Driving system capable of intelligently backing up power

Abstract

The invention relates to the technical field of driving systems, in particular to a driving system capable of intelligently backing up power, which comprises an oil tank, a first power unit, a first constant displacement pump, a left-turning oil cylinder and a right-turning oil cylinder, and the power end of the first power unit is in transmission connection with the power input end of the first constant displacement pump; the input end of the first constant displacement pump is arranged in the oil tank, a steering power module used for controlling the left-turning oil cylinder and the right-turning oil cylinder to act is arranged between the output end of the first constant displacement pump and the left-turning oil cylinder and between the output end of the first constant displacement pump and the right-turning oil cylinder, and the pressure in a working oil way is detected through a pressure sensor on the auxiliary power module. The second power unit is controlled to be opened and closed according to the pressure condition, meanwhile, the steering power module controls a three-position four-way proportional reversing valve to reverse, oil is supplemented into a left-turning oil cylinder or a right-turning oil cylinder in time under the emergency condition, accidents caused by oil cut-off of the left-turning oil cylinder and the right-turning oil cylinder are effectively prevented, steering stability and reliability are guaranteed, and the safety of a vehicle is guaranteed. And a more reliable safety guarantee is provided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of drive system, and particularly to a drive system with power intelligent backup. BACKGROUND

[0002] Currently, when a single steering power system encounters component failure, there is a high risk of functional failure due to the lack of effective redundancy mechanism. Once a key component fails, it is easy to cause the steering power to be interrupted, thereby significantly increasing the probability of vehicle out of control and causing traffic safety accidents. In addition, with the rapid development of technology, higher requirements are put forward for the real-time response capability of the steering system. However, the commonly used steering system still has limitations in response delay and dynamic accuracy, and it is difficult to meet the stringent demands for steering execution speed and stability in complex driving scenarios. On the other hand, the traditional steering system generally lacks real-time monitoring and diagnosis capability for its own state and external environment, and the overall level of the system is limited, which not only cannot realize early warning and intervention of failure, but also restricts the deep cooperation with the whole vehicle system. Therefore, it is urgent to upgrade the system architecture to improve its reliability and comprehensive performance. SUMMARY

[0003] The technical problem to be solved by the present application is that the response time of the existing steering system cannot meet the requirements, power loss easily occurs, and safety accidents occur. To solve the problem, the present application provides a drive system with power intelligent backup.

[0004] The technical scheme adopted by the present application to solve its technical problems is: a drive system with power intelligent backup, comprising an oil tank, a first power unit, a first constant delivery pump, a left turning oil cylinder and a right turning oil cylinder, the power end of the first power unit is in transmission connection with the power input end of the first constant delivery pump, the input end of the first constant delivery pump is arranged in the oil tank, the output end of the first constant delivery pump is provided with a turning power module for controlling the actions of the left turning oil cylinder and the right turning oil cylinder between the left turning oil cylinder and the right turning oil cylinder, further comprising an auxiliary power module, the auxiliary power module comprises a second power unit, a second constant delivery pump, a pressure sensor and a three-position four-way proportional reversing valve, the power end of the second power unit is in transmission connection with the power input end of the second constant delivery pump, the input end of the second constant delivery pump is arranged in the oil tank, the output end of the second constant delivery pump is in communication with the P port of the three-position four-way proportional reversing valve, the T port of the three-position four-way proportional reversing valve is in communication with the oil tank, the turning power module is electrically connected with the three-position four-way proportional reversing valve, the output end of the first constant delivery pump and the output end of the second constant delivery pump are in communication with a first check valve, the first check valve is used to prevent the second constant delivery pump from entering the turning power module, the pressure sensor is arranged on the output end of the second constant delivery pump and is used to detect the oil line pressure, to realize the control of the start and stop of the second power unit and the action of the three-position four-way proportional reversing valve, the left turning oil cylinder and the right turning oil cylinder are in communication with a synchronization mechanism between the left turning oil cylinder and the right turning oil cylinder, the synchronization mechanism is used to ensure the stability of the left turning oil cylinder and the right turning oil cylinder when they are in action. Compared with the prior art, the pressure sensor on the auxiliary power module detects the pressure in the working oil line, and the second power unit is controlled to start and stop according to the pressure, at the same time, the three-position four-way proportional reversing valve is controlled to reverse by the turning power module, so that the oil in the left turning oil cylinder or the right turning oil cylinder is supplemented in time in an emergency, the unexpected situation caused by the oil interruption of the left turning oil cylinder and the right turning oil cylinder is effectively prevented, and the synchronization mechanism is matched, to ensure the stability and reliability of the turning, and to provide more reliable safety protection.

[0005] In order to realize the synchronization mechanism, the synchronization mechanism comprises a third one-way valve, a hydraulic control pressure reducing valve and a hydraulic control one-way valve, the A port of the three-position four-way proportional directional valve is communicated with the A port of the third one-way valve, the A1 port of the third one-way valve is communicated with the rod cavity of the right rotary oil cylinder, the B port of the three-position four-way proportional directional valve is communicated with the B port of the hydraulic control one-way valve, the B1 port of the hydraulic control one-way valve is communicated with the rod cavity of the left rotary oil cylinder, the rod cavity of the right rotary oil cylinder and the rod cavity of the left rotary oil cylinder are communicated, the rod cavity of the right rotary oil cylinder and the rod cavity of the left rotary oil cylinder are communicated, the hydraulic control pressure reducing valve is arranged in parallel with the third one-way valve, and the J1 port of the hydraulic control pressure reducing valve is communicated with the B port of the hydraulic control one-way valve. In the right steering, the pressure oil enters the right rotary oil cylinder through the J3 port of the hydraulic control pressure reducing valve and the A port of the third one-way valve, and the left rotary oil cylinder returns oil, and the hydraulic control one-way valve is opened by the A port of the third one-way valve, so that the oil return is realized. The setting of the synchronization mechanism realizes more stable right steering, realizes large flow in the emergency steering condition, and realizes oil return in the left steering through the B port of the hydraulic control one-way valve and the J1 port of the hydraulic control pressure reducing valve. Since the left side of the hydraulic control one-way valve is provided with a spring, the left side returns oil more smoothly.

[0006] In order to ensure the stability of the system pressure, preferably some embodiments, the P port of the three-position four-way proportional directional valve is communicated with the T port of the three-position four-way proportional directional valve. The first overflow valve is communicated between the P port of the three-position four-way proportional directional valve and the T port of the three-position four-way proportional directional valve. Through the first overflow valve between the P port of the three-position four-way proportional directional valve and the T port of the three-position four-way proportional directional valve, when the output pressure of the first constant displacement pump and the second constant displacement pump is too high, the first overflow valve unloads the hydraulic oil exceeding the pressure through the first overflow valve, so as to ensure the stability and reliability of the whole system pressure, and protects the whole system.

[0007] Since the pressure is unstable when the left rotary oil cylinder enters oil and the right rotary oil cylinder returns oil in the steering, the steering is not smooth or the response is not timely, preferably some embodiments, the first overflow valve is a hydraulic control overflow valve, the A port of the third one-way valve and the B port of the hydraulic control one-way valve are communicated with a comparison shuttle valve with back pressure, and the comparison shuttle valve is communicated with the first overflow valve. When the hydraulic oil pressure of the left rotary oil cylinder and the right rotary oil cylinder is inconsistent, the comparison shuttle valve is opened and the oil with high pressure is unloaded through the first overflow valve, so as to realize stable and reliable steering of the left rotary oil cylinder and the right rotary oil cylinder.

[0008] In order to ensure the flow and oil pressure of the output oil of the comparison shuttle valve, preferably some embodiments, a throttle valve is arranged between the comparison shuttle valve and the hydraulic control end of the first overflow valve. By arranging the throttle valve between the comparison shuttle valve and the hydraulic control end of the first overflow valve, the throttle valve controls the flow and oil pressure of the output oil, and the first overflow valve can be better unloaded.

[0009] To ensure the system pressure stability and the return oil pressure stability, preferably some embodiments, the output end of the throttle valve and the T port of the three-position four-way proportional directional valve are communicated with a second overflow valve, and the set value of the second overflow valve is less than the set value of the first overflow valve. Through the second overflow valve between the output end of the throttle valve and the T port of the three-position four-way proportional directional valve, the second overflow valve can ensure the reliable stability of the cylinder return oil pressure, and cooperate with the first overflow valve to realize the stability of the system pressure and the return oil pressure To realize the steering power module, preferably some embodiments, the steering power module includes a steering valve and a steering motor, the output end of the first constant flow pump is communicated with the A port of the steering valve, the B port of the steering valve is communicated with the oil tank, the LS1 port of the steering valve is respectively communicated with the rod cavity of the right turning cylinder and the rodless cavity of the left turning cylinder, the LS2 port of the steering valve is respectively communicated with the rod cavity of the left turning cylinder and the rodless cavity of the right turning cylinder, the P1 port and the P2 port of the steering valve are respectively communicated with the positive and negative input end of the steering motor, the output end of the steering motor is communicated with the right side end of the steering valve, and the left side end of the steering valve is connected with the steering wheel transmission. An overload protection module is arranged between the steering valve, the left turning cylinder and the right turning cylinder for realizing the steering unloading when the pressure is overloaded in the steering process. Through the cooperation between the steering valve, the steering motor and the steering wheel, the actions of the left turning cylinder and the right turning cylinder are realized.

[0010] To prevent the oil pressure of the left turning cylinder and the right turning cylinder from being too high in the steering process, preferably some embodiments, the overload protection module includes a first overload valve and a second overload valve, the input end of the first overload valve is communicated with the rod cavity of the right turning cylinder, the input end of the second overload valve is communicated with the rod cavity of the left turning cylinder, and the output end of the first overload valve and the output end of the second overload valve are both communicated with the oil tank. Through the first overload valve and the second overload valve, the oil in the corresponding cylinder can be unloaded in time, so as to ensure the stable and reliable oil pressure of the cylinder and effectively prevent the oil pressure of the left turning cylinder and the right turning cylinder from being too high in the steering process.

[0011] To prevent the left turning cylinder and the right turning cylinder from being empty suction, preferably some embodiments, the rod cavity of the right turning cylinder and the rod cavity of the left turning cylinder are both provided with an oil supplementing module for supplementing oil to the corresponding steering cylinder when the steering cylinder is empty. Through the setting of the oil supplementing module, the oil supplementing module can supplement oil to the left turning cylinder and the right turning cylinder in time, so as to ensure the stable and reliable operation of the left turning cylinder and the right turning cylinder.

[0012] To implement the oil replenishment module, in some preferred embodiments, the oil replenishment module includes a first back pressure check valve and a second back pressure check valve. The output end of the first back pressure check valve is connected to the rod chamber of the right-turn cylinder, and the output end of the second back pressure check valve is connected to the rod chamber of the left-turn cylinder. The input ends of both the first and second back pressure check valves are connected to the oil tank. By using the first and second back pressure check valves to promptly open and replenish oil when the corresponding left-turn and right-turn cylinders experience dry suction, the module ensures stable and reliable operation of the left-turn and right-turn cylinders.

[0013] In some preferred embodiments, a second check valve is provided between the output end of the first metering pump and port A of the diverting valve.

[0014] The beneficial effects of this invention are as follows: When in use, the intelligent backup drive system of this invention detects the pressure in the working oil circuit through a pressure sensor on the auxiliary power module, and controls the opening and closing of the second power unit according to the pressure conditions. Simultaneously, the steering power module controls the three-position four-way proportional directional valve to switch directions, enabling timely replenishment of oil to the left or right steering cylinder in emergency situations. This effectively prevents unexpected situations caused by oil shortage in the left and right steering cylinders. Combined with a synchronization mechanism, it ensures stable and reliable steering, providing a more reliable safety guarantee and avoiding the problem of insufficient response time in existing steering systems, which can easily lead to power loss and safety accidents. Attached Figure Description

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0016] Fig. 1 This is a schematic diagram of the structure of the present invention; Fig. 2 This is a schematic diagram of the auxiliary power module in this invention; Fig. 3 This is a schematic diagram of the steering power module in this invention.

[0017] In the diagram: 1. Oil tank, 2. First power unit, 3. First fixed displacement pump, 4. Left-hand cylinder, 5. Right-hand cylinder; 6. Auxiliary power module; 601. Second power unit; 602. Second quantitative pump; 603. Pressure sensor; 604. Three-position four-way proportional directional valve; 605. Synchronization mechanism; 6051. Third check valve; 6052. Hydraulic pressure reducing valve; 6053. Hydraulic check valve; 6054. Comparison shuttle valve; 606. First check valve; 607. First relief valve; 6054. Comparison shuttle valve; 609. Throttle valve; 610. Second relief valve; 7. Steering power module, 701. Steering valve, 702. Steering motor, 703. First overload valve, 704. Second overload valve, 705. First back pressure check valve, 706. Second back pressure check valve; 8. Second check valve. Detailed Implementation

[0018] like Figs. 1-3 As shown, a power-intelligent backup drive system includes an oil tank 1, a first power unit 2, a first fixed displacement pump 3, a left-turn cylinder 4, a right-turn cylinder 5, an auxiliary power module 6, and a steering power module 7. The power end of the first power unit 2 is connected to the power input end of the first fixed displacement pump 3. The input end of the first fixed displacement pump 3 is located inside the oil tank 1. The steering power module 7 is located between the output end of the first fixed displacement pump 3 and the left-turn cylinder 4 and the right-turn cylinder 5. The steering power module 7 is used to control the movement of the left-turn cylinder 4 and the right-turn cylinder 5. Auxiliary power module 6 includes a second power unit 601, a second quantitative pump 602, a pressure sensor 603, and a synchronization mechanism 605. The synchronization mechanism 605 includes a third check valve 6051, a hydraulic pressure reducing valve 6052, and a hydraulic check valve 6053. The power end of the second power unit 601 is connected to the power input end of the second quantitative pump 602. The input end of the second quantitative pump 602 is located inside the oil tank 1, and the output end of the second quantitative pump 602 is connected to a three-position four-way valve. The P port of the proportional directional valve 604 is connected; the T port of the three-position four-way proportional directional valve 604 is connected to the oil tank 1; the A port of the three-position four-way proportional directional valve 604 is connected to the A port of the third check valve 6051; the A1 port of the third check valve 6051 is connected to the rod chamber of the right-turn cylinder 5; the B port of the three-position four-way proportional directional valve 604 is connected to the B port of the hydraulic control check valve 6053; the B1 port of the hydraulic control check valve 6053 is connected to the rod chamber of the left-turn cylinder 4; and the right-turn cylinder 5... The rodless chamber of the right-turn cylinder 5 is connected to the rod chamber of the left-turn cylinder 4, and the rod chamber of the right-turn cylinder 5 is connected to the rodless chamber of the left-turn cylinder 4. The hydraulic pressure reducing valve 6052 and the third check valve 6051 are connected in parallel. The J1 port of the hydraulic pressure reducing valve 6052 is connected to the B port of the hydraulic check valve 6053. The steering power module 7 is electrically connected to the three-position four-way proportional directional valve 604. The output end of the first quantitative pump 3 is connected to the output end of the second quantitative pump 602 by a first check valve 606. A one-way valve 606 is used to prevent the second fixed displacement pump 602 from entering the steering power module 7. A pressure sensor 603 is set on the output end of the second fixed displacement pump 602 and is used to detect the oil circuit pressure to control the opening and closing of the second power unit 601 and the operation of the three-position four-way proportional directional valve 604. A synchronization mechanism 605 is set between the left-turn cylinder 4, the right-turn cylinder 5 and the three-position four-way proportional directional valve 604, and is used to ensure that the left-turn cylinder 4 and the right-turn cylinder 5 operate smoothly.

[0019] A first relief valve 607 is connected between the P port of the three-position four-way proportional directional valve 604 and the T port of the three-position four-way proportional directional valve 604. The first relief valve 607 is a hydraulically controlled relief valve. A comparator shuttle valve 6054 is connected between the A port of the third check valve 6051 and the B port of the hydraulically controlled check valve 6053. The comparator shuttle valve 6054 is connected to the first relief valve 607. A throttle valve 609 is provided between the comparator shuttle valve 6054 and the hydraulically controlled end of the first relief valve 607. A second relief valve 610 is connected between the output end of the throttle valve 609 and the T port of the three-position four-way proportional directional valve 604. The set value of the second relief valve 610 is less than the set value of the first relief valve 607.

[0020] The steering power module 7 includes a steering valve 701 and a steering motor 702. The output end of the first fixed displacement pump 3 is connected to port A of the steering valve 701, port B of the steering valve 701 is connected to the oil tank 1, port LS1 of the steering valve 701 is connected to the rod chamber of the right-turn cylinder 5 and the rodless chamber of the left-turn cylinder 4, port LS2 of the steering valve 701 is connected to the rod chamber of the left-turn cylinder 4 and the rodless chamber of the right-turn cylinder 5, ports P1 and P2 of the steering valve 701 are connected to the forward and reverse input ends of the steering motor 702, and the output end of the steering motor 702 is connected to the steering valve 701. The right end is connected, and the left end of the steering valve 701 is connected to the steering wheel drive. An overload protection module is provided between the steering valve 701, the left turn cylinder 4 and the right turn cylinder 5. The overload protection module is used to relieve steering load when the pressure is overloaded during the steering process. The overload protection module includes a first overload valve 703 and a second overload valve 704. The input end of the first overload valve 703 is connected to the rod chamber of the right turn cylinder 5, and the input end of the second overload valve 704 is connected to the rod chamber of the left turn cylinder 4. The output ends of the first overload valve 703 and the second overload valve 704 are both connected to the oil tank 1.

[0021] Oil replenishment modules are provided between the rod chamber of the right-turn cylinder 5 and the oil tank 1, and between the rod chamber of the left-turn cylinder 4 and the oil tank 1. The oil replenishment modules are used to replenish oil to the corresponding steering cylinder when hydraulic air occurs. The oil replenishment modules include a first back pressure check valve 705 and a second back pressure check valve 706. The output end of the first back pressure check valve 705 is connected to the rod chamber of the right-turn cylinder 5, and the output end of the second back pressure check valve 706 is connected to the rod chamber of the left-turn cylinder 4. The input ends of the first back pressure check valve 705 and the second back pressure check valve 706 are both connected to the oil tank 1.

[0022] A second check valve 8 is provided between the output end of the first metering pump 3 and port A of the diverting valve 701.

[0023] Its working principle is as follows: In the main working state, which is normal operation, the first power unit 2 outputs rotational power and drives the first fixed displacement pump 3 to output pressurized oil. The pressurized oil enters the steering valve 701. At the same time, the pressurized oil also passes through the first check valve 606 and the pressure sensor 603 to enter the P port of the electronically controlled three-position four-way proportional directional valve 604. At this time, the P port of the three-position four-way proportional directional valve 604 is closed. The pressure monitored by the pressure sensor 603 is the pressure output by the first fixed displacement pump 3. In the main working state, the second power unit 601, the second fixed displacement pump 602, the three-position four-way proportional directional valve 604, and the synchronization mechanism 605 in the auxiliary power module 6 are not activated. At this time, the steering wheel is turned, which drives the steering valve 701 and the steering motor 702 to rotate. The steering motor 702 precisely subdivides the flow entering the steering valve 701 and accurately matches the allowable flow according to the rotation speed of the steering wheel. The high-pressure oil, after being subdivided, passes through the first monitoring point, which is located in the rod chamber of the right-turn cylinder 5. The hydraulic oil enters the rod chamber of the right-turn cylinder 5 and simultaneously enters the rodless chamber of the left-turn cylinder 4, thus achieving right steering. External monitoring equipment can also be connected here to further monitor the subdivided flow rate entering the right-turn cylinder 5. Similarly, when turning left, the steering wheel rotates, and the steering valve 701 moves to the left, as described later in the section on right steering. During the steering process, if a road impact occurs, the wheel-side pressure increases. At this time, the pressure inside the right-turn cylinder 5 will increase, impacting the pressure value set by the first overload valve 703. After reaching the set pressure, the first overload valve 703 will open, and the high-pressure oil will be unloaded and returned to the oil tank 1 through the first overload valve 703. The first back pressure check valve 705 and the second back pressure check valve 706 are set here so that when the corresponding left-turn cylinder 4 or right-turn cylinder 5 experiences hydraulic air, hydraulic oil can be replenished from the oil tank 1 to the corresponding left-turn cylinder 4 or right-turn cylinder 5, thereby stabilizing the system.

[0024] When an abnormality occurs during operation, such as a malfunction, damage, or power loss in the first fixed displacement pump 3, the auxiliary power module 6 immediately activates. The pressure sensor 603, in its primary operating state, always monitors the pressure between 5-16 MPa. If the pressure sensor 603 detects a drop below 5 MPa, the second power unit 601 starts, driving the second fixed displacement pump 602 to output pressurized oil. At this point, the pressure measured by the pressure sensor 603 returns to the normal range of 5-16 MPa, and the oil enters the three-position four-way proportional directional valve 604. Here, the three-position four-way proportional directional valve 604 is connected to the electronic control connector of the steering power module 7, meaning that during left turn, the three... When the three-position four-way proportional directional valve 604 is in the left position, it supplies oil to the left-turn cylinder 4. When turning right, the three-position four-way proportional directional valve 604 is in the right position and supplies oil to the right-turn cylinder 5. For example, when turning right, the oil passes through the P port to the A port of the three-position four-way proportional directional valve 604, and then enters the synchronization mechanism 605 to deliver the oil to the rod chamber of the right-turn cylinder 5 and the rodless chamber of the left-turn cylinder 4, thus completing the right turn of the steering system. When the synchronization mechanism 605 has pressurized oil entering, at the same time, the third check valve 6051 on one side enters oil, and the hydraulic control check valve 6053 on the other side has signal pressure oil entering and opening, so that the return oil of the left-turn cylinder 4 can pass through the three-position four-way proportional directional valve 604 and enter the oil tank 1. When turning right, the pressurized oil passes through port J3 of the hydraulic pressure reducing valve 6052 and port A of the third check valve 6051 to port A1 and enters the right-turn cylinder 5. The left-turn cylinder 4 returns oil and enters the hydraulic control end of the hydraulic check valve 6053 through port A of the third check valve 6051, thereby opening the hydraulic check valve 6053 and allowing the left-turn cylinder 4 to return oil through the hydraulic check valve 6053. The setting of this synchronization mechanism 5 makes right-turning more stable and allows for a large flow rate under sharp-turn conditions. When turning left, the hydraulic check valve 6053 passes through port B and port J1 of the hydraulic pressure reducing valve 6052 and opens. Since there is a spring on the left side of the hydraulic check valve 6051, the return oil on the left side will be smoother.

[0025] When the pressure value of the pressure oil output by the first metering pump 3 or the second metering pump 602 is 16 MPa, it can be directly unloaded into the oil tank 1 through the first overflow valve 607.

[0026] When the inlet and outlet oil pressures of the synchronization mechanism 605 are inconsistent, the comparator valve 6054, with its internal spring, provides a certain back pressure. This is mainly used during extreme steering, such as a sharp right turn, where the left side can be stabilized by the back pressure, thus improving the stability of the right turn cylinder 5. The comparator valve 6054 is used to open the throttle valve 609 if there is overpressure, and the first hydraulically controlled relief valve 607 can unload the pressure. The second relief valve 610 is used to stabilize the working pressure of the entire auxiliary system and can unload the pressure in time if there is overpressure.

[0027] The aforementioned auxiliary power module 6 works in conjunction with the steering module to assist the steering system in turning quickly, improve response speed, and avoid safety accidents caused by untimely response.

[0028] Based on the above-described preferred embodiments of the present invention, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the inventive concept. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A power-intelligent backup drive system, comprising an oil tank (1), a first power unit (2), a first fixed displacement pump (3), a left-turn cylinder (4), and a right-turn cylinder (5), wherein the power end of the first power unit (2) is connected to the power input end of the first fixed displacement pump (3), the input end of the first fixed displacement pump (3) is disposed in the oil tank (1), and a steering power module (7) for controlling the movement of the left-turn cylinder (4) and the right-turn cylinder (5) is disposed between the output end of the first fixed displacement pump (3) and the left-turn cylinder (4) and the right-turn cylinder (5), characterized in that: It also includes an auxiliary power module (6), which includes a second power unit (601), a second fixed displacement pump (602), a pressure sensor (603), and a three-position four-way proportional directional valve (604). The power end of the second power unit (601) is connected to the power input end of the second fixed displacement pump (602). The input end of the second fixed displacement pump (602) is located in the oil tank (1). The output end of the second fixed displacement pump (602) is connected to the P port of the three-position four-way proportional directional valve (604). The T port of the three-position four-way proportional directional valve (604) is connected to the oil tank (1). The steering power module (7) is electrically connected to the three-position four-way proportional directional valve (604). A first check valve (606) is connected between the output end of the metering pump (3) and the output end of the second metering pump (602). The first check valve (606) is used to prevent the second metering pump (602) from entering the steering power module (7). The pressure sensor (603) is set on the output end of the second metering pump (602) and is used to detect the oil circuit pressure, so as to control the opening and closing of the second power unit (601) and the action of the three-position four-way proportional directional valve (604). The left-turn cylinder (4), the right-turn cylinder (5) and the three-position four-way proportional directional valve (604) are connected by a synchronization mechanism (605). The synchronization mechanism (605) is used to ensure that the left-turn cylinder (4) and the right-turn cylinder (5) operate smoothly.

2. The drive system for powered intelligent backup according to claim 1, characterized in that: The synchronization mechanism (605) includes a third check valve (6051), a hydraulic pressure reducing valve (6052), and a hydraulic check valve (6053). The A port of the three-position four-way proportional directional valve (604) is connected to the A port of the third check valve (6051). The A1 port of the third check valve (6051) is connected to the rod chamber of the right-hand cylinder (5). The B port of the three-position four-way proportional directional valve (604) is connected to the B port of the hydraulic check valve (605). The B1 port of the hydraulic control check valve (605) is connected to the rod chamber of the left-turn cylinder (4), the rodless chamber of the right-turn cylinder (5) is connected to the rod chamber of the left-turn cylinder (4), the rod chamber of the right-turn cylinder (5) is connected to the rodless chamber of the left-turn cylinder (4), the hydraulic control pressure reducing valve (6052) is connected in parallel with the third check valve (6051), and the J1 port of the hydraulic control pressure reducing valve (6052) is connected to the B port of the hydraulic control check valve (6053).

3. The drive system for powered intelligent backup according to claim 2, characterized in that: A first relief valve (607) is connected between the P port of the three-position four-way proportional directional valve (604) and the T port of the three-position four-way proportional directional valve (604).

4. The drive system for powered intelligent backup according to claim 3, characterized in that: The first relief valve (607) is a hydraulically controlled relief valve. A comparator shuttle valve (6054) with back pressure is connected between port A of the third check valve (6051) and port B of the hydraulically controlled check valve (6053). The comparator shuttle valve (6054) is connected to the first relief valve (607). A throttle valve (609) is provided between the hydraulic control end of the comparison shuttle valve (6054) and the first overflow valve (607).

5. The drive system for powered intelligent backup according to claim 4, characterized in that: The output end of the throttle valve (609) is connected to the T port of the three-position four-way proportional directional valve (604) by a second relief valve (610), and the set value of the second relief valve (610) is less than the set value of the first relief valve (607).

6. The drive system for powered intelligent backup according to claim 1, characterized in that: The steering power module (7) includes a steering valve (701) and a steering motor (702). The output end of the first fixed displacement pump (3) is connected to port A of the steering valve (701), and port B of the steering valve (701) is connected to the oil tank (1). Port LS1 of the steering valve (701) is connected to the rod chamber of the right-turn cylinder (5) and the rodless chamber of the left-turn cylinder (4), respectively. Port LS2 of the steering valve (701) is connected to the rod chamber of the left-turn cylinder (4) and the right-turn cylinder (5), respectively. (5) The rodless chamber is connected, and the P1 port and P2 port of the steering valve (701) are connected to the forward and reverse input ends of the steering motor (702) respectively. The output end of the steering motor (702) is connected to the right end of the steering valve (701). The left end of the steering valve (701) is connected to the steering wheel drive. An overload protection module for unloading steering when pressure is overloaded during steering is provided between the steering valve (701), the left turn cylinder (4) and the right turn cylinder (5).

7. The drive system for powered intelligent backup according to claim 6, characterized in that: The overload protection module includes a first overload valve (703) and a second overload valve (704). The input end of the first overload valve (703) is connected to the rod chamber of the right-turn cylinder (5), and the input end of the second overload valve (704) is connected to the rod chamber of the left-turn cylinder (4). The output ends of the first overload valve (703) and the second overload valve (704) are both connected to the oil tank (1).

8. The drive system for powered intelligent backup according to claim 7, characterized in that: An oil replenishment module is provided between the rod chamber of the right-turn cylinder (5) and the oil tank (1), and between the rod chamber of the left-turn cylinder (4) and the oil tank (1) for replenishing oil to the corresponding steering cylinder when liquid air occurs in the steering cylinder.

9. The drive system for powered intelligent backup according to claim 8, characterized in that: The oil replenishment module includes a first back pressure check valve (705) and a second back pressure check valve (706). The output end of the first back pressure check valve (705) is connected to the rod chamber of the right-turn cylinder (5), and the output end of the second back pressure check valve (706) is connected to the rod chamber of the left-turn cylinder (4). The input ends of the first back pressure check valve (705) and the second back pressure check valve (706) are both connected to the oil tank (1).

10. The drive system for powered intelligent backup according to claim 1, characterized in that: A second check valve (8) is provided between the output end of the first metering pump (3) and the A port of the diverting valve (701).

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