Steering system of dumper

Abstract

The utility model relates to the technical field of mining dump trucks, in particular to a steering system of a dump truck, which is characterized in that an auxiliary steering motor is mounted at the input end of a bidirectional gear pump, and a first auxiliary one-way valve and a second auxiliary one-way valve are respectively mounted on two sides of the bidirectional gear pump; the end, close to the two-way gear pump, of the first auxiliary one-way valve is further connected with a first hydraulic control one-way valve, the end, close to the two-way gear pump, of the second auxiliary one-way valve is further connected with a second hydraulic control one-way valve, and the upper ends of the first hydraulic control one-way valve and the second hydraulic control one-way valve are both connected with electromagnetic valves. The first hydraulic control one-way valve is connected with a rod cavity of the first auxiliary steering oil cylinder and a rodless cavity of the second auxiliary steering oil cylinder, and the second hydraulic control one-way valve is connected with a rodless cavity of the first auxiliary steering oil cylinder and a rod cavity of the second auxiliary steering oil cylinder. When the whole system steers, the effect that the system can continuously work under the emergency condition is achieved.

Description

Technical Field

[0001] This utility model relates to the field of mining dump truck technology, specifically to a steering system for a dump truck. Background Technology

[0002] As a key piece of equipment in mine transportation, the reliability of the steering system of mining dump trucks is directly related to the safety of vehicle operation. Current hydraulic steering systems generally use accumulators as an emergency power source. When the main hydraulic system fails, the emergency steering function is achieved by releasing the hydraulic energy stored in the accumulator.

[0003] However, traditional emergency steering systems require large-capacity accumulators to meet transient fuel supply demands. This not only increases equipment procurement costs but also causes key seals to age faster due to the accumulator being under high pressure for extended periods, reducing its average lifespan by more than 30%. More importantly, maintenance under system pressure requires complex depressurization procedures, and the accumulator can only sustain a limited number of steering operations under full load. If continuous steering is required in complex road conditions, the system faces the risk of power interruption.

[0004] Therefore, it is necessary to provide a new steering system for dump trucks. Utility Model Content

[0005] In view of the technical problems existing in the prior art, the present invention provides a steering system for dump trucks.

[0006] The technical solution adopted by this utility model to solve its technical problem is as follows: it includes a main steering pump, an oil tank, a steering gear, a bidirectional gear pump, a first auxiliary steering cylinder and a second auxiliary steering cylinder. The first auxiliary steering cylinder and the second auxiliary steering cylinder are both divided into a rod chamber and a rodless chamber. The input end of the main steering pump is connected to a main steering motor. The oil tank is located below the main steering pump. One end of the main steering pump is connected to the cylinder. The other end of the main steering pump is connected to a pressure switch and a shuttle valve. The shuttle valve is respectively connected to a first emergency motor pump group and a priority valve. The priority valve is connected to the steering gear and the oil tank. The steering gear is connected to the main steering cylinder.

[0007] An auxiliary steering motor is installed at the input end of the bidirectional gear pump. A first auxiliary check valve and a second auxiliary check valve are respectively installed on both sides of the bidirectional gear pump. The end of the first auxiliary check valve near the bidirectional gear pump is also connected to a first hydraulically controlled check valve, and the end of the second auxiliary check valve near the bidirectional gear pump is also connected to a second hydraulically controlled check valve. Solenoid valves are connected to the upper ends of both the first and second hydraulically controlled check valves. The first hydraulically controlled check valve is connected to the rod-side chamber of the first auxiliary steering cylinder and the rodless chamber of the second auxiliary steering cylinder, and the second hydraulically controlled check valve is connected to the rodless chamber of the first auxiliary steering cylinder. The first hydraulic check valve and the second auxiliary steering cylinder have rod-side chambers. A return oil assembly and a buffer overload assembly are connected between the upper branches of the first and second hydraulic check valves. The buffer overload assembly is connected to the return oil assembly. One end of the solenoid valve is connected to the lower end of the second hydraulic check valve, and the other end of the solenoid valve is connected to the lower end of the first hydraulic check valve. The return oil assembly is connected to the oil tank. The upper branches of both the first and second hydraulic check valves are connected to a solenoid directional valve. A second emergency pump is connected to the lower input end of the solenoid directional valve, and a second emergency steering motor is connected to the input end of the second emergency pump.

[0008] The present invention is further configured such that a first emergency motor pump group is connected to the shuttle valve, and the first emergency motor pump group, the second emergency motor pump group, the temperature sensor, the air filter, and the level gauge are all connected to the oil tank.

[0009] The present invention is further configured such that a main steering filter is connected between the shuttle valve and the priority valve.

[0010] The present invention is further configured such that a one-way valve is connected to the priority valve, a cooler is connected in parallel to the one-way valve, and the one-way valve is connected to the oil cylinder.

[0011] The present invention is further configured such that the buffer overload assembly includes a first buffer overload valve and a second buffer overload valve, the input end of the first buffer overload valve is connected to the upper end of the first hydraulically controlled check valve, the output end of the first buffer overload valve is connected to the output end of the second buffer overload valve, and the input end of the second buffer overload valve is connected to the upper end of the second hydraulically controlled check valve.

[0012] The present invention is further configured such that the oil return assembly is disposed below the buffer overload valve, the oil return assembly includes a first oil return check valve and a second oil return check valve, the output end of the first oil return check valve is connected to the upper end of the first hydraulic check valve, the output end of the second oil return check valve is connected to the upper end of the second hydraulic check valve, and the input end of the first oil return check valve is connected to the input end of the second oil return check valve.

[0013] The present invention is further configured such that the output ends of the first buffer overload valve and the second buffer overload valve are connected to the input ends of the first return oil check valve and the second return oil check valve, and the output ends of the first return oil check valve and the second return oil check valve are connected to the oil cylinder.

[0014] The present invention is further configured such that a safety valve is connected between the second emergency pump and the electromagnetic reversing valve.

[0015] The present invention is further configured such that the first emergency motor pump unit includes a first emergency safety valve, a first emergency pump and a first emergency motor.

[0016] The present invention is further configured such that the first emergency safety valve is connected in parallel to the first emergency pump, and the first emergency pump is connected to the oil tank.

[0017] The beneficial effects of this utility model are as follows: By setting a main steering motor to drive the main steering pump to work, hydraulic oil is drawn from the oil tank, converting the mechanical energy of the main steering motor into hydraulic energy, and the oil is transported to the main steering cylinder through the oil pipeline to provide power to the front axle of the dump truck. When the steering wheel is turned beyond a certain angle, the auxiliary steering motor drives the bidirectional gear pump to rotate, supplying oil to the first and second auxiliary steering cylinders. When the bidirectional gear pump or the auxiliary steering motor fails, the second emergency steering motor drives the second emergency pump to work, and the emergency drive auxiliary steering system is activated, so that the entire system can continue to work in emergency situations when steering. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a structural schematic diagram of a steering system for a dump truck provided by this utility model;

[0020] Figure 2 for Figure 1 A magnified structural diagram at point A;

[0021] The component names and their numbers in the diagram are as follows:

[0022] First emergency motor pump unit 1, first emergency safety valve A11, first emergency pump A12, first emergency motor A13; air filter 2; shuttle valve 3; pressure switch 4; main steering motor 5; main steering pump 6; temperature sensor 8; priority valve 9; main steering filter 10; steering gear 11; main steering drive assembly 12; cooler 13; one-way valve 14; first auxiliary steering cylinder 15A; second auxiliary steering cylinder 15B; buffer overload assembly 16, first buffer overload... Load valve 161, second buffer overload valve 162; return oil assembly 17, first return oil check valve 171, second return oil check valve 172; solenoid valve 18; first hydraulic control check valve 19A, second hydraulic control check valve 19B; level gauge 20; first auxiliary check valve 21A, second auxiliary check valve 21B; solenoid directional valve 23; installation valve 24; second emergency steering motor 25; second emergency pump 26; bidirectional gear pump 27; auxiliary steering motor 28; oil tank 29. Detailed Implementation

[0023] To make the technical problem to be solved, the technical solution, and the beneficial effects of this utility model clearer, the present utility model will now be described in detail with reference to the accompanying drawings. This drawing is a simplified schematic diagram, illustrating only the basic aspects of the present utility model, and therefore only shows the components relevant to the present utility model. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] Example 1, as Figure 1As shown, this embodiment provides a steering system for a dump truck, including a main steering pump 6, an oil tank 29, a steering gear 11, a two-way gear pump 27, a first auxiliary steering cylinder 15A, and a second auxiliary steering cylinder 15B. The oil tank 29 serves as a storage container for hydraulic oil and also provides cooling for the hydraulic oil. Both the first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B are divided into rod-mounted and rodless chambers. The input end of the main steering pump is connected to a main steering motor 5. The main steering motor 5 (which can be an engine) provides the power source for the steering system during normal driving. The main steering pump 6 supplies hydraulic oil to the main steering system, converting the mechanical energy of the main steering motor 5 into hydraulic energy. The oil tank 29 is located in the main steering system... Below the steering pump 6, one end of the main steering pump 6 is connected to the hydraulic cylinder, and the other end of the main steering pump 6 is connected to a pressure switch 4 and a shuttle valve 3. The pressure switch 4 is used to monitor the pressure of the emergency pump and output a signal to the controller, which provides feedback to the driver that the emergency steering is in working condition through the alarm display on the control panel. The shuttle valve 3 is connected to the first emergency motor A13 pump group 1 and the priority valve 9 respectively. The shuttle valve 3 is installed at the outlet of the first emergency motor A13 pump group 1 and the main steering pump 6 to protect the first emergency motor A13 pump group 1, prevent the system pressure surge from damaging the first emergency motor A13 pump group 1, and at the same time, prevent the first emergency motor A13 pump group 1 from reversing, which would cause the emergency function to fail. Priority valve 9 is connected to steering gear 11 and oil tank 29. Steering gear 11 is the core component of the main steering system. The left and right steering of the vehicle is achieved by driving the steering gear 11 to turn left and right through the forward and reverse rotation of the steering wheel. Priority valve 9 can limit the maximum pressure of the system, ensure the flow of the steering system, and reduce the energy consumption of the hydraulic system when the steering is not working. The main steering cylinder 12 is connected to the steering gear 11. The main steering cylinder 12 is the driving element of the steering mechanism. The vehicle steering function is achieved by driving the tie arm on the steering axle.

[0025] An auxiliary steering motor 28 is installed at the input end of the bidirectional gear pump 27. The bidirectional gear pump 27 provides hydraulic oil to the auxiliary steering system, converting the mechanical energy of the auxiliary steering motor 28 into hydraulic energy. The bidirectional gear pump 27 is the core component of the auxiliary steering system. The direction of the auxiliary steering motor 28 is controlled by the angle of the main steering, which in turn controls the rotation direction of the bidirectional gear pump 27, thereby controlling the steering angle and direction of the auxiliary steering axle. An angle sensor is installed on the steering gear 11. When the rotation angle of the steering gear 11 is too large, the auxiliary steering system needs to intervene. At this time, the angle sensor transmits a signal to the controller, which is located on the dump truck. The controller controls the auxiliary steering motor 28 to work, thus assisting the steering... Motor 28 drives bidirectional gear pump 27, and bidirectional gear pump 27 starts working. A first auxiliary check valve 21A and a second auxiliary check valve 21B are respectively installed on both sides of bidirectional gear pump 27. The end of the first auxiliary check valve 21A near bidirectional gear pump 27 is also connected to a first hydraulically controlled check valve 19A, and the end of the second auxiliary check valve 21B near bidirectional gear pump 27 is also connected to a second hydraulically controlled check valve 19B. Solenoid valves 18 are connected to the upper ends of both the first hydraulically controlled check valve 19A and the second hydraulically controlled check valve 19B. Solenoid valves 18 are used for no-load starting of auxiliary steering motor 28, and also for unloading bidirectional gear pump 27 when auxiliary steering is not working, reducing system energy consumption. The first hydraulically controlled check valve 19A... A rod-side chamber of the first auxiliary steering cylinder 15A and a rodless chamber of the second auxiliary steering cylinder 15B are connected. A second hydraulically controlled check valve 19B connects the rodless chamber of the first auxiliary steering cylinder 15A and the rod-side chamber of the second auxiliary steering cylinder 15B. The first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B are the driving elements of the auxiliary steering mechanism, which drive the tie arm on the steering axle to achieve the vehicle steering function. A return oil assembly 17 and a buffer overload assembly 16 are connected between the upper branches of the first hydraulically controlled check valve 19A and the second hydraulically controlled check valve 19B. The buffer overload assembly 16 has an overload protection function and also provides a buffer for the steering cylinder. The buffer overload assembly 16 is connected to the return oil assembly 17. One end of the solenoid valve 18 is connected to the lower end of the second hydraulic check valve 19B, and the other end of the solenoid valve 18 is connected to the lower end of the first hydraulic check valve 19A. Before the auxiliary steering system is started, the auxiliary steering motor 28 is controlled to idle through the solenoid valve. After the speed of the auxiliary steering motor 28 reaches the transmission value, the auxiliary steering motor 28 drives the bidirectional gear pump 27, which in turn works. The return oil assembly 17 is connected to the oil tank 29. The upper branches of the first hydraulic check valve 19A and the second hydraulic check valve 19B are both connected to the solenoid directional valve 23. The lower input end of the solenoid directional valve 23 is connected to the second emergency pump 26, and the input end of the second emergency pump 26 is connected to the second emergency steering motor 25.

[0026] The first emergency motor A13 pump set 1, the second emergency motor pump set, the temperature sensor 8, the air filter 2, and the level gauge 20 are all connected to the oil tank 29; the level gauge 20 is installed above the oil tank 29 to display the position of the liquid level in the oil tank 29; the cooler 13 is used to dissipate heat for the entire hydraulic steering system to ensure that the temperature of the hydraulic oil does not exceed the applicable range.

[0027] A main steering filter 10 is connected between shuttle valve 3 and priority valve 9; the filter is used to protect the cleanliness of the hydraulic oil entering priority valve 9 and prevent priority valve 9 from sticking, which would cause abnormal function of the steering system.

[0028] A check valve 14 is also connected to the priority valve 9, and a cooler 13 is connected in parallel to the check valve. The check valve is connected to the oil cylinder.

[0029] The buffer overload assembly 16 includes a first buffer overload valve 161 and a second buffer overload valve 162. The input end of the first buffer overload valve 161 is connected to the upper end of the first hydraulic control check valve 19A, the output end of the first buffer overload valve 161 is connected to the output end of the second buffer overload valve 162, and the input end of the second buffer overload valve 162 is connected to the upper end of the second hydraulic control check valve 19B.

[0030] The oil return assembly 17 is located below the buffer overload assembly 16. The oil return assembly 17 includes a first oil return check valve 171 and a second oil return check valve 172. The output end of the first oil return check valve 171 is connected to the upper end of the first hydraulic check valve 19A, the output end of the second oil return check valve 172 is connected to the upper end of the second hydraulic check valve 19B, and the input end of the first oil return check valve 171 is connected to the input end of the second oil return check valve 172.

[0031] The output terminals of the first buffer overload valve 161 and the second buffer overload valve 162 are connected to the input terminals of the first return oil check valve 171 and the second return oil check valve 172. The input terminals of the first return oil check valve 171 and the second return oil check valve 172 are connected to the oil cylinder.

[0032] A dual storage mechanism is formed by the bidirectional gear pump 27. The auxiliary steering motor 28 is a synchronous motor that can rotate in both directions. When the auxiliary steering motor 28 rotates forward, the first auxiliary check valve 21A draws hydraulic oil from the oil tank 29 and delivers it to the first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B. If turning left, oil is delivered to the rod chamber of the first auxiliary steering cylinder 15A and to the rodless chamber of the second auxiliary steering cylinder 15B. If turning right, oil is delivered to the first auxiliary steering cylinder 15A. Oil is supplied to the rodless chamber of cylinder 15A and to the rod chamber of the second auxiliary steering cylinder 15B. During operation, oil can be returned through the second hydraulic check valve 19B, and the hydraulic oil is reabsorbed into the bidirectional gear pump and added to the delivery process to avoid oil waste. When the auxiliary steering motor 28 reverses, the second auxiliary check valve 21B draws hydraulic oil from the oil tank 29 and delivers it to the first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B, while the first hydraulic check valve 19A returns oil.

[0033] When the first auxiliary steering cylinder 15A malfunctions, the hydraulic oil is depressurized through the branch formed by the first buffer overload valve 161 and the second return oil check valve 172. When the second auxiliary steering cylinder 15B malfunctions, the hydraulic oil is depressurized through the branch formed by the second buffer overload valve 162 and the second return oil check valve 172 to avoid the situation of excessive hydraulic oil pressure causing the pipe to burst.

[0034] A safety valve 24 is connected between the second emergency pump 26 and the solenoid reversing valve 23.

[0035] See Figure 2 The first emergency motor A13 pump group 1 includes a first emergency safety valve A11, a first emergency pump A12, and a first emergency motor A13. The first emergency safety valve A11 is connected in parallel to the first emergency pump A12, and the first emergency pump A12 is connected to the oil tank 29. The first shuttle valve 3 is installed at the outlet of the first emergency motor A13 pump group 1 and the main steering pump 6. The shuttle valve 3 is used to protect the first emergency pump A12 and prevent the first emergency pump A12 from being damaged by system pressure surge. At the same time, if the first emergency motor A13 reverses, it will cause the emergency function of the first emergency motor A13 pump to fail. The first emergency safety valve A11 is used to protect the first emergency motor A13 and the first emergency pump A12, preventing the first emergency motor A13 from being damaged by overpower and preventing the first emergency pump A12 from being damaged by overpressure.

[0036] Pressure switch 4 is used to monitor the pressure of the first emergency pump A12 and output a signal to the controller. The alarm display on the control panel provides feedback to the driver that the emergency steering is in operation.

[0037] When the bidirectional gear pump 27 or the auxiliary steering motor 28 fails, the emergency steering motor drives the emergency pump to operate. The auxiliary steering cylinder is controlled by switching the solenoid directional valve 23 to achieve the emergency function. During this process, the first hydraulic check valve 19A and the second hydraulic check valve 19B prevent the auxiliary steering motor 28 from being dragged in reverse, thus affecting the emergency steering function. Safety valves are used to protect the emergency steering components (emergency pump, solenoid directional valve 23, etc.) and the emergency steering pipeline.

[0038] The auxiliary steering motor 28 directly drives the bidirectional gear pump 27. The speed of the auxiliary steering motor 28 is controlled according to the flow requirements of the auxiliary steering system, so that the bidirectional gear pump does not waste excess flow, thereby achieving a better energy-saving and consumption-reducing effect for the entire system.

[0039] The first auxiliary check valve 21A and the second auxiliary check valve 21B are used for replenishing oil to the bidirectional gear pump 27.

[0040] When the dump truck needs to turn, the steering wheel is turned, which drives the steering gear 11 to turn. The main steering motor 5 drives the main steering pump 6 to work, drawing hydraulic oil from the oil tank 29 and converting the mechanical energy of the main steering motor 5 into hydraulic energy. The oil is then transported through the oil pipeline to the main steering cylinder 12 to provide power to the front axle of the dump truck. When the main steering pump 6 or the main steering motor 5 fails, the first emergency motor pump 1 group starts to work. The first emergency motor A13 drives the first emergency pump A12 to work, delivering hydraulic oil to the main steering cylinder 12 and providing emergency drive for the main steering system.

[0041] When the steering wheel is turned beyond a certain angle, the angle sensor detects the angle signal and transmits it to the auxiliary steering motor 28. The auxiliary steering motor 28 rotates to a certain speed, driving the bidirectional gear pump 27 to rotate and supply oil to the first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B to provide power. When the bidirectional gear pump 27 or the auxiliary steering motor 28 fails, the second emergency steering motor 25 drives the second emergency pump 26 to work, continuing to supply oil to the first auxiliary steering cylinder 15A and the second auxiliary steering cylinder 15B, thus providing emergency drive for the auxiliary steering system.

[0042] By setting up a main steering emergency system and an auxiliary steering emergency system, the entire system can achieve the effect of continuous operation during steering.

[0043] In Example 2, an energy recovery device is added to the return oil lines of the main steering system and the auxiliary steering system. This device includes a hydraulic motor and a generator connected to it (the hydraulic motor and generator are not shown in the figure). When the vehicle is steering, as the hydraulic oil returns to the tank, the high-pressure oil drives the hydraulic motor to rotate, which in turn drives the generator to generate electricity. This converts some of the hydraulic energy into electrical energy, which is then stored in the vehicle's battery, achieving energy recovery and reuse, and helping to reduce the overall energy consumption of the vehicle.

[0044] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0045] It should be understood that the terms "length", "width", "up", "down", "front and back", "left and right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and are not intended to 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 this utility model.

[0046] Based on the preferred embodiments of this utility model described above, those skilled in the art can make various changes and modifications without departing from the scope of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A steering system for a dump truck, characterized by: The main steering pump, the oil tank, the steering gear, the bidirectional gear pump, the first auxiliary steering oil cylinder and the second auxiliary steering oil cylinder are included, the first auxiliary steering oil cylinder and the second auxiliary steering oil cylinder are divided into a rod cavity and a rodless cavity, the input end of the main steering pump is connected with a main steering motor, the oil tank is arranged below the main steering pump, one end of the main steering pump is connected with an oil cylinder, the other end of the main steering pump is connected with a pressure switch and a shuttle valve, the shuttle valve is connected with a first emergency motor pump group and a priority valve respectively, the priority valve is connected with the steering gear and the oil tank, and the steering gear is connected with the main steering oil cylinder. The input end of the bidirectional gear pump is provided with an auxiliary steering motor, the two sides of the bidirectional gear pump are respectively provided with a first auxiliary check valve and a second auxiliary check valve, one end of the first auxiliary check valve close to the bidirectional gear pump is further connected with a first hydraulic control check valve, one end of the second auxiliary check valve close to the bidirectional gear pump is further connected with a second hydraulic control check valve, the upper ends of the first hydraulic control check valve and the second hydraulic control check valve are connected with solenoid valves, the first hydraulic control check valve is connected with the rod cavity of the first auxiliary steering oil cylinder and the rodless cavity of the second auxiliary steering oil cylinder, the second hydraulic control check valve is connected with the rodless cavity of the first auxiliary steering oil cylinder and the rod cavity of the second auxiliary steering oil cylinder, the upper end branches of the first hydraulic control check valve and the second hydraulic control check valve are connected with a return oil assembly and a buffer overload assembly, the buffer overload assembly is connected with the return oil assembly, one end of the solenoid valve is connected with the lower end of the second hydraulic control check valve, the other end of the solenoid valve is connected with the lower end of the first hydraulic control check valve, the return oil assembly is connected with the oil tank, the upper end branches of the first hydraulic control check valve and the second hydraulic control check valve are connected with a solenoid reversing valve, the lower input end of the solenoid reversing valve is connected with a second emergency pump, and the input end of the second emergency pump is connected with a second emergency steering motor.

2. A steering system for a dump truck as defined in claim 1, wherein: The shuttle valve is further connected with a first emergency motor pump group, the first emergency motor pump group, a second emergency motor pump group, a temperature sensor, an air filter and a liquid level meter are connected with the oil tank.

3. A steering system for a dump truck as defined in claim 1, wherein: The shuttle valve and the priority valve are connected with a main steering filter.

4. A steering system for a dump truck as defined in claim 1, wherein: The priority valve is further connected with a check valve, the check valve is connected in parallel with a cooler, and the check valve is connected with the oil cylinder.

5. A steering system for a dump truck as defined in claim 1, wherein: The buffer overload assembly comprises a first buffer overload valve and a second buffer overload valve, the input end of the first buffer overload valve is connected with the upper end of the first hydraulic control check valve, the output end of the first buffer overload valve is connected with the output end of the second buffer overload valve, and the input end of the second buffer overload valve is connected with the upper end of the second hydraulic control check valve.

6. A steering system for a dump truck as defined in claim 5, wherein: The return oil assembly is arranged below the buffer overload valve, the return oil assembly comprises a first return check valve and a second return check valve, the output end of the first return check valve is connected with the upper end of the first hydraulic control check valve, the output end of the second return check valve is connected with the upper end of the second hydraulic control check valve, and the input end of the first return check valve is connected with the input end of the second return check valve.

7. A steering system for a dump truck as defined in claim 6, wherein: The output end of the first buffer overload valve and the output end of the second buffer overload valve are connected with the input end of the first oil return check valve and the input end of the second oil return check valve, and the output end of the first oil return check valve and the output end of the second oil return check valve are connected with the oil cylinder.

8. A steering system for a dump truck as defined in claim 1, wherein: A safety valve is connected between the second emergency pump and the electromagnetic reversing valve.

9. A steering system for a dump truck as defined in claim 1 wherein: The first emergency motor pump group comprises a first emergency safety valve, a first emergency pump and a first emergency motor.

10. A steering system for a dump truck as defined in claim 1, wherein: The first emergency safety valve is connected in parallel with the first emergency pump, and the first emergency pump is connected with the oil tank.

Images