Steering structure of engineering machinery vehicle

Abstract

The utility model provides a steering structure of an engineering machinery vehicle. The steering structure solves the problem that potential safety hazards exist during steering of the engineering machinery vehicle in the prior art. The steering structure of the engineering machinery vehicle comprises a vehicle frame which is of an integrated structure. The rear axle assembly is mounted on the frame, and the rear axle assembly and the frame can relatively rotate by taking a vertical line as an axis; the two ends of the steering oil cylinder are hinged to the frame and the rear axle assembly respectively, and the steering oil cylinder drives the rear axle assembly to rotate with the vertical line as the axis. As a whole, the steering structure of the engineering machinery vehicle is ingenious in design, convenient to operate, high in safety in the whole vehicle steering process and good in practicability.

Description

Technical Field

[0001] The utility model relates to the technical field of construction machinery, in particular to a steering structure of a construction machinery vehicle. Background Art

[0002] There are various types of construction machinery vehicles, such as forklifts, loaders, excavators, etc. The main structure of these construction machinery vehicles is a frame. Front and rear axles are installed on the frame to achieve movement and steering, and the corresponding operating mechanisms are also installed on the frame. Since the working places of construction machinery vehicles are usually complex construction sites, not only the roads are rough, but also there are many materials and personnel. To adapt to such working places, construction machinery vehicles are usually required to have good movement and steering functions.

[0003] There are usually two types of steering structures used in existing construction machinery vehicles: one is to adopt an integral frame, with the front axle as the driving axle. When steering, the driver controls the rear wheels to steer. This structure is relatively common in traditional forklifts. Although its structure is simple, since only the rear wheels can steer and the rear axle cannot rotate, only front axle drive can be achieved and four-wheel drive function cannot be realized; the other is to adopt a hinged frame. For example, a hinged mixer truck disclosed in the patent publication No. CN206085342U. Its entire frame is divided into two parts: a front frame and a rear frame. The front frame and the rear frame are connected through a hinge shaft, and steering cylinders are arranged on both sides of the hinge shaft. The whole vehicle is steered by the alternating expansion and contraction of the two steering cylinders. Although this structure can achieve four-wheel drive function, when steering, it is not that the front frame is fixed and the rear frame rotates alone, nor that the rear frame is fixed and the front frame rotates alone. Instead, the front frame and the rear frame rotate a certain angle around the hinge shaft at the same time. Theoretically, it can minimize the turning radius of the vehicle, but the simultaneous rotation of the front frame and the rear frame is equivalent to bending the whole vehicle from the middle, and the front frame and the rear frame will both protrude outwards by a certain distance, which is very likely to touch pedestrians or materials outside the frame, posing a major safety hazard. Summary of the Utility Model

[0004] The utility model provides a steering structure of a construction machinery vehicle, which solves the problem of potential safety hazards existing in the steering of construction machinery vehicles in the prior art.

[0005] The technical solution of the utility model is realized as follows: A steering structure of a construction machinery vehicle, comprising:

[0006] A frame, the frame is of an integral structure;

[0007] A rear axle assembly, which is installed on the frame and the two can rotate relative to each other with a vertical line as the axis;

[0008] Steering cylinder, with both ends hinged to the vehicle frame and the rear axle assembly respectively, and the steering cylinder drives the rear axle assembly to rotate with the vertical line as the axis.

[0009] As a preferred embodiment, the rear axle assembly includes

[0010] The first support frame, which is rotatably connected to the vehicle frame through a slewing bearing. The first support frame is fixed to the outer / inner ring of the slewing bearing, and the vehicle frame is fixed to the inner / outer ring of the slewing bearing;

[0011] The rear axle, which is installed on the first support frame and moves synchronously with the first support frame;

[0012] The end of the steering cylinder is hinged to the first support frame.

[0013] As a preferred embodiment, the rear axle assembly further includes a second support frame, and the second support frame is hinged to the first support frame and can rotate with the horizontal line as the axis;

[0014] The rear axle is fixed to the second support frame.

[0015] As a preferred embodiment, the first support frame includes

[0016] The first top plate, which is fixed to the outer / inner ring of the slewing bearing;

[0017] The limit side plates, there are two pairs of them and they are fixed under the first top plate. The two pairs of limit side plates are respectively located in front of and behind the rear axle, and a limit groove is formed between each pair of limit side plates;

[0018] The second support frame is embedded in the limit groove.

[0019] As a preferred embodiment, the second support frame is composed of two second cross plates and two second vertical plates fixed end to end in sequence, and its shape is rectangular;

[0020] The two second cross plates are arranged in the left-right direction, and the rear axle is fixed on the second cross plates through fastening bolts;

[0021] The two second vertical plates are arranged in the front-back direction and are embedded in the corresponding limit grooves. The thickness of the second vertical plates is adapted to the width of the limit grooves;

[0022] The second vertical plate is connected to the corresponding limit side plate through a hinge shaft.

[0023] As a preferred embodiment, the number of the steering cylinders is two and they are symmetrically arranged in the left-right direction, and the two steering cylinders alternate in telescoping.

[0024] As a preferred embodiment, a front axle is also installed on the frame, and a pair of limiting side plates at the front are provided with universal shaft holes, and a universal shaft connecting the front axle and the rear axle passes through the universal shaft holes.

[0025] After adopting the above technical scheme, the beneficial effect of the utility model is as follows: the steering structure of the engineering machinery vehicle of the utility model utilizes the steering cylinder to drive the rear axle assembly to rotate. Since the rear axle assembly and the frame can rotate relative to each other with the vertical line as the axis, and the frame is an integrated structure, when the steering cylinder is extended or retracted, the rear axle assembly will be driven to rotate, thereby realizing the steering of the rear wheels, and the frame of the integrated structure will not swing, which eliminates the safety hazard of the frame swinging outward when the engineering machinery vehicle is turning, and greatly improves the safety performance.

[0026] The first support frame and the frame are connected by a slewing bearing, so that the first support frame and the frame can rotate freely relative to each other. The above function can be achieved regardless of whether the first support frame is fixed to the outer ring or the inner ring of the slewing bearing. Moreover, the rear axle is installed on the first support frame and can move synchronously with the first support frame, ensuring the smooth steering and movement of the whole vehicle.

[0027] A second support frame that can rotate with the horizontal line as the axis is installed on the first support frame. The rear axle is fixed on the second support frame in order to adapt to the rugged roads on the construction site. The rear axle and the second support frame can have a certain degree of freedom in the left and right directions, and can adapt to different roads during driving, thereby minimizing the shaking of the first support frame and the frame, thereby ensuring the driving stability of the entire vehicle.

[0028] The reason why the second support frame is configured as a rectangular structure with two second horizontal plates and two second vertical plates fixed end to end is, firstly, to facilitate the installation of the rear axle. Since the rear axle extends in the left and right directions, the two second horizontal plates arranged on the left and right provide a mounting platform for the installation of the rear axle, which can be well fixed by only using fastening bolts; secondly, it ensures that the second support frame and the rear axle can quickly and timely adapt to potholes, and the thickness of the second vertical plate is matched with the width of the limit groove to ensure that the second support frame and the rear axle will not shake left and right, thereby ensuring the stability of steering and driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0030] Figure 1 Schematic three-dimensional structure diagram of an embodiment of the present utility model;

[0031] Figure 2 Schematic structure diagram of another perspective of this embodiment;

[0032] Figure 3 Schematic partial structure diagram at the rear axle;

[0033] Figure 4 Schematic top view of this embodiment;

[0034] Figure 5 Schematic structure diagram of the first support frame and the second support frame in this embodiment;

[0035] In the figure: 1 - vehicle frame; 2 - rear axle assembly; 21 - first support frame; 211 - first top plate; 212 - limit side plate; 213 - limit groove; 214 - universal shaft hole; 22 - slewing bearing; 23 - rear axle; 24 - second support frame; 241 - second cross plate; 242 - second vertical plate; 25 - fastening bolt; 26 - hinge shaft; 3 - steering cylinder; 4 - front axle; 5 - universal shaft. Specific embodiments

[0036] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present utility model.

[0037] Embodiment:

[0038] As Figure 1 、 Figure 2 and Figure 4 collectively shown, it is an embodiment of the steering structure of the construction machinery vehicle of the present utility model. This steering structure can be widely used in various types of construction machinery, including but not limited to loaders, excavators, self-loading mixers, forklifts, etc., and can well realize the steering and movement of the whole vehicle, and has high safety and good practicability.

[0039] The steering structure of this embodiment first includes a frame 1 of an integrated structure, a front axle 4 is installed at the front of the frame 1, a rear axle assembly 2 is installed at the rear, and other components of the engineering machinery vehicle (such as counterweight, water tank, cab, etc.) are all installed on the frame 1. When the vehicle needs to turn, the driver controls the rear axle assembly 2 to realize the turning of the whole vehicle. During this process, the whole frame 1 does not need to rotate or move too much. Therefore, during the turning process, the frame 1 and many components attached thereto will not protrude outward, eliminating the safety hazard of collision. In addition, a universal shaft 5 is provided between the front axle 4 and the rear axle assembly 2. No matter how the rear axle assembly 2 turns, the power of the engine (not shown in the drawings) can be transmitted to the front axle 4 and the rear axle assembly 2 at the same time, realizing the four-wheel drive function of the whole vehicle. The main invention of this embodiment lies in the rear axle assembly 2, and the structure therein is described in detail below.

[0040] In order to better describe the structure, Figure 4 As shown, the four directions of front, back, left, and right are defined according to the forward direction of the vehicle. In order to realize the relative rotation of the entire rear axle assembly 2 and the frame 1, this embodiment adopts a slewing bearing 22, which is horizontally installed between the rear axle assembly 2 and the frame 1. The frame 1 can be fixed to the outer ring of the slewing bearing 22 or the inner ring of the slewing bearing 22. Correspondingly, the rear axle assembly 2 is fixed to the inner ring of the slewing bearing 22 or the outer ring of the slewing bearing 22. In this way, the frame 1 and the rear axle assembly 2 can rotate relative to each other with the vertical line (that is, the central axis of the slewing bearing 22) as the axis.

[0041] like Figure 3 and Figure 5 As shown, the rear axle assembly 2 in this embodiment includes a first support frame 21, a second support frame 24 and a rear axle 23, wherein the first support frame 21 as a part of the rear axle assembly 2, its main function is to be fixed with the inner ring or outer ring of the slewing bearing 22 to realize the rotation of the entire rear axle assembly 2, and the second support frame 24 is installed on the first support frame 21, its main function is to realize its relative swing in the left and right directions through the hinge connection with the first support frame 21, so that the rear axle 23 fixed thereon can have a certain degree of swing freedom in the left and right directions, so as to adapt to the rugged roads during the movement of the whole vehicle, thereby reducing the shaking of the frame 1 and other accessories thereon, and improving the comfort and safety of the driver's operation.

[0042] The first support frame 21 includes a first top plate 211 and four limiting side plates 212, wherein the first top plate 211 is in a horizontal state and fixed to the outer ring or inner ring of the slewing bearing 22, and the four limiting side plates 212 are divided into two pairs, one pair is vertically fixed to the front of the first top plate 211, and the other pair is vertically fixed to the rear of the first top plate 211, and a limiting groove 213 is formed between each pair of limiting side plates 212, and the function of the limiting groove 213 is to install the second support frame 24. Therefore, when the first top plate 211 rotates with the vertical line as the axis, it will synchronously drive the four limiting side plates 212 to rotate synchronously.

[0043] The second support frame 24 includes two second transverse plates 241 and two second vertical plates 242, which are fixed end to end in sequence to form a rectangular structure, wherein the two second transverse plates 241 are located at left and right positions, and the two second vertical plates 242 are located at front and back positions, and the two second vertical plates 242 are respectively embedded in two limiting grooves 213, the thickness of the second vertical plates 242 is adapted to the width of the limiting grooves 213, and the two are hingedly connected by a horizontal hinge shaft 26, so that the entire second support frame 24 can swing left and right with the hinge shaft 26 as the axis. Since the two second transverse plates 241 are located at left and right positions and are transverse plates, the rear axle 23 can be conveniently fixed thereon by fastening bolts 25. Since the thickness of the two second vertical plates 242 is adapted to the limiting grooves 213 and is affected by the hinge shaft 26, the second vertical plates 242 can drive the rear axle 23 fixed thereon to swing in the left and right directions. When driving on a rough road, the rear axle 23 and the second vertical plates 242 can be adaptively adjusted according to the road conditions to reduce the shaking amplitude of the first support frame 21 and the frame 1, thereby improving the comfort and safety of the driver.

[0044] Since the rear axle 23 is mounted on the second support frame 24, this embodiment needs to open a universal shaft hole 214 on the front pair of limiting side plates 212 for the universal shaft 5 to extend therein and connect to the rear axle 23 to achieve power transmission.

[0045] In this embodiment, the mechanism for realizing the steering of the rear axle assembly 2 is two symmetrically arranged steering cylinders 3, one end of the two steering cylinders 3 is hinged to the frame 1, and the other end extends horizontally backward and is hinged to the first support frame 21. Figure 4As shown, when the lengths of the two steering cylinders 3 are the same, the rear axle 23 does not rotate at this time, and the vehicle moves forward or backward. When steering is required, the driver controls the two steering cylinders 3 to extend and retract alternately. At this time, the two steering cylinders 3 will drive the entire rear axle assembly 2 to rotate horizontally around the vertical axis of the slewing bearing 22, while the frame 1 will not rotate. In this way, the rotation of the rear axle 23 is achieved, and steering is realized. At the same time, the universal shaft 5 passing through the universal shaft hole 214 can ensure the transmission of power between the front axle 4 and the rear axle 23, so that the whole vehicle maintains a four-wheel drive motion state.

[0046] Generally speaking, the steering structure of the construction machinery vehicle of the present invention is ingeniously designed, easy to operate, has high safety during the steering process of the whole vehicle, and has good practicability.

[0047] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A steering structure for an engineering machinery vehicle, characterized in that: include: A vehicle frame (1), wherein the vehicle frame (1) is an integrated structure; A rear axle assembly (2) is mounted on the vehicle frame (1) so that the two can rotate relative to each other with a vertical line as an axis; A steering cylinder (3), the two ends of which are respectively hinged to the vehicle frame (1) and the rear axle assembly (2), and the steering cylinder (3) drives the rear axle assembly (2) to rotate with a vertical line as an axis; The rear axle assembly (2) comprises A first support frame (21) is rotatably connected to the vehicle frame (1) via a slewing bearing (22), the first support frame (21) is fixed to the outer ring / inner ring of the slewing bearing (22), and the vehicle frame (1) is fixed to the inner ring / outer ring of the slewing bearing (22); A rear axle (23), which is mounted on the first support frame (21) and moves synchronously with the first support frame (21); The end of the steering cylinder (3) is hinged to the first support frame (21).

2. The steering structure for an engineering machinery vehicle according to claim 1, characterized in that: The rear axle assembly (2) further comprises a second support frame (24), wherein the second support frame (24) is hingedly connected to the first support frame (21) and can rotate about a horizontal line as an axis; The rear axle (23) is fixed on the second support frame (24).

3. The steering structure of an engineering machinery vehicle according to claim 2, characterized in that: The first support frame (21) comprises A first top plate (211), which is fixed to the outer ring / inner ring of the slewing bearing (22); two pairs of limiting side plates (212) fixed below the first top plate (211); the two pairs of limiting side plates (212) are respectively located at the front and rear of the rear axle (23); and a limiting groove (213) is formed between each pair of limiting side plates (212); The second support frame (24) is embedded in the limiting groove (213).

4. The steering structure for an engineering machinery vehicle according to claim 3, characterized in that: The second support frame (24) is composed of two second horizontal plates (241) and two second vertical plates (242) fixed end to end in sequence, and is rectangular in shape; The two second transverse plates (241) are arranged in the left-right direction, and the rear axle (23) is fixedly mounted on the second transverse plates (241) by fastening bolts (25); The two second vertical plates (242) are arranged in the front-to-back direction and embedded in the corresponding limiting grooves (213), and the thickness of the second vertical plates (242) is adapted to the width of the limiting grooves (213); The second vertical plate (242) is connected to the corresponding limiting side plate (212) via a hinge shaft (26).

5. The engineering machinery vehicle steering structure according to any one of claims 1 to 4, characterized in that: The number of the steering oil cylinders (3) is two and they are symmetrically arranged in the left-right direction, and the two steering oil cylinders (3) are extended and retracted alternately.

6. The steering structure of an engineering machinery vehicle according to claim 3, characterized in that: A front axle (4) is also mounted on the vehicle frame (1), and a pair of limiting side plates (212) located in the front are provided with a universal shaft hole (214), and a universal shaft (5) connecting the front axle (4) and the rear axle (23) passes through the universal shaft hole (214).

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