected to the outlet of the pressure compensation valve, the inlet of the adjustable damping valve is connected to the outlet of the fixed damping valve, and the outlet of the adjustable damping valve is connected to the T0 port of the steering buffer valve assembly.

[0009] Preferably, the steering buffer valve assembly further includes a first check valve, the inlet of which is connected to the outlet of the fixed damping valve, and the outlet of which is connected to the spring chamber control port of the pressure compensation valve.

[0010] Preferably, the fully hydraulic steering damping system further includes a one-way damping valve, the inlet of which is connected to the LS port of the steering gear, and the outlet of which is connected to the spring chamber control port of the pressure compensation valve.

[0011] Preferably, the high-pressure selector valve is a shuttle valve.

[0012] Preferably, the steering buffer valve assembly further includes a solenoid directional valve and a sequence valve. The inlet of the solenoid directional valve is connected to the inlet of the pressure compensation valve, the outlet of the solenoid directional valve is connected to the inlet of the sequence valve, the outlet of the sequence valve is connected to the P1 port of the steering buffer valve assembly, and the P1 port of the steering buffer valve assembly is connected to the P port of the steering gear.

[0013] Preferably, the steering buffer valve assembly further includes a bypass relief valve, the inlet of which is connected to the inlet of the pressure compensation valve, and the outlet of which is connected to the outlet of the liquid resistance energy-consuming valve.

[0014] Preferably, the accumulator is a bladder accumulator, the bladder accumulator has an inflation pressure of 6MPa-8MPa, and the pressure difference of the pressure compensation valve is 2MPa.

[0015] Preferably, the automatic energy release trigger condition of the accumulator is a steering condition identification signal superimposed with a throttle trigger signal or a brake trigger signal.

[0016] The beneficial effects of this invention are:

[0017] This invention employs a combination of energy storage and hydraulic resistance overflow. It utilizes a pressure compensation valve to build up steering load and unload steering pressure during steering braking. The accumulator absorbs the high pressure generated by braking impact in the steering system, which is then released through the pressure difference of the pressure compensation valve and the hydraulic resistance overflow return oil of the hydraulic resistance energy dissipation valve. By adjusting the spring pressure difference of the pressure compensation valve and the hydraulic resistance of the hydraulic resistance energy dissipation valve, precise buffering of the steering system can be achieved. This effectively reduces the impact force during steering braking, improves the smoothness of steering operation, and enhances the comfort of manual steering. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the fully hydraulic steering buffer system of the present invention;

[0019] Figure 2 This is a schematic diagram of the steering buffer valve assembly;

[0020] Figure 3 This is a schematic diagram of the steering linkage mechanism.

[0021] Explanation of the reference numerals in the figure:

[0022] 1. Steering gear; 2. Third check valve; 3. Left turn limit solenoid valve; 4. Flow amplification valve assembly; 41. Pressure relief valve; 5. Steering cylinder; 51. Left turn steering cylinder; 52. Right turn steering cylinder; 6. Accumulator; 7. Steering buffer valve assembly; 71. High pressure selector valve; 72. First check valve; 73. Second check valve; 74. Pressure compensation valve; 75. Solenoid directional valve; 76. Sequence valve; 77. Bypass relief valve; 78. Hydraulic resistance energy dissipation valve; 78a. Fixed damping valve; 78b. Adjustable damping valve; 8. Right turn limit solenoid valve; 9. One-way damping valve; 10. Rear support; 11. Left rear link; 12. Left front link; 13. Front support; 14. Right front link; 15. Right rear link. Detailed Implementation

[0023] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. These embodiments are for illustrative purposes only and are not intended to limit the scope of the invention.

[0024] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0025] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0026] Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0027] Examples, such as Figure 1 , Figure 2 and Figure 3 As shown, a fully hydraulic steering damping system includes: a steering gear 1, a flow amplification valve group 4, a steering cylinder 5, an accumulator 6, and a steering damping valve group 7.

[0028] The steering gear 1 is connected to the flow amplification valve group 4.

[0029] The flow amplification valve assembly 4 is connected to the steering cylinder 5.

[0030] The LS port of the steering buffer valve group 7 is connected to the LS port of the steering gear 1, the T0 port of the steering buffer valve group 7 is connected to the T port of the flow amplification valve group 4, and the CR and CL ports of the steering buffer valve group 7 are connected to the CR and CL ports of the flow amplification valve group 4.

[0031] The accumulator 6 is connected to the P0 port of the steering buffer valve group 7.

[0032] The steering buffer valve assembly 7 includes a pressure compensation valve 74, a hydraulic resistance energy dissipation valve 78, and a high-pressure selection valve 71. The inlet of the pressure compensation valve 74 is connected to the P0 port of the steering buffer valve assembly 7 and the output port of the high-pressure selection valve 71, and the spring chamber control port of the pressure compensation valve 74 is connected to the LS port of the steering buffer valve assembly 7. The two input ports of the high-pressure selection valve 71 are connected to the CR port and the CL port of the steering buffer valve assembly 7. The inlet of the hydraulic resistance energy dissipation valve 78 is connected to the outlet of the pressure compensation valve 74, and the outlet of the hydraulic resistance energy dissipation valve 78 is connected to the T0 port of the steering buffer valve assembly 7.

[0033] This invention employs a combination of energy storage and hydraulic resistance overflow. The pressure compensation valve 74 is used to build up steering load and unload steering pressure during steering braking. The high pressure generated by the braking impact of the steering system can be absorbed by the accumulator 6 and released by the pressure difference of the pressure compensation valve 74 and the hydraulic resistance overflow return oil of the hydraulic resistance energy dissipation valve 78. The steering system can be precisely buffered by adjusting the spring pressure difference of the pressure compensation valve 74 and the hydraulic resistance of the hydraulic resistance energy dissipation valve 78. This can effectively reduce the impact force during steering braking, improve the smoothness of steering operation, and improve the comfort of manual driving steering.

[0034] It should be noted that the structure and connection relationship of the steering gear 1, the flow amplification valve group 4 and the steering cylinder 5 are all existing technologies, and will not be described in detail here.

[0035] Specific embodiment 1, such as Figure 1 , Figure 2 and Figure 3 As shown, a fully hydraulic steering damping system includes: a steering gear 1, a flow amplification valve group 4, a steering cylinder 5, an accumulator 6, and a steering damping valve group 7.

[0036] like Figure 3 As shown, the steering cylinder 5 includes a left steering cylinder 51 and a right steering cylinder 52. The cylinder body end of the left steering cylinder 51 is hinged to the rear bracket 10, and the piston rod end of the left steering cylinder 51 is hinged to one end of the left front connecting rod 12 and the left rear connecting rod 11. The other end of the left front connecting rod 12 is hinged to the front bracket 13, and the other end of the left rear connecting rod 11 is hinged to the rear bracket 10. The cylinder body end of the right steering cylinder 52 is hinged to the rear bracket 10, and the piston rod end of the right steering cylinder 52 is hinged to one end of the right front connecting rod 14 and the right rear connecting rod 15. The other end of the right front connecting rod 14 is hinged to the front bracket 13, and the other end of the right rear connecting rod 15 is hinged to the rear bracket 10.

[0037] like Figure 1As shown, the R port of the steering gear 1 is connected to the R port of the flow amplification valve group 4, the L port of the steering gear 1 is connected to the L port of the flow amplification valve group 4, the LS port of the steering gear 1 is connected to the LS port of the flow amplification valve group 4, the T port of the steering gear 1 is connected to the T port of the flow amplification valve group 4, and the P port of the steering gear 1 is connected to the P port of the flow amplification valve group 4. A third check valve 2 is installed on the connecting oil line between the P port of the steering gear 1 and the P port of the flow amplification valve group 4. The inlet of the third check valve 2 is connected to the P port of the flow amplification valve group 4, and the outlet of the third check valve 2 is connected to the P port of the steering gear 1.

[0038] In an alternative embodiment, such as Figure 1 As shown, the fully hydraulic steering damping system also includes a left steering limit solenoid valve 3 and a right steering limit solenoid valve 8. The left steering limit solenoid valve 3 is installed on the oil line connecting the L port of the steering gear 1 and the L port of the flow amplification valve group 4. That is, the first oil port of the left steering limit solenoid valve 3 is connected to the L port of the flow amplification valve group 4, and the second oil port of the left steering limit solenoid valve 3 is connected to the L port of the steering gear 1. The right steering limit solenoid valve 8 is installed on the oil line connecting the R port of the steering gear 1 and the R port of the flow amplification valve group 4. That is, the first oil port of the right steering limit solenoid valve 8 is connected to the R port of the flow amplification valve group 4, and the second oil port of the right steering limit solenoid valve 8 is connected to the R port of the steering gear 1.

[0039] Preferably, the left turn limit solenoid valve 3 and the right turn limit solenoid valve 8 are electromagnetic ball valves.

[0040] The CR port of the flow amplification valve assembly 4 is connected to the right-turn ports of the left steering cylinder 51 and the right steering cylinder 52. That is, the CR port of the flow amplification valve assembly 4 is the right-turn output port. This right-turn output port communicates with the rod chamber of the right steering cylinder 52 and the rodless chamber of the left steering cylinder 51, so as to deliver high-pressure oil to the rod chamber of the right steering cylinder 52 and the rodless chamber of the left steering cylinder 51 through the CR port of the flow amplification valve assembly 4, thereby driving the tanker truck to turn to the right. The CL port of the flow amplification valve assembly 4 is connected to the left-turn ports of the left steering cylinder 51 and the right steering cylinder 52. That is, the CL port of the flow amplification valve assembly 4 is the left-turn output port. This left-turn output port communicates with the rod chamber of the left steering cylinder 51 and the rodless chamber of the right steering cylinder 52, so as to deliver high-pressure oil to the rod chamber of the left steering cylinder 51 and the rodless chamber of the right steering cylinder 52 through the CL port of the flow amplification valve assembly 4, thereby driving the tanker truck to turn to the left.

[0041] The LS port of the steering buffer valve group 7 is connected to the LS port of the steering gear 1, the T0 port of the steering buffer valve group 7 is connected to the T port of the flow amplification valve group 4, the CR port of the steering buffer valve group 7 is connected to the CL port of the flow amplification valve group 4, and the CL port of the steering buffer valve group 7 is connected to the CR port of the flow amplification valve group 4.

[0042] The oil port of the accumulator 6 is connected to the P0 port of the steering buffer valve assembly 7.

[0043] like Figure 2 As shown, the steering buffer valve group 7 includes a high-pressure selector valve 71, a first check valve 72, a second check valve 73, a pressure compensation valve 74, a solenoid directional valve 75, a sequence valve 76, a bypass relief valve 77, and a hydraulic resistance energy-consuming valve 78.

[0044] The two input ports of the high-pressure selector valve 71 are connected to the CR port and CL port of the steering buffer valve group 7. That is, the first input port of the high-pressure selector valve 71 is connected to the CR port of the steering buffer valve group 7, and the second input port of the high-pressure selector valve 71 is connected to the CL port of the steering buffer valve group 7. The output port of the high-pressure selector valve 71 is connected to the inlet of the pressure compensation valve 74. A second check valve 73 is installed on the connecting oil line between the output port of the high-pressure selector valve 71 and the inlet of the pressure compensation valve 74. The inlet of the second check valve 73 is connected to the output port of the high-pressure selector valve 71, and the outlet of the second check valve 73 is connected to the inlet of the pressure compensation valve 74.

[0045] Preferably, the high-pressure selector valve 71 is a shuttle valve or multiple check valves.

[0046] The inlet of the pressure compensation valve 74 is connected to the P0 port of the steering buffer valve group 7, and the spring chamber control port of the pressure compensation valve 74 is connected to the LS port of the steering buffer valve group 7.

[0047] Preferably, the pressure differential of the pressure compensation valve 74 is 2MPa, which can ensure that the actual load pressure of the steering is followed in real time, and will not be in an overflow state frequently.

[0048] The inlet of the hydraulic resistance energy-consuming valve 78 is connected to the outlet of the pressure compensation valve 74, and the outlet of the hydraulic resistance energy-consuming valve 78 is connected to the T0 port of the steering buffer valve group 7.

[0049] Preferably, the liquid resistance energy-consuming valve 78 can be a damping valve or an overflow valve, and its pressure level or orifice size should be determined according to the buffering and braking effect.

[0050] In an alternative embodiment, such as Figure 2 As shown, the hydraulic resistance energy-consuming valve 78 includes a fixed damping valve 78a and an adjustable damping valve 78b. The pressure compensation valve 74, the fixed damping valve 78a, and the adjustable damping valve 78b are connected in series between the P0 port and the T0 port of the steering buffer valve assembly 7. That is, the pressure compensation valve 74, the fixed damping valve 78a, and the adjustable damping valve 78b are connected in series in the buffer oil circuit. The inlet of the fixed damping valve 78a is connected to the outlet of the pressure compensation valve 74, the inlet of the adjustable damping valve 78b is connected to the outlet of the fixed damping valve 78a, and the outlet of the adjustable damping valve 78b is connected to the T0 port of the steering buffer valve assembly 7.

[0051] Preferably, the steering buffer valve assembly 7 further includes a first check valve 72, the inlet of which is connected to the outlet of the fixed damping valve 78a, and the outlet of which is connected to the spring chamber control port of the pressure compensation valve 74, so as to enhance the damping effect of the hydraulic resistance energy dissipation valve 78 and feed back the return oil back pressure to the pressure compensation valve 74 to achieve buffering during the unloading process and reduce noise.

[0052] The fully hydraulic steering buffer system also includes a one-way damping valve 9, which is installed on the connecting oil line between the LS port of the steering buffer valve group 7 and the LS port of the steering gear 1. That is, the inlet of the one-way damping valve 9 is connected to the LS port of the steering gear 1, and the outlet of the one-way damping valve 9 is connected to the spring chamber control port of the pressure compensation valve 74.

[0053] The electromagnetic directional valve 75 and the sequence valve 76 are connected in series between the P0 port and the P1 port of the steering buffer valve group 7. That is, the electromagnetic directional valve 75 and the sequence valve 76 are connected in series in the energy-saving oil circuit. The inlet of the electromagnetic directional valve 75 is connected to the inlet of the pressure compensation valve 74, the outlet of the electromagnetic directional valve 75 is connected to the inlet of the sequence valve 76, the outlet of the sequence valve 76 is connected to the P1 port of the steering buffer valve group 7, and the P1 port of the steering buffer valve group 7 is connected to the P port of the steering gear 1.

[0054] Preferably, the electromagnetic directional valve 75 is an electromagnetic ball valve, and the opening pressure of the sequence valve 76 is 7 MPa.

[0055] The bypass relief valve 77 is installed on the bypass oil line between the P0 port and the T0 port of the steering buffer valve assembly 7. The bypass oil line is connected in parallel with the buffer oil line. That is, the inlet of the bypass relief valve 77 is connected to the inlet of the pressure compensation valve 74, and the outlet of the bypass relief valve 77 is connected to the outlet of the hydraulic resistance energy dissipation valve 78. That is, the outlet of the bypass relief valve 77 is connected to the outlet of the adjustable damping valve 78b.

[0056] Preferably, the opening pressure of the bypass relief valve 77 is the maximum operating pressure of the accumulator 6, such as 14 MPa.

[0057] The accumulator 6 has its oil port connected to the P0 port of the steering buffer valve assembly 7. The accumulator 6 is used for load buffering.

[0058] Preferably, the accumulator 6 is a bladder-type accumulator, and the inflation pressure of the bladder-type accumulator is the average pressure under the driving and steering conditions of the heavy-duty vehicle, that is, the inflation pressure of the bladder-type accumulator is 6MPa-8MPa, such as 6.5MPa. Since the delay of the pressure boosting buffer is only suitable to be about 0.5s, the accumulator volume should not be too large, preferably 2L.

[0059] In an optional embodiment, the automatic energy release trigger condition of the accumulator 6 is a steering condition identification signal superimposed with a throttle trigger signal or a brake trigger signal. The steering condition identification signal includes a steering pressure signal or a steering gear angle signal, so as to release part of the energy in the accumulator 6 in a timely manner and restore the accumulator 6 to its maximum buffer capacity.

[0060] The working principle of the fully hydraulic steering cushioning system of the present invention is as follows:

[0061] This invention improves upon a conventional load-sensitive flow amplification steering system by connecting the spring chamber control port of the pressure compensation valve 74 to the LS port of the steering gear 1. The load pressure signal LS fed back from the steering gear 1 is collected in real time via the one-way damping valve 9. Simultaneously, the inlet of the pressure compensation valve 74 is connected to the high-pressure chamber of the steering cylinder load via a shuttle valve, and the outlet of the pressure compensation valve 74 is connected to the hydraulic resistance energy dissipation valve 78 for oil return and unloading. The accumulator 6 is connected to the high-pressure chamber of the steering cylinder via the second one-way valve 73. The electromagnetic reversing valve 75 and the sequence valve 76 are connected between the accumulator 6 and the P port of the steering gear 1, and merge with the oil from the priority flow P port in the flow amplification valve group 4. The bypass relief valve 77 is connected in parallel to one side of the pressure compensation valve 74, and the bypass relief valve 77 connects the accumulator 6 and the T port of the flow amplification valve group 4. When the pressure of the accumulator 6 is higher than that of the bypass relief valve 77, it can automatically and safely overflow.

[0062] When the steering wheel is turned to the left (right) to drive the steering gear 1, the L (R) port of the steering gear 1 will output pilot pressure oil, which will enter the L (R) port of the flow amplification valve group 4 through the left steering limit solenoid valve 3 (right steering limit solenoid valve 8) to achieve left reversal. The flow from the HP port into the flow amplification valve group 4 is amplified by a certain multiplier and enters the rodless (without) chamber of the left steering cylinder 51 and the rodless (without) chamber of the right steering cylinder 52 through the CL (CR) port. The LS port of the steering gear 1 feeds back to the LS port of the variable pump to achieve load-sensitive control, thereby completing the purpose of turning left (right).

[0063] Steering brake buffering at any steering angle: When the steering wheel is turned to any position and stops, the spring chamber pressure of the steering gear 1 fed back to the pressure compensation valve 74 is also unloaded in real time as the steering gear 1 is unloaded. At this time, the high pressure generated by the braking impact of the large inertia steering system is first partially absorbed by the accumulator 6, and the remaining part is released in time through the pressure difference + hydraulic resistance overflow return oil of the pressure compensation valve 74. That is, part of the high pressure of the steering inertia impact is absorbed by the accumulator 6, and the other part is unloaded in time with low pressure through the adjustable hydraulic resistance. In this way, precise buffering can be achieved by adjusting the spring pressure difference and hydraulic resistance of the pressure compensation valve 74.

[0064] After the steering gear 1 is closed in the neutral position, the flow amplification valve group 4 also returns to the neutral position, cutting off the connection between the load-sensitive pump and the steering cylinder 5. At this time, the high pressure in the steering cylinder 5 is instantly transferred to the accumulator 6 through the shuttle valve via the second one-way valve 73. However, the spring chamber of the pressure compensation valve 74 is unloaded along with the neutral position of the steering gear 1, so the pressure of the pressure compensation valve 74 also drops rapidly to 2MPa, and is unloaded in the reverse direction through the damping in the one-way damping valve 9. After being buffered by the accumulator 6, the oil returns through the pressure compensation valve 74, and then through the fixed damping valve 78a and the adjustable damping valve 78b. The accumulator 6 also restores its maximum buffer capacity, ready for the next cycle.

[0065] Sudden Load Increase Buffer: When encountering a sudden increase in load (such as uneven ground, small turning radius, or turning in place), the corresponding steering pressure will also increase suddenly, creating a certain impact and vibration in the steering cylinder 5. Existing technology requires pressure relief after the pressure rises to 16MPa or 21MPa. In this invention, the oscillating pressure is selected as high pressure by the shuttle valve and then enters the accumulator 6 through the second one-way valve 73. Since the charging pressure of the accumulator 6 is set with reference to the average driving and steering pressure, such as 6.5MPa, only steering pressures higher than 6.5MPa can enter the accumulator 6. As the absorbed impact pressure increases, the pressure in the accumulator 6 will also increase. The upper limit of the pressure increase in the accumulator 6 is 2MPa above the steering load pressure. This is because the pressure at the LS port of the steering gear 1 enters the spring chamber of the pressure compensation valve 74 through the one-way damping valve 9, completing the steering load follow-up and automatically realizing the pressure increase follow-up of the set pressure difference of 2MPa. Assuming the system pressure rises to 12 MPa to overcome the load, and then instantly drops back to the normal state of around 6 MPa, the pressure increase process is delayed due to the presence of accumulator 6, thus significantly reducing the impact of the pressure increase. The pressure reduction process, however, is essentially a steering deceleration braking process, which is converted into an inertial impact, ultimately resulting in a high-pressure vibration impact. After overcoming the load and reducing the pressure, the pressure compensation valve 74 also decreases, while the pressure in accumulator 6 increases, possibly exceeding 2 MPa. At this point, accumulator 6 achieves an overflow pressure higher than approximately 8 MPa, which is then released through both the fixed damping valve 78a and the adjustable damping valve 78b.

[0066] Energy recovery and reuse: When the system detects the entry into steering mode (e.g., less than 5 seconds since the last steering, and the pressure stored in accumulator 6 has not been fully released), and the throttle is increased to a certain angle, such as exceeding 30% of the throttle travel, or if a braking deceleration signal is present, the control system can be notified to automatically open the solenoid directional valve 75 connected to accumulator 6. This allows the relatively stable pressure in accumulator 6 to be conditionally released to the P port of steering gear 1 through solenoid directional valve 75 and sequence valve 76, thereby achieving steering assistance. This utilizes the energy storage and absorption capacity of accumulator 6 to buffer the high-pressure load during steering, and automatically connects to throttle depth and braking signals to release and reuse the energy in accumulator 6, and promptly restores the maximum buffer capacity of accumulator 6, preparing for the next buffer cycle.

[0067] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0068] This invention can reduce the impact force during steering and braking, improve the smoothness of steering operation, and enhance the comfort of manual driving steering.

[0069] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A fully hydraulic steering damper system, characterized in that The application relates to a full-hydraulic steering buffer system. The steering gear (1) is connected with the flow amplification valve group (4). The flow amplification valve group (4) is connected with the steering oil cylinder (5). The LS port of the steering buffer valve group (7) is connected with the LS port of the steering gear (1), the T0 port of the steering buffer valve group (7) is connected with the T port of the flow amplification valve group (4), and the CR port and the CL port of the steering buffer valve group (7) are connected with the CR port and the CL port of the flow amplification valve group (4). The steering buffer valve group (7) comprises a pressure compensation valve (74), a liquid resistance energy dissipation valve (78) and a high-pressure selection valve (71), the inlet of the pressure compensation valve (74) is connected with the P0 port of the steering buffer valve group (7) and the output port of the high-pressure selection valve (71), the spring cavity control port of the pressure compensation valve (74) is connected with the LS port of the steering buffer valve group (7), the two input ports of the high-pressure selection valve (71) are connected with the CR port and the CL port of the steering buffer valve group (7), the inlet of the liquid resistance energy dissipation valve (78) is connected with the outlet of the pressure compensation valve (74), and the outlet of the liquid resistance energy dissipation valve (78) is connected with the T0 port of the steering buffer valve group (7). The accumulator (6) is connected with the P0 port of the steering buffer valve group (7). The liquid resistance energy dissipation valve (78) is a damping valve or an overflow valve.

2. A full hydraulic steering damper system according to claim 1, characterized in that The liquid resistance energy dissipation valve (78) comprises a fixed damping valve (78a) and an adjustable damping valve (78b), the inlet of the fixed damping valve (78a) is connected with the outlet of the pressure compensation valve (74), the inlet of the adjustable damping valve (78b) is connected with the outlet of the fixed damping valve (78a), and the outlet of the adjustable damping valve (78b) is connected with the T0 port of the steering buffer valve group (7).

3. A full hydraulic steering damper system according to claim 2, wherein, The steering buffer valve group (7) further comprises a first one-way valve (72), the inlet of the first one-way valve (72) is connected with the outlet of the fixed damping valve (78a), and the outlet of the first one-way valve (72) is connected with the spring cavity control port of the pressure compensation valve (74).

4. A full hydraulic steering damper system according to claim 3, wherein, The full-hydraulic steering buffer system further comprises a one-way damping valve (9), the inlet of the one-way damping valve (9) is connected with the LS port of the steering gear (1), and the outlet of the one-way damping valve (9) is connected with the spring cavity control port of the pressure compensation valve (74).

5. A full hydraulic steering damper system according to claim 4, wherein, The high-pressure selection valve (71) is a shuttle valve.

6. A full hydraulic steering damper system as claimed in claim 1, wherein, The steering buffer valve group (7) further comprises an electromagnetic reversing valve (75) and a sequence valve (76), the inlet of the electromagnetic reversing valve (75) is connected with the inlet of the pressure compensation valve (74), the outlet of the electromagnetic reversing valve (75) is connected with the inlet of the sequence valve (76), the outlet of the sequence valve (76) is connected with the P1 port of the steering buffer valve group (7), and the P1 port of the steering buffer valve group (7) is connected with the P port of the steering gear (1).

7. A fully hydraulic steering damper system according to any one of claims 1-6, characterized in that, ​ 8. A full hydraulic steering damper system according to claim 7, wherein, The steering buffer valve group (7) further comprises a bypass overflow valve (77), an inlet of the bypass overflow valve (77) is connected with an inlet of the pressure compensation valve (74), and an outlet of the bypass overflow valve (77) is connected with an outlet of a liquid resistance energy consumption valve (78).

9. A full hydraulic steering damper system according to claim 8, wherein, The accumulator (6) is a bladder accumulator, the inflation pressure of the bladder accumulator is 6MPa-8MPa, and the pressure difference of the pressure compensation valve (74) is 2MPa.

10. A full hydraulic steering damper system as claimed in claim 1, wherein, The automatic release of the energy storage trigger condition of the accumulator (6) is that a steering working condition recognition signal is superimposed with an accelerator trigger signal or a brake trigger signal.

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