Walking control hydraulic system, control method therefor, and silage harvester

Abstract

A walking control hydraulic system, comprising a variable displacement piston pump (1), a slippage pump (2), a right-front accumulator (8.1), a left-front accumulator (8.2), a left-front check valve (9.2), a right-front check valve (9.1), a left-front variable displacement piston motor (10), a rear axle variable displacement piston motor (11) and a right-front variable displacement piston motor (12). A walking control hydraulic system control method, used for the walking control hydraulic system. A silage harvester, comprising the walking control hydraulic system and further comprising a transmission system, an automatic transmission and an anti-collision rearview mirror structure. Such arrangements solve the technical problems in the prior art of short service lives of hydraulic components, poor coordination of assemblies and devices, only two gears, i.e. a high gear and a low gear, of an automatic transmission using a single hydraulic cylinder for gear shifting, and collision risks of rearview mirrors during driving.

Description

Travel control hydraulic system, control method thereof and silage machine Technical Field

[0001] The present invention relates to the technical field of agricultural machinery, and in particular to a travel control hydraulic system, a control method thereof, and a silage machine. Background Art

[0002] With the development of animal husbandry and the centralization of cattle and sheep breeding, farmers' demand for feed and storage volume are increasing, and the problem of low efficiency in manual harvesting and storage of forage has become prominent. After a long period of development and verification of agricultural mechanization, silage machines play an indispensable role in the harvesting, chopping, storage and transportation of forage; and with the rapid improvement of China's agricultural mechanization level in recent years, farmers' requirements for the automation level of agricultural machinery are constantly improving. Therefore, the practicality and safety of silage machines are particularly important; existing silage machine travel systems generally adopt hydrostatic drive. In order to ensure the braking distance, most of them are equipped with mechanical braking devices. There are mainly the following methods in the braking process of this type of machinery: the first is to output pressure through the foot pedal to perform friction braking on the drive mechanism; the second is a control method of combined friction braking and hydrostatic braking.

[0003] The existing braking technology currently has the following deficiencies:

[0004] 1. Mechanical braking and hydrostatic braking exist independently of each other. Whether in deceleration or emergency braking conditions, braking force is mainly output by stepping on the foot pedal, which frictionally brakes the moving parts. Frequent mechanical friction accelerates the wear of components. In addition, in emergency braking, if the handle does not return to the center position for some reason, the hydraulic system continues to output driving force. Pure mechanical braking greatly reduces the safety and reliability of braking.

[0005] 2. Some machines use a combination of mechanical braking and hydrostatic braking, but the pump and motor variables are mainly controlled by pressure feedback from the foot pedal. When the foot pedal is lightly pressed to decelerate, the pressure signal controls the pump and motor displacement, resulting in friction braking coexisting during the hydrostatic braking process. This control method not only accelerates the wear of the friction plate, but also easily confuses the deceleration and emergency braking conditions, reducing the braking accuracy and efficiency of the entire machine.

[0006] 3. The hydrostatic braking force mainly comes from the high-pressure and low-pressure conversion at the inlet and outlet of the hydraulic motor, forming a reverse braking force. Under high-speed emergency braking conditions, the motor oil outlet (low-pressure port) will cause instantaneous ultra-high pressure. Due to the flow rate of the high-pressure relief valve inside the closed pump and the flow rate of the oil replenishment pump, the high-pressure oil on the brake side cannot be instantly replenished to the low-pressure side, which leads to instantaneous pressure loss at the motor oil inlet and the outlet of the oil replenishment pump. This sudden pressure loss condition can easily cause the variable pump, variable motor and other hydraulic components to fail, affecting their service life.

[0007] In addition, a forage harvester generally includes a header assembly, a feeding assembly, a chopping assembly, a grain crushing assembly, and a throwing assembly, etc. The power input between each component is independent of each other, so multiple power input devices need to be set up, resulting in a large number of power components in the forage harvester and poor coordination between the components.

[0008] With the centralized management of land, farmers are increasingly demanding higher levels of automation in agricultural machinery. Automatic gearshifting technology is gradually replacing traditional manual lever shifting. Traditional manual lever shifting, where the operator engages and disengages the clutch while manually shifting gears, undoubtedly increases operational difficulty and crop harvesting time. Automatic gearshifting technology significantly improves harvesting efficiency, especially for plots requiring frequent U-turns and gear changes. However, current automatic gearshift transmissions typically utilize a single hydraulic cylinder for shifting, enabling only high and low gears. To achieve three or more gears, additional hydraulic cylinders are required, increasing the transmission's bulk and shifting failure rate.

[0009] Rearview mirrors are mainly used in modern agricultural machinery to provide drivers with a good field of vision, ensuring their safety during operation and driving. Since agricultural machinery must travel and operate in a variety of different environments, and the rearview mirror is on the outside of the vehicle body, it is easy to be blocked and damaged by branches during driving. In the prior art, an elastic telescopic frame is added to the rearview mirror so that the rearview mirror drives the elastic telescopic frame to contract when it is subjected to force, thus playing a buffering role. However, the above-mentioned elastic telescopic frame cannot block and protect the entire rearview mirror, and it also limits the driver's field of vision and causes misjudgment, so that the rearview mirror is still at risk of being damaged.

[0010] In summary, there is an urgent need for a silage machine having a travel control system that can extend the service life of hydraulic components, a transmission system that coordinates various component devices, a gearbox that can realize multi-gear switching, and a rearview mirror that can prevent collisions during driving to solve the problems existing in the existing technology.

[0011] Summary of the Invention

[0012] The present invention aims to provide a travel control hydraulic system, a control method thereof, and a forage machine, which can solve the technical problems in the prior art such as the short service life of hydraulic components, poor coordination of various components, the limited ability to switch between high and low gears when an automatic shift transmission uses a single hydraulic cylinder for shifting, and the risk of rearview mirrors being damaged during driving. The specific technical solution is as follows:

[0013] In the first aspect, the present invention provides a walking control hydraulic system, including a variable piston pump, an oil charge pump, a right front accumulator, a left front accumulator, a left front one-way valve, a right front one-way valve, a left front variable piston motor, a rear axle variable piston motor, and a right front variable piston motor, wherein: the variable piston pump and the oil charge pump are driven and connected to the power output device, the A port of the variable piston pump is respectively connected to the A port of the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor, and the B port of the variable piston pump is respectively connected to the B port of the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor; the output end of the oil charge pump is connected to the A port of the left front variable piston motor through the left front one-way valve and to the A port of the right front variable piston motor through the right front one-way valve, the left front accumulator is connected to the input end of the left front one-way valve, and the right front accumulator is connected to the input end of the right front one-way valve.

[0014] A further improvement of the silage locomotive of the present invention is that the travel control hydraulic system also includes a second overflow valve and two first overflow valves, the two first overflow valves are connected in series and then arranged in parallel between the A port and the B port of the variable piston pump; the second overflow valve is connected to the output end of the oil replenishment pump.

[0015] A further improvement of the silage locomotive of the present invention is that the travel control hydraulic system further includes a one-way valve, the output end of the one-way valve is connected to the output end of the oil replenishment pump, and the input end of the one-way valve is respectively connected to the right front accumulator and the left front accumulator.

[0016] A further improvement of the silage locomotive of the present invention is that the travel control hydraulic system further includes a third overflow valve, and the third overflow valve is connected to the input end of the one-way valve.

[0017] A further improvement of the silage locomotive of the present invention is that the travel control hydraulic system also includes a first pressure sensor and a second pressure sensor, the first pressure sensor is connected to the output end of the oil replenishment pump, and is used to detect the outlet pressure of the oil replenishment pump; the second pressure sensor is connected to the pipeline between the one-way valve and the right front accumulator and the left front accumulator, and is used to detect the pressure in the right front accumulator and the left front accumulator.

[0018] In a second aspect, the present invention further provides a method for controlling the walking control hydraulic system as described above, comprising the steps of:

[0019] Get the current pedal angle;

[0020] According to the range in which the actual pedaling angle is located, the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor are controlled according to the corresponding displacement change slope to output a corresponding amount of hydrostatic braking force to achieve gradual deceleration of the vehicle; and only after the actual pedaling angle reaches the set threshold, while outputting a corresponding amount of hydrostatic braking force, the foot brake valve is driven to output hydraulic pressure to the brake caliper according to the actual pedaling angle to generate a corresponding amount of friction braking force to achieve emergency braking of the vehicle, wherein the displacement change slope and the hydraulic pressure output by the foot brake valve are positively correlated with the actual pedaling angle.

[0021] A further improvement of the control method of the travel control hydraulic system of the present invention is that, according to the range in which the actual pedaling angle is located, the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor are controlled according to the corresponding displacement change slope to output a corresponding hydrostatic braking force to achieve gradual deceleration of the vehicle; and only after the actual pedaling angle reaches a set threshold, while outputting the corresponding hydrostatic braking force, the foot brake valve is driven according to the actual pedaling angle to output hydraulic pressure to the brake caliper to generate a corresponding friction braking force to achieve emergency braking of the vehicle. Specifically, the method includes the following steps:

[0022] If the current pedal angle θ<θ0, the vehicle is in normal driving state by default. At this time, the vehicle speed is controlled by the handle, and the control system closes the loop to control the vehicle speed and the handle current value to match each other.

[0023] If the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the slope K of the first displacement. θX1 Control the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output corresponding hydrostatic braking forces to gradually decelerate the vehicle;

[0024] If the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the slope K of the second displacement. θX2 Control the displacement of the variable piston pump, left front variable piston motor, rear axle variable piston motor, and right front variable piston motor to output corresponding hydrostatic braking force, where K θX1 <K θX2 At the same time, the foot brake valve outputs hydraulic pressure according to the actual pedaling angle to act on the brake caliper to generate a corresponding friction braking force to achieve emergency braking of the vehicle, and the friction braking force is positively correlated with the actual pedaling angle.

[0025] A further improvement of the control method of the walking control hydraulic system of the present invention is that the first displacement change slope K θX1 and the second displacement change slope K θX2 Specifically:

[0026] Where: θ X1 is the real-time feedback value of the pedal angle in the interval [θ0, θ1], K θX1 The pedal angle is θ X1 When the pedal is at an angle of θ0 and θ1, the first displacement change slope of the pump and motor displacement change needs to be controlled during deceleration; k0 and k1 are the displacement change slopes of the pump and motor displacement change when the pedal is at an angle of θ0 and θ1, respectively; θ X2 is the real-time feedback value of the pedal angle within the interval (θ1, θ2], K θX2 The pedal angle is θ X2 When the pedal angle is θ2, the second displacement change slope of the pump and motor displacement changes that needs to be controlled during deceleration is k2; when the pedal angle is θ2, the displacement change slope of the pump and motor displacement changes that needs to be controlled during deceleration is k3.

[0027] The control method of the walking control hydraulic system of the present invention is further improved in that if the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the slope K of the first displacement. θX1 Controlling the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output corresponding hydrostatic braking forces to gradually decelerate the vehicle includes the following steps:

[0028] If the motor current I m = 0, each motor is at its maximum displacement, and the hydraulic system is in the pump speed regulation state. At this time, the first displacement change slope K θX1 Controlling the variable displacement piston pump to reduce pump displacement until the vehicle decelerates to 0;

[0029] If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the first displacement change slope K θX1 After controlling each motor to increase to the maximum displacement, the displacement change slope K θX1 The variable displacement piston pump is controlled to reduce the pump displacement until the vehicle decelerates to 0.

[0030] The control method of the walking control hydraulic system of the present invention is further improved in that if the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the displacement at the second displacement slope K θX2Controlling the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output corresponding hydrostatic braking forces to gradually decelerate the vehicle includes the following steps:

[0031] If the motor current I m = 0, each motor is at its maximum displacement, and the hydraulic system is in the pump speed regulation state. At this time, the second displacement change slope K θX2 Controlling the variable displacement plunger pump to reduce pump displacement until the vehicle decelerates to 0;

[0032] If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 At the same time, each motor is controlled to increase displacement and the variable piston pump is controlled to reduce pump displacement until the vehicle decelerates to 0;

[0033] or,

[0034] If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 After controlling each motor to increase to the maximum displacement, the second displacement change slope K θX2 The variable displacement piston pump is controlled to reduce the pump displacement until the vehicle decelerates to 0.

[0035] In a third aspect, the present invention also provides a forage machine, comprising the travel control hydraulic system as described above, and also comprising a transmission system, the transmission system comprising an engine, the first end of the output shaft of the engine being connected to a gearbox, the first output end of the gearbox being connected to an intermediate drive belt group, and the second output end of the gearbox being connected to a hydraulic pump; the intermediate drive belt group comprising a first transition pulley, the first transition pulley being connected to a first drive belt group, the first drive belt group comprising a chopping component input wheel and a throwing component input wheel, the throwing component input wheel being connected to a second drive belt group, the second drive belt group comprising a first grain crushing component input wheel and a second grain crushing component input wheel; the hydraulic pump being connected to a first hydraulic cylinder and a second hydraulic cylinder, the first hydraulic cylinder being connected to a header component input shaft, and the second hydraulic cylinder being connected to a feeding component input shaft.

[0036] A further improvement of the silage machine of the present invention is that the intermediate transmission belt assembly further includes a first main shaft pulley, a transition belt and an intermediate tensioning device, the first main shaft pulley is connected to the first output end of the gearbox, and the transition belt is wound around the first main shaft pulley and the first transition pulley;

[0037] The intermediate tensioning device includes an intermediate tensioning wheel and an intermediate tensioning member. The intermediate tensioning wheel abuts against the transition belt. The intermediate tensioning member is connected to the intermediate tensioning wheel. The intermediate tensioning member is used to adjust the abutting force applied by the intermediate tensioning wheel to the transition belt.

[0038] A further improvement of the silage machine of the present invention is that the first transmission belt assembly further includes a second transition pulley, a first transmission belt, and a first tensioning device, the second transition pulley is connected to the first transition pulley via a first transition shaft, and the first transmission belt is wound around the second transition pulley, the chopping assembly input pulley, and the throwing assembly input pulley;

[0039] The first tensioning device includes a first tensioning wheel and a first tensioning member. The first tensioning wheel abuts against the first transmission belt. The first tensioning member is connected to the first tensioning wheel. The first tensioning member is used to adjust the abutting force applied by the first tensioning wheel to the first transmission belt.

[0040] A further improvement of the silage machine of the present invention is that the first transition pulley and the second transition pulley are both detachably connected to the first transition shaft.

[0041] A further improvement of the silage machine of the present invention is that the second transmission belt group further includes a crushing power input wheel, a crushing power transition wheel, a second transmission belt and a second tensioning device, the crushing power input wheel is connected to the throwing assembly input wheel through a second transition shaft, the second transmission belt is wound around the crushing power input wheel and the crushing power transition wheel, the first grain crushing assembly input wheel is connected to the inner surface of the second transmission belt, and the second grain crushing assembly input wheel is connected to the outer surface of the second transmission belt;

[0042] The second tensioning device includes a second tensioning wheel and a second tensioning member. The second tensioning wheel abuts against the second transmission belt. The second tensioning member is connected to the second tensioning wheel. The second tensioning member is used to adjust the abutting force applied by the second tensioning wheel to the second transmission belt.

[0043] A further improvement of the silage machine of the present invention is that the crushing power input wheel and the throwing assembly input wheel are both detachably connected to the second transition shaft.

[0044] A further improvement of the silage machine of the present invention is that the diameter of the input wheel of the first grain crushing assembly is smaller than the diameter of the input wheel of the second grain crushing assembly.

[0045] A further improvement of the silage machine of the present invention is that the engine is a transverse engine, the second end of the output shaft of the engine is connected to a cooling fan belt group, and the cooling fan belt group is connected to a cooling fan assembly.

[0046] A further improvement of the silage machine of the present invention is that the cooling fan belt assembly includes a second main shaft pulley, a cooling fan pulley, a cooling fan belt and a cooling fan tensioning device, the second main shaft pulley is connected to the second end of the output shaft of the engine, the cooling fan belt is wound around the second main shaft pulley and the cooling fan pulley, and the cooling fan pulley is connected to the cooling fan assembly;

[0047] The cooling fan tensioning device includes a cooling fan tensioning wheel and a cooling fan tensioning piece. The cooling fan tensioning wheel abuts against the cooling fan belt. The cooling fan tensioning piece is connected to the cooling fan tensioning wheel. The cooling fan tensioning piece is used to adjust the abutting force applied by the cooling fan tensioning wheel to the cooling fan belt.

[0048] A further improvement of the silage machine of the present invention is that the silage machine also includes an automatic shifting gearbox, the automatic shifting gearbox includes a multi-point positioning shifting hydraulic cylinder, the multi-point positioning shifting hydraulic cylinder includes an external cylinder body, an intermediate transition cylinder barrel, a double-outlet piston rod, a piston and an end cover, the intermediate transition cylinder barrel is arranged in the external cylinder body, the end cover is arranged at both ends of the external cylinder body for fixing the intermediate transition cylinder barrel, the double-outlet piston rod is installed in the intermediate transition cylinder barrel and the two ends extend out of the end cover, one end of the double-outlet piston rod is used to connect with the shift fork linkage mechanism of the automatic shifting gearbox Then, the piston is located in the intermediate transition cylinder and is fixedly mounted on the double-outlet piston rod. At least five oil inlet and outlet ports are provided on the external cylinder body, and at least five annular grooves are provided on the intermediate transition cylinder. Each oil inlet and outlet port is correspondingly connected to an annular groove, and each annular groove is connected to the inner cavity of the intermediate transition cylinder through at least one group of oil holes. Any two oil inlet and outlet ports are selected as working oil ports, and the double-outlet piston rod is driven to reciprocate in the intermediate transition cylinder by hydraulic oil, thereby driving the shift fork linkage mechanism to move, thereby realizing the shifting action of the automatic shift transmission.

[0049] A further improvement of the silage machine of the present invention is that the external cylinder body is provided with a first oil inlet and outlet, a second oil inlet and outlet, a third oil inlet and outlet, a fourth oil inlet and outlet and a fifth oil inlet and outlet in sequence from left to right, and the intermediate transition cylinder is provided with a first annular groove, a second annular groove, a third annular groove, a fourth annular groove and a fifth annular groove in sequence from left to right, the first oil inlet and outlet is connected to the first annular groove, the second oil inlet and outlet is connected to the second annular groove, the third oil inlet and outlet is connected to the third annular groove, the fourth oil inlet and outlet is connected to the fourth annular groove, and the fifth oil inlet and outlet is connected to the fifth annular groove.

[0050] The silage machine of the present invention is further improved in that the middle part of the piston is a guide ring, and a first sealing ring is respectively provided on both sides of the guide ring, the first annular groove and the fifth annular groove are connected to the inner cavity of the intermediate transition cylinder through a group of oil holes, and the second annular groove, the third annular groove, and the fourth annular groove are respectively connected to the inner cavity of the intermediate transition cylinder through two groups of oil holes, the two groups of oil holes include a first group of oil holes and a second group of oil holes arranged in sequence from left to right, and the spacing between the first group of oil holes and the second group of oil holes is the same as the spacing between the first sealing ring and the second sealing ring. In the process of the double-outlet piston rod moving from left to right, when the second sealing ring moves to the position of the first group of oil holes, the double-outlet piston rod starts to decelerate. When the second sealing ring moves to the position of the second group of oil holes, the right cavity is in a closed state, and the double-outlet piston rod stops moving; in the process of the double-outlet piston rod moving from right to left, when the first sealing ring moves to the position of the second group of oil holes, the double-outlet piston rod starts to decelerate. When the first sealing ring moves to the position of the first group of oil holes, The left chamber is in a closed state and the double-outlet piston rod stops moving.

[0051] A further improvement of the silage machine of the present invention is that when the piston moves to the position of the first annular groove, the automatic shift transmission is in low gear, when the piston moves to the position of the second annular groove, the automatic shift transmission switches to the first neutral gear, when the piston moves to the position of the third annular groove, the automatic shift transmission switches to mid gear, when the piston moves to the position of the fourth annular groove, the automatic shift transmission switches to the second neutral gear, and when the piston moves to the position of the fifth annular groove, the automatic shift transmission switches to high gear.

[0052] A further improvement of the silage locomotive of the present invention is that a gear detection block is installed on the end of the double-outlet piston rod away from the shift fork linkage mechanism, a sensor mounting plate is installed on the external cylinder body, and at least five gear detection sensors are arranged at intervals on the sensor mounting plate. During the movement of the double-outlet piston rod, the position of the gear detection block is detected by the gear detection sensor to realize gear detection.

[0053] A further improvement of the silage machine of the present invention is that a low gear detection sensor, a first neutral gear detection sensor, a middle gear detection sensor, a second neutral gear detection sensor and a high gear detection sensor are sequentially arranged on the sensor mounting plate from left to right.

[0054] A further improvement of the silage machine of the present invention is that the installation position of the gear detection block on the double-outlet piston rod can be adjusted left and right to facilitate calibration of the optimal detection distance between the gear detection block and the gear detection sensor.

[0055] A further improvement of the silage machine of the present invention is that a sealing ring is provided between two adjacent annular grooves on the intermediate transition cylinder.

[0056] A further improvement of the silage machine of the present invention is that a sealing member is further provided on the end cover for performing a sealing function.

[0057] A further improvement of the silage locomotive of the present invention is that the silage locomotive also includes a collision-proof rearview mirror structure, which includes a fixing component, a rotating component, an adjustment component and a rearview mirror assembly; the fixing component includes a base, a rotating shaft and a locking piece, the rotating shaft is arranged on the base, and the locking piece is arranged at the end of the rotating shaft away from the base; the rotating assembly includes a rotating cover and a rotating sleeve, the rotating cover is connected to the rotating sleeve, the rotating sleeve is arranged on the rotating shaft and rotates relative to the rotating shaft; the adjustment assembly includes an adjusting piece, and the adjusting piece is configured to be rotatably arranged on the locking piece and rotate relative to the locking piece to fix or contact-fix the rotating shaft and the rotating sleeve; the rearview mirror assembly includes a frame and a lens, the frame is used to be arranged on the rotating sleeve, and the lens and the frame are movably connected.

[0058] A further improvement of the silage machine of the present invention is that the rotary assembly also includes a connecting piece, a connecting hole is provided on the rotary sleeve, a through hole is provided on the rotary shaft, and the connecting piece passes through the corresponding connecting hole and through hole in sequence to connect the rotary sleeve and the rotary shaft.

[0059] A further improvement of the silage machine of the present invention is that there are at least two connecting holes, which are arranged at intervals along the axial direction of the rotating sleeve; there are multiple through holes, each of which is arranged at intervals along the circumference of the rotating shaft, and the upper and lower parts of the rotating shaft both have through holes.

[0060] A further improvement of the silage machine of the present invention is that a fixing plate is provided on the rotary sleeve, and the fixing plate is used to be connected to the rotary shield.

[0061] A further improvement of the silage machine of the present invention is that the number of the fixed plates is at least two, and a fixed plate is provided at both ends of the rotary sleeve.

[0062] A further improvement of the silo of the present invention is that the lens and the lens frame are hingedly connected via a hinge so that the lens can move around the hinge.

[0063] A further improvement of the silage harvester of the present invention is that the rearview mirror assembly further comprises a mounting member connected to the mirror frame, the mounting member being used to be sleeved on the rotary sleeve, and the mounting member rotates relative to the rotary sleeve to adjust the angle of the mirror frame.

[0064] A further improvement of the silage machine of the present invention is that the number of the mounting parts is set to at least two, and the mounting parts are symmetrically arranged on the rotary sleeve in the vertical direction and spaced apart from each other in the axial direction to adjust the relative position of the mirror frame and the rotary sleeve.

[0065] A further improvement of the silage harvester of the present invention is that the hinged member is a universal joint ball.

[0066] The application of the technical solution of the present invention has the following beneficial effects:

[0067] (1) The travel control hydraulic system of the silage locomotive of the present invention aims to solve the problem of instantaneous pressure loss of the original high-pressure port of the closed system caused by emergency braking of the vehicle at high speed. By setting an accumulator and a one-way valve for oil replenishment in the circuit, the oil is quickly replenished to the pressure-loss side, thereby avoiding the failure of the variable pump and variable motor, ensuring the service life of the hydraulic components, and using a smaller number of common components to meet the requirements of deceleration and emergency braking of the silage locomotive; the control method controls the pure deceleration working condition and the emergency braking working condition of the vehicle differently through the optimized design of the control logic: for example, in the pure deceleration working condition, the system hydrostatic braking is adopted; and in the emergency braking working condition, the system hydrostatic braking + friction braking is adopted, thereby avoiding the problem of premature damage of the friction plate caused by a large amount of friction braking, and increasing the service life of the components; in the emergency braking condition, if the handle is not returned to the center position for some reason, the hydraulic system will continue to output driving force, and at this time only the foot brake friction brake is used. The braking method of the present application is to override the control after obtaining the current pedal depression angle, thereby avoiding the occurrence of this situation and improving the braking safety and reliability of the entire machine. The control method of the present application controls the displacement of each pump and motor according to the positively correlated displacement change slope according to the range of the actual pedaling angle to output a corresponding amount of hydrostatic braking force. That is, the smaller the actual pedaling angle, the smaller the displacement change slope is used to control the displacement of each pump and motor to output a smaller hydrostatic braking force to achieve gradual deceleration of the vehicle. The larger the actual pedaling angle is, the larger the displacement change slope is used to control the displacement of each pump and motor to output a larger hydrostatic braking force. At the same time, the hydraulic pressure is output to the brake caliper to generate a larger friction braking force to jointly achieve emergency braking of the vehicle. That is, the present application can output braking forces of different sizes and types according to different working conditions, thereby greatly improving the braking accuracy and braking efficiency of the entire machine.

[0068] (2) The transmission system of the silage harvester of the present invention includes an engine, a first end of the output shaft of the engine is connected to a gearbox, a first output end of the gearbox is connected to an intermediate transmission belt group, and a second output end of the gearbox is connected to a hydraulic pump; the intermediate transmission belt group includes a first transition pulley, the first transition pulley is connected to the first transmission belt group, the first transmission belt group includes a chopping component input wheel and a throwing component input wheel, the throwing component input wheel is connected to the second transmission belt group, the second transmission belt group includes a first grain crushing component input wheel and a second grain crushing component input wheel; the hydraulic pump is connected to a first hydraulic cylinder and a second hydraulic cylinder, the first hydraulic cylinder is connected to the header component input shaft, and the second hydraulic cylinder is connected to the feed component input shaft. The present application uses one engine to simultaneously provide power to the header component, the feeding component, the chopping component, the grain crushing component, and the throwing component, thereby reducing the number of power components of the silage harvester and facilitating improved synergy between the components.

[0069] (3) The multi-point positioning shift hydraulic cylinder of the silage machine in the present invention is provided with at least five oil inlets and outlets on the external cylinder body and at least five annular grooves on the intermediate transition cylinder barrel. Each oil inlet and outlet is connected to a corresponding annular groove, and each annular groove is connected to the inner cavity of the intermediate transition cylinder barrel through at least one group of oil holes. By selecting any two oil inlets and outlets as working oil ports and closing the other oil inlet and outlet holes, hydraulic oil is used to drive the double-outlet piston rod to move back and forth in the intermediate transition cylinder barrel, thereby driving the shift fork linkage mechanism to move, and then realizing the shifting action of the automatic shifting transmission. Only through a double-outlet hydraulic cylinder, three or more gear cycles can be realized. While meeting the requirements of the multi-gear switching function, the space volume and shifting failure rate of the transmission box will not be increased, which is conducive to the miniaturization design of the automatic shifting transmission box and improves the working reliability of the automatic shifting transmission box.

[0070] (4) The anti-collision rearview mirror structure of the silage harvester in the present invention includes: a fixed component, a rotating component, an adjusting component and a rearview mirror component; the fixed component includes a base, a rotating shaft and a locking member, the rotating shaft is arranged on the base, and the locking member is arranged at the end of the rotating shaft away from the base; the rotating component includes a rotating shield and a rotating sleeve, the rotating shield is connected to the rotating sleeve, the rotating sleeve is arranged on the rotating shaft and rotates relative to the rotating shaft; the adjusting component includes an adjusting member, and the adjusting member is configured to be rotatably arranged on the locking member and rotate relative to the locking member to fix or contact the fixed rotating shaft and the rotating sleeve; the rearview mirror component includes a mirror frame and a lens movably connected to the mirror frame, and the mirror frame is used to be arranged on the rotating sleeve. By rotating the adjusting member counterclockwise around the locking member, the swivel sleeve can move around the axis of the swivel shaft, driving the entire rearview mirror assembly to rotate synchronously. After the rearview mirror assembly is completely hidden within the vehicle body, the adjusting member is rotated clockwise around the locking member to fix or contact the fixed swivel shaft and swivel sleeve to prevent shaking, thereby providing better anti-collision protection for the rearview mirror assembly. In addition, the movable lens can slightly adjust the field of view, and the circumferential rotation or axial movement of the frame around the swivel sleeve can further adjust the field of view. Since the lens, frame, and swivel shield are all adjustable and movable, multi-dimensional field of view adjustment is achieved, which can simultaneously prevent collisions and expand the field of view. Therefore, this structure allows the rearview mirror to be hidden within the vehicle body through multi-dimensional position adjustment, providing both good anti-collision protection and adjustable expansion of the field of view.

[0071] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0073] FIG1 is a schematic diagram showing the structural principle of the travel control hydraulic system for a silage machine of the present application.

[0074] FIG2 is a flow chart of a control method according to a preferred embodiment of the present application.

[0075] FIG3 is a schematic diagram showing the relationship between the pedal angle signal and the foot brake valve output fluid pressure in a preferred embodiment of the present application.

[0076] FIG4 is a schematic diagram showing the relationship between the pedal angle signal and the displacement change slope in a preferred embodiment of the present application.

[0077] FIG5 is a schematic diagram showing the relationship between the pedal angle signal and the vehicle braking force according to a preferred embodiment of the present application.

[0078] FIG6 is a schematic diagram of a control device module according to a preferred embodiment of the present application.

[0079] FIG7 is a physical schematic diagram of an electronic device according to a preferred embodiment of the present application.

[0080] FIG8 is a schematic diagram of the composition of a computer device according to a preferred embodiment of the present application.

[0081] FIG9 is a simplified structural diagram of the transmission system of the present application;

[0082] FIG10 is a simplified structural diagram of the silage machine of the present application.

[0083] FIG11 is a schematic structural diagram of the multi-point positioning shift hydraulic cylinder of the present application.

[0084] FIG12 is a schematic structural diagram of the multi-point positioning shift hydraulic cylinder of the present application in the first neutral position.

[0085] FIG13 is an enlarged schematic diagram of point F in FIG12 .

[0086] FIG14 is a schematic structural diagram of the anti-collision rearview mirror structure of the present application;

[0087] FIG15 is a schematic structural diagram of the fixing assembly in FIG14;

[0088] FIG16 is a schematic structural diagram of the rotary assembly in FIG14;

[0089] FIG17 is an assembly diagram of the device shown in FIG14;

[0090] FIG18 is a schematic structural diagram of the rearview mirror assembly in FIG14;

[0091] FIG19 is a schematic structural diagram of the lens in FIG18 ;

[0092] FIG20 is an application scenario diagram of the device shown in FIG14 .

[0093] Among them: 1. Variable piston pump; 2. Charge pump; 3. First relief valve; 4. Second relief valve; 5. First pressure sensor; 6. Third relief valve; 7. Check valve; 8.1. Right front accumulator; 8.2. Left front accumulator; 9.2. Left front check valve; 9.1. Right front check valve; 10. Left front variable piston motor; 11. Rear axle variable piston motor; 12. Right front variable piston motor; 13. Second pressure sensor;

[0094] 101. Heading assembly; 20. Feeding assembly; 30. Chopping assembly; 40. Kernel crushing assembly; 50. Throwing assembly; 100. Engine; 200. Gearbox; 300. Intermediate drive belt assembly; 310. First transition pulley; 320. First spindle pulley; 330. Transition belt; 340. Intermediate tensioning pulley; 350. Intermediate tensioning member; 400. Hydraulic pump; 410. First hydraulic cylinder; 420. Second hydraulic cylinder; 500. First drive belt assembly; 510. Chopping assembly input pulley; 520. Throwing assembly input pulley; 530. Second transition pulley; 540. First drive belt; 550. First tensioning pulley; 56 0. First tensioning member; 600. Second drive belt assembly; 610. First grain crushing assembly input pulley; 620. Second grain crushing assembly input pulley; 630. Crushing power input pulley; 640. Crushing power transition pulley; 650. Second drive belt; 660. Second tensioning pulley; 670. Second tensioning member; 700. Header assembly input shaft; 800. Feeding assembly input shaft; 900. Cooling fan belt assembly; 910. Second spindle pulley; 920. Cooling fan pulley; 930. Cooling fan belt; 940. Cooling fan tensioning pulley; 950. Cooling fan tensioning member; 1000. Cooling fan assembly; A. Silage material travel route;

[0095] 91. External cylinder body; 92. Intermediate transition cylinder; 93. Dual-outlet piston rod; 94. Piston; 95. End cover; 96. Seal; 97. Sensor mounting plate; 8. Gear position detection sensor; 911. First oil inlet and outlet; 912. Second oil inlet and outlet; 913. Third oil inlet and outlet; 14. Fourth oil inlet and outlet; 15. Fifth oil inlet and outlet; 16. First group of oil holes; 17. Second group of oil holes; 21. First annular groove; 22. Second annular groove; 23. Third annular groove; 24. Fourth annular groove; 25. Fifth annular groove; 41. Guide ring; 42. First sealing ring; 43. Second sealing ring; 31. Gear position detection block; 81. Low gear detection sensor; 82. First neutral gear detection sensor; 83. Middle gear detection sensor; 84. Second neutral gear detection sensor; 85. High gear detection sensor;

[0096] 810-anti-collision rearview mirror structure for agricultural machinery; 820-guardrail; 830-left and right walkways; 840-cab; 850-fixed assembly; 110-base; 120-rotating shaft; 130-locking piece; 860-rotating assembly; 210-rotating shield; 220-rotating sleeve; 220-rotating sleeve; 221-fixed plate; 230-connecting piece; 240-connecting hole; 250-through hole; 870-adjustment assembly; 880-adjustment piece; 890-rearview mirror assembly; 960-frame; 970-lens; 430-hinge; 440-mounting piece. DETAILED DESCRIPTION

[0097] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered by the claims.

[0098] As shown in FIG1 , the present application provides a travel control hydraulic system, including a variable piston pump 1, a charge pump 2, a right front accumulator 8.1, a left front accumulator 8.2, a left front check valve 9.2, a right front check valve 9.1, a left front variable piston motor 10, a rear axle variable piston motor 11, and a right front variable piston motor 12, wherein:

[0099] The variable piston pump 1 and the oil charge pump 2 are driven and connected to the power output device. The A port of the variable piston pump 1 is respectively connected to the A port of the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12. The B port of the variable piston pump 1 is respectively connected to the B port of the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12; the output end of the oil charge pump 2 is connected to the A port of the left front variable piston motor 10 through the left front one-way valve 9.2 and to the A port of the right front variable piston motor 12 through the right front one-way valve 9.1. The left front accumulator 8.2 is connected to the input end of the left front one-way valve 9.2, and the right front accumulator 8.1 is connected to the input end of the right front one-way valve 9.1.

[0100] Preferably, the silage machine travel control hydraulic system also includes a second overflow valve 4 and two first overflow valves 3. The two first overflow valves 3 are connected in series and then arranged in parallel between port A and port B of the variable piston pump 1; the second overflow valve 4 is connected to the output end of the oil replenishment pump 2.

[0101] Preferably, the silage machine travel control hydraulic system further comprises a one-way valve 7, the output end of the one-way valve 7 is connected to the output end of the oil charge pump 2, and the input end of the one-way valve 7 is connected to the right front accumulator 8.1 and the left front accumulator 8.2 respectively.

[0102] Preferably, the silage machine travel control hydraulic system further includes a third overflow valve 6 , and the third overflow valve 6 is connected to the input end of the one-way valve 7 .

[0103] Preferably, the travel control hydraulic system for the silage machine also includes a first pressure sensor 5 and a second pressure sensor 13. The first pressure sensor 5 is connected to the output end of the oil charge pump 2 and is used to detect the outlet pressure of the oil charge pump 2; the second pressure sensor 13 is connected to the pipeline between the one-way valve 7 and the right front accumulator 8.1 and the left front accumulator 8.2, and is used to detect the pressure in the right front accumulator 8.1 and the left front accumulator 8.2.

[0104] In the above embodiment, the variable piston pump 1 is the power source of the hydraulic walking system, and the swash plate can be bidirectionally variable; the oil replenishment pump 2 is a gear pump. In this hydraulic system, the oil in the oil replenishment pump 2 mainly functions as follows: replenishing oil on the low-pressure side of the hydraulic system, flushing the motor housing, and controlling the variable of the swash plate of the variable piston pump 1; the first relief valve 3 is a high-pressure relief valve, and its main function is that when the oil pressure on one side of the hydraulic system is higher than the relief valve setting value, the first relief valve 3 opens, and the high-pressure side oil enters the low-pressure side, and the pump inlet and outlet circulate the oil itself; the second relief valve 4 is an oil replenishment relief valve, which controls the outlet pressure of the oil replenishment pump; the first pressure sensor 5 is an oil replenishment pressure sensor, which detects the outlet pressure of the oil replenishment pump 2 at all times.

[0105] The third relief valve 6 is a safety valve. If the leakage of the right front one-way valve 9.1 or the left front one-way valve 9.2 is relatively large, long-term driving will cause the high-pressure side oil to leak through the right front one-way valve 9.1 or the left front one-way valve 9.2 to between the one-way valve 7 and the right front accumulator 8.1 or the left front accumulator 8.2, causing the pressure of each accumulator to continue to increase. If there is a problem with the right front one-way valve 9.1 or the left front one-way valve 9.2, the high-pressure side oil can directly enter each accumulator when moving forward. Therefore, when the pressure increases to the set pressure of the third relief valve 6, the third relief valve 6 is unloaded to protect each accumulator, thereby improving the safety and reliability of the use of each accumulator; the single The forward valve 7 is a one-way stop valve. Under high-speed emergency braking conditions, due to the flow restrictions of the first overflow valve 3 and the flow of the oil replenishment pump 2, the inlet A of the left front variable piston motor 10 and the right front variable piston motor 12 will lose pressure, and the oil stored in each accumulator will be quickly replenished to the pressure-losing side. But at the same time, the outlet pressure of the oil replenishment pump 2 will also decrease. In order to ensure that all the oil stored in each accumulator quickly enters the left front variable piston motor 10 and the right front variable piston motor 12 and does not flow back to the side of the oil replenishment pump 2, this application sets a one-way valve 7 for reverse cut-off. Under normal working conditions, the oil replenishment pump 2 replenishes oil to each accumulator in a positive direction through the one-way valve 7.

[0106] The right front one-way valve 9.1 or the left front one-way valve 9.2 is a one-way stop valve, which reversely cuts off the high-pressure oil inlet of the left front variable piston motor 10 and the right front variable piston motor 12. When the oil inlet of the left front variable piston motor 10 and the right front variable piston motor 12 loses pressure, the oil in the right front accumulator 8.1 or the left front accumulator 8.2 is quickly replenished to the low-pressure side of the left front variable piston motor 10 and the right front variable piston motor 12 through the right front one-way valve 9.1 or the left front one-way valve 9.2 respectively.

[0107] The left front variable piston motor 10 and the right front variable piston motor 12 are the left and right wheel drive motors of the front axle, and the rear axle variable piston motor 11 is the rear axle drive motor. Each motor is a variable displacement motor. The left front variable piston motor 10 and the right front variable piston motor 12 are at maximum displacement when power is lost. Since high-speed emergency braking usually occurs in two-wheel drive (front-wheel drive) mode, the oil replenishment of each accumulator is only set in the oil circuit of the left and right front travel motors.

[0108] The second pressure sensor 13 is installed in the pipeline between each accumulator and the one-way valve 7. The second pressure sensor 13 can issue a safety alarm in advance. The alarm pressure of the second pressure sensor 13 is greater than the oil charge pressure and slightly less than the set pressure of the third relief valve 6. When the right front one-way valve 9.1 or the left front one-way valve 9.2 has a large leakage or other problems, causing the pressure of each accumulator to continue to increase and reach the alarm pressure of the second pressure sensor 13, the system prompts that the pressure of each accumulator is too high and needs to be repaired.

[0109] It can be seen that the travel control hydraulic system for the silage locomotive provided in the above embodiment solves the problem of instantaneous pressure loss at the original high-pressure port of the closed system caused by high-speed emergency braking of the vehicle. By arranging an accumulator and a one-way valve for oil replenishment in the circuit, the oil is quickly replenished to the pressure-loss side, thereby avoiding failure of the variable pump and variable motor, ensuring the service life of the hydraulic components, and using a smaller number of common components to meet the needs of deceleration and emergency braking of the silage locomotive.

[0110] As shown in FIG2 , the present application also provides a control method using the above-mentioned walking control hydraulic system, comprising the steps of:

[0111] S1. Obtaining a current pedal stepping angle, for example, by providing an angle sensor on the pedal and using the angle sensor to detect the current pedal stepping angle in real time;

[0112] S2. According to the range in which the actual pedaling angle is located, the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 are controlled according to the corresponding displacement change slope to output a corresponding amount of hydrostatic braking force to achieve gradual deceleration of the vehicle; and only after the actual pedaling angle reaches the set threshold, while outputting a corresponding amount of hydrostatic braking force, the foot brake valve is driven to output hydraulic pressure to the brake caliper according to the actual pedaling angle to generate a corresponding amount of friction braking force to achieve emergency braking of the vehicle, wherein the displacement change slope and the hydraulic pressure output by the foot brake valve are positively correlated with the actual pedaling angle.

[0113] The control method provided in this embodiment, through optimized control logic, differentially controls the vehicle's pure deceleration condition and emergency braking condition. For example, in pure deceleration, system hydrostatic braking is used; in emergency braking, system hydrostatic braking plus friction braking are used, avoiding the problem of premature damage to the friction plates caused by excessive friction braking and increasing the service life of the components. In emergency braking, if the handle is not returned to the neutral position for some reason, the hydraulic system will continue to output driving force. In this case, only the foot brake friction braking will be used, which will greatly increase the braking distance. The control method of this application avoids this situation by overriding control after obtaining the current pedal depression angle, thereby improving the braking safety and reliability of the entire machine. The control method of this embodiment controls the displacement of each pump and motor according to the positively correlated displacement change slope based on the range of the actual pedaling angle to output a hydrostatic braking force of corresponding magnitude. That is, the smaller the actual pedaling angle, the smaller the displacement change slope is used to control the displacement of each pump and motor to output a smaller hydrostatic braking force to achieve gradual deceleration of the vehicle. The larger the actual pedaling angle, the larger the displacement change slope is used to control the displacement of each pump and motor to output a greater hydrostatic braking force. At the same time, the hydraulic pressure is output to the brake caliper to generate a greater friction braking force to jointly achieve emergency braking of the vehicle. That is, the present application can output braking forces of different magnitudes and types according to different working conditions, thereby greatly improving the braking accuracy and braking efficiency of the entire machine.

[0114] Preferably, the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 are controlled according to the corresponding displacement change slope in the range of the actual pedaling angle to output a corresponding amount of hydrostatic braking force to achieve gradual deceleration of the vehicle; and only after the actual pedaling angle reaches a set threshold, while outputting a corresponding amount of hydrostatic braking force, the foot brake valve is driven to output hydraulic pressure to the brake caliper according to the actual pedaling angle to generate a corresponding amount of friction braking force to achieve emergency braking of the vehicle. Specifically, the steps include:

[0115] S21. If the current pedal angle θ<θ0, the vehicle is assumed to be in normal driving state. At this time, the vehicle speed is controlled by the handle, and the control system closes the loop to control the vehicle speed and the handle current value to match each other;

[0116] S22, if the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the slope K of the first displacement. θX1 Controlling the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 to output corresponding hydrostatic braking forces to gradually decelerate the vehicle;

[0117] S23, if the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the slope K of the second displacement. θX2 Control the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 to output corresponding hydrostatic braking forces, where K θX1 <K θX2 At the same time, the foot brake valve outputs hydraulic pressure according to the actual pedaling angle to act on the brake caliper to generate a corresponding friction braking force to achieve emergency braking of the vehicle, and the friction braking force is positively correlated with the actual pedaling angle.

[0118] As shown in Figure 3, the pedal is connected to the angle sensor, and the horizontal axis is the actual pedal angle, which corresponds to the angle sensor feedback signal and the angle brake valve output pressure respectively; the interval 0~θ0 is set as the dead zone. When there is a slight change in the pedal angle within this interval, it will not cause the angle sensor to output an electrical signal, which can avoid some erroneous operations caused by external environment and human factors; in the interval θ0~θ1, the angle sensor output signal corresponds to 0~I1, at this time, the pedal has no pressure oil output to the brake caliper; in the interval θ1~θ2, the angle sensor output signal corresponds to I1-I2, at this time the pedal output pressure range is 0~P max It can be seen that in this embodiment, the pressure and angle sensor signals output by the pedal are positively correlated with the pedal angle.

[0119] As shown in Figure 4, when the controller detects the electrical signal fed back by the angle sensor, it overrides the handle control. When the angle signal is within the interval θ0 to θ1, the system defaults to a slow deceleration condition. The system controls the pump and motor variables at a lower slope (the motor increases the displacement and the pump reduces the displacement). The displacement change slope is set to the first displacement change slope K θX1 As shown in Figure 5, the entire machine is braked by hydrostatic braking in this range, and the braking force is in the range of 0 to F1. In this working condition, slow deceleration is achieved only through hydrostatic braking, avoiding rapid wear of the friction plate caused by repeated mechanical friction braking.

[0120] As shown in Figure 4, when the angle signal is within the interval θ1 to θ2, the system defaults to an emergency braking condition, requiring rapid deceleration and parking. The system controls the pump and motor variables with a higher slope (the motor increases displacement and the pump reduces displacement), and the displacement change slope is set to the second displacement change slope K. θX2 At this time, the greater the hydrostatic braking force generated, the greater the vehicle deceleration. At the same time, the braking pressure output by the foot brake valve also increases with the increase of the pedaling angle, acting on the brake caliper to generate friction braking force. As shown in Figure 5, the whole vehicle braking in the range θ1~θ2 includes hydrostatic braking + mechanical friction braking, and the braking force is in the range F1~F2. The whole vehicle braking force F is greater, achieving a rapid emergency stop of the vehicle.

[0121] Specifically, the first displacement change slope K θX1 and the second displacement change slope K θX2 Specifically:

[0122] Where: θ X1 is the real-time feedback value of the pedal angle in the interval [θ0, θ1], K θX1 The pedal angle is θ X1 When the pedal is at an angle of θ0 and θ1, the first displacement change slope of the pump and motor displacement change needs to be controlled during deceleration; k0 and k1 are the displacement change slopes of the pump and motor displacement change when the pedal is at an angle of θ0 and θ1, respectively; θ X2 is the real-time feedback value of the pedal angle within the interval (θ1, θ2], K θX2 The pedal angle is θ X2 When the pedal angle is θ2, the second displacement change slope of the pump and motor displacement changes that needs to be controlled during deceleration is k2; when the pedal angle is θ2, the displacement change slope of the pump and motor displacement changes that needs to be controlled during deceleration is k3.

[0123] Preferably, if the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the slope K of the first displacement. θX1 Controlling the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 to output corresponding hydrostatic braking forces to gradually decelerate the vehicle specifically includes the following steps:

[0124] S221, if the motor current I m = 0, each motor is at its maximum displacement, and the hydraulic system is in the pump speed regulation state. At this time, the first displacement change slope K θX1 Controlling the variable displacement plunger pump 1 to reduce the pump displacement until the vehicle decelerates to 0;

[0125] S222, if the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the first displacement change slope K θX1 After controlling each motor to increase to the maximum displacement, the displacement change slope K θX1 The variable displacement piston pump 1 is controlled to reduce the pump displacement until the vehicle decelerates to 0.

[0126] Preferably, if the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the displacement at the second displacement slope K θX2Controlling the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 to output corresponding hydrostatic braking forces to gradually decelerate the vehicle specifically includes the following steps:

[0127] S2301, if the motor current I m = 0, each motor is at its maximum displacement, and the hydraulic system is in the pump speed regulation state. At this time, the second displacement change slope K θX2 Controlling the variable displacement plunger pump 1 to reduce the pump displacement until the vehicle decelerates to 0;

[0128] S2302, if the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 At the same time, each motor is controlled to increase displacement and the variable piston pump 1 is controlled to reduce pump displacement until the vehicle decelerates to 0.

[0129] Preferably, if the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the displacement at the second displacement slope K θX2 Controlling the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 to output corresponding hydrostatic braking forces to gradually decelerate the vehicle specifically includes the following steps:

[0130] S2311, if the motor current I m = 0, each motor is at its maximum displacement, and the hydraulic system is in the pump speed regulation state. At this time, the second displacement change slope K θX2 Controlling the variable displacement plunger pump 1 to reduce the pump displacement until the vehicle decelerates to 0;

[0131] S2312, if the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 After controlling each motor to increase to the maximum displacement, the second displacement change slope K θX2 The variable displacement piston pump 1 is controlled to reduce the pump displacement until the vehicle decelerates to 0.

[0132] As shown in FIG6 , the present application further provides a control device for the walking control hydraulic system as described above, comprising:

[0133] The pedal angle acquisition module is used to obtain the current pedal angle;

[0134] The braking force control module is used to control the displacement of the variable piston pump 1, the left front variable piston motor 10, the rear axle variable piston motor 11, and the right front variable piston motor 12 according to the corresponding displacement change slope within the range of the actual pedaling angle to output a corresponding amount of hydrostatic braking force to achieve gradual deceleration of the vehicle; and only after the actual pedaling angle reaches a set threshold, while outputting a corresponding amount of hydrostatic braking force, it also drives the foot brake valve to output hydraulic pressure to the brake caliper according to the actual pedaling angle to generate a corresponding amount of friction braking force to achieve emergency braking of the vehicle, wherein the displacement change slope and the hydraulic pressure output by the foot brake valve are positively correlated with the actual pedaling angle.

[0135] As shown in Figure 7, a preferred embodiment of the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the control method of the travel control hydraulic system for the silage machine in the above embodiment are implemented.

[0136] As shown in Figure 8, a preferred embodiment of the present application also provides a computer device, which can be a terminal or a liveness detection server, and its internal structure diagram can be shown in Figure 8. The computer device includes a processor, a memory, and a network interface connected via a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with other external computer devices through a network connection. When the computer program is executed by the processor, the steps of the control method of the walking control hydraulic system for the silage machine are implemented.

[0137] Those skilled in the art will understand that the structure shown in FIG8 is merely a block diagram of a portion of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.

[0138] A preferred embodiment of the present application further provides a storage medium, which includes a stored program. When the program is executed, the device where the storage medium is located is controlled to execute the steps of the control method of the silo travel control hydraulic system in the above embodiment.

[0139] FIG9 is a simplified structural diagram of a transmission system provided in one embodiment of the present application.

[0140] Referring to FIG. 9 , this embodiment provides a transmission system including an engine 100 , which may be, for example, an internal combustion engine. A first end of the output shaft of the engine 100 is connected to a transmission 200 . The transmission 200 has multiple power outputs. A first output of the transmission 200 is connected to an intermediate drive belt assembly 300 , and a second output of the transmission 200 is connected to a hydraulic pump 400 .

[0141] Furthermore, the intermediate drive belt assembly 300 includes a first transition pulley 310, which is connected to the first drive belt assembly 500. The first drive belt assembly 500 includes a shredder assembly input pulley 510 and a material throwing assembly input pulley 520. The shredder assembly input pulley 510 is used to provide power to the shredder assembly, and the material throwing assembly input pulley 520 is used to provide power to the material throwing assembly. The material throwing assembly input pulley 520 is connected to the second drive belt assembly 600. The second drive belt assembly 600 includes a first seed crushing assembly input pulley 610 and a second seed crushing assembly input pulley 620. The first seed crushing assembly input pulley 610 and the second seed crushing assembly input pulley 620 are used to provide power to the seed crushing assembly.

[0142] Hydraulic pump 400 is connected to first hydraulic cylinder 410 and second hydraulic cylinder 420. For example, hydraulic lines can be used to connect hydraulic pump 400 to first hydraulic cylinder 410 and second hydraulic cylinder 420. First hydraulic cylinder 410 is connected to input shaft 700 of header assembly 101, which provides power to header assembly 101. Second hydraulic cylinder 420 is connected to input shaft 800 of feed assembly, which provides power to the feed assembly.

[0143] Through the above structure, this embodiment can use one engine 100 to simultaneously provide power to the header assembly 101, feeding assembly, chopping assembly, grain crushing assembly and throwing assembly, thereby reducing the number of power components of the silage machine and facilitating the improvement of the coordination between the components.

[0144] In one possible embodiment, the intermediate transmission belt assembly 300 of this embodiment further includes a first main shaft pulley 320, a transition belt 330, and an intermediate tensioning device. The first main shaft pulley 320 is connected to the first output end of the gearbox 200, and the transition belt 330 is wound around the first main shaft pulley 320 and the first transition pulley 310. The power output from the gearbox 200 drives the transition belt 330 to rotate through the first main shaft pulley 320, and is then transmitted to the first transition pulley 310.

[0145] Optionally, the intermediate tensioning device includes an intermediate tensioning wheel 340 and an intermediate tensioning member 350. The intermediate tensioning wheel 340 abuts against the transition belt 330. The intermediate tensioning member 350 is connected to the intermediate tensioning wheel 340. The intermediate tensioning member 350 is used to adjust the abutting force applied by the intermediate tensioning wheel 340 to the transition belt 330, so that the transition belt 330 remains in a tensioned state to ensure the reliability of power transmission.

[0146] In one possible embodiment, the first transmission belt group 500 of this embodiment further includes a second transition pulley 530, a first transmission belt 540 and a first tensioning device. The second transition pulley 530 is connected to the first transition pulley 310 through a first transition shaft. The first transmission belt 540 is wound around the second transition pulley 530, the shredder component input pulley 510 and the throwing component input pulley 520. The intermediate transmission belt group 300 transmits the power output by the gearbox 200 to the second transition pulley 530. The second transition pulley 530 drives the first transmission belt 540 to rotate, thereby transmitting the power to the shredder component input pulley 510 and the throwing component input pulley 520.

[0147] Optionally, the first tensioning device includes a first tensioning wheel 550 and a first tensioning member 560. The first tensioning wheel 550 abuts against the first transmission belt 540. The first tensioning member 560 is connected to the first tensioning wheel 550. The first tensioning member 560 is used to adjust the abutting force applied by the first tensioning wheel 550 to the first transmission belt 540, so that the first transmission belt 540 remains in a tensioned state to ensure the reliability of power transmission.

[0148] Furthermore, the first transition pulley 310 and the second transition pulley 530 of this embodiment are both detachably connected to the first transition shaft. The structure in which the first transition pulley 310 and the second transition pulley 530 are connected via the first transition shaft enables the first main shaft pulley 320 and the shredder assembly input pulley 510 to be staggered by a certain displacement in the width direction of the vehicle body, thereby enabling the engine 100 and the gearbox 200 to obtain a larger installation space.

[0149] In one possible embodiment, the second drive belt assembly 600 of this embodiment further includes a crushing power input pulley 630, a crushing power transition pulley 640, a second drive belt 650, and a second tensioning device. The crushing power input pulley 630 is connected to the ejector assembly input pulley 520 via a second transition shaft, and the second drive belt 650 is wound around the crushing power input pulley 630 and the crushing power transition pulley 640. The ejector assembly input pulley 520 transmits a portion of the power to the crushing power input pulley 630, which drives the second drive belt 650 to rotate, thereby transmitting the power to the first and second seed crushing assembly input pulleys 610 and 620. In this embodiment, the first seed crushing assembly input pulley 610 is connected to the inner surface of the second drive belt 650, while the second seed crushing assembly input pulley 620 is connected to the outer surface of the second drive belt 650, so that the two rotate in opposite directions.

[0150] Optionally, the second tensioning device includes a second tensioning wheel 660 and a second tensioning member 670, the second tensioning wheel 660 abuts against the second transmission belt 650, and the second tensioning member 670 is connected to the second tensioning wheel 660. The second tensioning member 670 is used to adjust the abutment force applied by the second tensioning wheel 660 to the second transmission belt 650, so that the second transmission belt 650 remains in a tensioned state to ensure the reliability of power transmission.

[0151] Furthermore, the crushing power input wheel 630 and the throwing assembly input wheel 520 of this embodiment are both detachably connected to the second transition shaft, so that the connection between the crushing power input wheel 630 and the throwing assembly input wheel 520 can be disconnected according to operational needs to remove the grain crushing assembly.

[0152] In this embodiment, the diameter of the first seed crushing assembly input wheel 610 is smaller than the diameter of the second seed crushing assembly input wheel 620 , so that the rotation speed of the first seed crushing assembly input wheel 610 is higher than the rotation speed of the second seed crushing assembly input wheel 620 .

[0153] In one possible embodiment, the engine 100 of this embodiment is a transverse engine, and the second end of the output shaft of the engine 100 is connected to the cooling fan belt group 900, and the cooling fan belt group 900 is connected to the cooling fan assembly 1000, so that the engine 100 can be used to provide power to the cooling fan assembly 1000 at the same time.

[0154] Furthermore, the cooling fan belt assembly 900 of this embodiment includes a second main shaft pulley 910, a cooling fan pulley 920, a cooling fan belt 930, and a cooling fan tensioning device. The second main shaft pulley 910 is connected to the second end of the output shaft of the engine 100. The cooling fan belt 930 is wound around the second main shaft pulley 910 and the cooling fan pulley 920. The cooling fan pulley 920 is connected to the cooling fan assembly 1000. Part of the power output by the engine 100 is transmitted to the second main shaft pulley 910. The second main shaft pulley 910 drives the cooling fan belt 930 to rotate, thereby transmitting power to the cooling fan pulley 920. The cooling fan pulley 920 transmits the power to the cooling fan assembly 1000 via the output shaft to drive the cooling fan to rotate.

[0155] Optionally, the cooling fan tensioning device of this embodiment includes a cooling fan tensioning wheel 940 and a cooling fan tensioning member 950. The cooling fan tensioning wheel 940 abuts against the cooling fan belt 930. The cooling fan tensioning member 950 is connected to the cooling fan tensioning wheel 940. The cooling fan tensioning member 950 is used to adjust the abutting force applied by the cooling fan tensioning wheel 940 to the cooling fan belt 930, so that the cooling fan belt 930 remains in a tensioned state to ensure the reliability of power transmission.

[0156] FIG10 is a simplified structural diagram of a silage machine provided in one embodiment of the present application.

[0157] Referring to FIG. 10 , this embodiment further provides a silage machine including the transmission system of the above embodiment.

[0158] The silage loader includes a header assembly 101, a feed assembly 20, a shredder assembly 30, a seed crusher assembly 40, and a throwing assembly 50, which are connected in sequence. Silage passes through the silage loader along the silage path D shown in the figure. Specifically, the header assembly 101 harvests or collects plants from the field. The collected plants are compacted and compressed upon reaching the feed assembly 20, and then conveyed to the shredder assembly 30. The shredder assembly 30 cuts the plants into segments, which are then conveyed to the seed crusher assembly 40. The seed crusher assembly 40 rubs the segments into a crushed state, which is then conveyed to the throwing assembly 50. The throwing assembly 50 generates a throwing force, throwing the crushed plants into a throwing barrel. The crushed plants fly out of the throwing barrel due to inertia and are ultimately transported to an external collection vehicle.

[0159] Since the silage machine of this embodiment adopts the transmission system of the above embodiment, only one engine is used to provide power to the header assembly, feeding assembly, chopping assembly, grain crushing assembly and throwing assembly at the same time, thereby reducing the number of power components of the silage machine and facilitating the improvement of the coordination between the various components.

[0160] The cotton picker of the present invention further comprises an automatic shifting gearbox, which preferably uses a multi-point positioning shifting hydraulic cylinder for shifting.

[0161] As shown in Figures 11 to 13, a preferred embodiment of the present invention provides a multi-point positioning shift hydraulic cylinder for driving an automatic shift transmission to perform shifting operations. The cylinder includes an external cylinder body 91, an intermediate transition cylinder 92, a dual-outlet piston rod 93, a piston 94, and an end cap 95. The intermediate transition cylinder 92 is disposed within the external cylinder body 91. The end caps 95 are disposed at both ends of the external cylinder body 91 to secure the intermediate transition cylinder 92 and prevent it from moving left and right within the external cylinder body 91, thereby affecting the success rate of shifting. The dual-outlet piston rod 93 is mounted within the intermediate transition cylinder 92, with both ends extending outside the end caps 95. One end of the dual-outlet piston rod 93 is connected to the shift fork linkage mechanism of the automatic shift transmission. The left and right reciprocating movement of the dual-outlet piston rod 93 drives the shift fork linkage mechanism to slide left and right within the automatic shift transmission, thereby achieving shifting operations. The piston 94 is located within the intermediate transition cylinder 92 and is fixedly mounted on the dual-outlet piston rod 93, specifically in the middle of the dual-outlet piston rod 93. The external cylinder 91 is provided with at least five oil inlets and outlets, and the intermediate transition cylinder 92 is provided with at least five annular grooves. Each oil inlet and outlet is connected to a corresponding annular groove, and each annular groove is connected to the inner cavity of the intermediate transition cylinder 92 through at least one set of oil holes. By selecting any two oil inlets and outlets as working oil ports and sealing the remaining oil inlets and outlets, hydraulic oil is used to drive the dual-outlet piston rod 93 to reciprocate within the intermediate transition cylinder 92, thereby driving the shift fork linkage mechanism to move, thereby achieving the shifting action of the automatic shift transmission. Specifically, the oil inlet and outlet ports on the external cylinder 91 can be closed by providing an oil plug, or the opening and closing of the oil inlet and outlet ports can be controlled by a solenoid valve.

[0162] It can be understood that the multi-point positioning shift hydraulic cylinder of this embodiment is provided with at least five oil inlets and outlets on the external cylinder body 91 and at least five annular grooves on the intermediate transition cylinder 92. Each oil inlet and outlet is connected to a corresponding annular groove, and each annular groove is connected to the inner cavity of the intermediate transition cylinder 92 through at least one group of oil holes. By selecting any two oil inlets and outlets as working oil ports, the remaining oil inlet and outlet holes are closed, and hydraulic oil is used to drive the double-outlet piston rod 93 to move back and forth in the intermediate transition cylinder 92, thereby driving the shift fork linkage mechanism to move, and then realizing the shifting action of the automatic shifting transmission. Only one double-outlet hydraulic cylinder can realize three or more gear cyclic switching. While meeting the requirements of the multi-gear switching function, it will not increase the spatial volume and shift failure rate of the transmission, which is conducive to the miniaturization design of the automatic shifting transmission and improves the working reliability of the automatic shifting transmission.

[0163] Optionally, the end cap 95 is also provided with a seal 96 for sealing. Specifically, the seal 96 includes a static seal ring, a dynamic seal ring, and a dust ring. The static and dynamic seal rings prevent hydraulic oil leakage, while the dust ring prevents external dust from entering the hydraulic cylinder. Furthermore, a seal ring is provided between two adjacent annular grooves on the intermediate transition cylinder 92 to prevent oil leakage between the grooves.

[0164] Specifically, the outer cylinder body 91 is provided with a first oil inlet and outlet 911, a second oil inlet and outlet 912, a third oil inlet and outlet 913, a fourth oil inlet and outlet 14 and a fifth oil inlet and outlet 15 from left to right, and the intermediate transition cylinder 92 is provided with a first annular groove 21, a second annular groove 22, a third annular groove 23, a fourth annular groove 24 and a fifth annular groove 25 from left to right. The first oil inlet and outlet 911 is connected to the first annular groove 21, the second oil inlet and outlet 912 is connected to the second annular groove 22, the third oil inlet and outlet 913 is connected to the third annular groove 23, the fourth oil inlet and outlet 14 is connected to the fourth annular groove 24, and the fifth oil inlet and outlet 15 is connected to the fifth annular groove 25. It can be understood that when the piston 94 moves to the position of the first annular groove 21, the automatic shift transmission is in low gear. When the piston 94 moves to the position of the second annular groove 22, the automatic shift transmission shifts to the first neutral gear. When the piston 94 moves to the position of the third annular groove 23, the automatic shift transmission shifts to the middle gear. When the piston 94 moves to the position of the fourth annular groove 24, the automatic shift transmission shifts to the second neutral gear. When the piston 94 moves to the position of the fifth annular groove 25, the automatic shift transmission shifts to the high gear. Thus, cyclic shifting among low, middle, and high gears is achieved, and the transition between adjacent drive gears is smooth through the neutral gear, thereby improving the reliability of the shifting operation. Of course, in other embodiments, cyclic shifting among four, five, six, or even seven gears can be achieved by correspondingly increasing the number of oil inlets and outlets and annular grooves.

[0165] In addition, the central portion of the piston 94 is provided with a guide ring 41, which supports the dual-exit piston rods 93 and ensures coaxiality between the dual-exit piston rods 93 and the intermediate transition cylinder 92. A first sealing ring 42 and a second sealing ring 43 are provided on either side of the guide ring 41, respectively, for sealing and positioning. The first and fifth annular grooves 21 and 25 communicate with the interior of the intermediate transition cylinder 92 through a set of oil holes. The second, third, and fourth annular grooves 22, 23, and 24 communicate with the interior of the intermediate transition cylinder 92 through two sets of oil holes, respectively. The two sets of oil holes include a first set of oil holes 16 and a second set of oil holes 17, arranged from left to right. The spacing between the first and second sets of oil holes 16 and 17 is the same as the spacing between the first and second sealing rings 42 and 43. Each set of oil holes comprises eight symmetrical small holes, ensuring sufficient oil flow while preventing damage to the sealing rings caused by the reduced oil hole diameter when the piston 94 moves left and right. During the movement of the double-outlet piston rod 93 from left to right, when the second sealing ring 43 moves to the position of the first group of oil holes 16, the double-outlet piston rod 93 starts to decelerate. When the second sealing ring 43 moves to the position of the second group of oil holes 17, the right chamber is in a closed state, and the double-outlet piston rod 93 stops moving. During the movement of the double-outlet piston rod 93 from right to left, when the first sealing ring 42 moves to the position of the second group of oil holes 17, the double-outlet piston rod 93 starts to decelerate. When the first sealing ring 42 moves to the position of the first group of oil holes 16, the left chamber is in a closed state, and the double-outlet piston rod 93 stops moving. It can be understood that by arranging two groups of oil holes in the three middle annular grooves to communicate with the inner cavity of the middle transition cylinder 92, and at the same time arranging two sealing rings on the piston 94, and the spacing between the two sealing rings is the same as the spacing between the two groups of oil holes, it can be ensured that when the gear is cyclically switched from low to high and from high to bottom, the piston 94 can be accurately positioned at the position where the two sealing rings correspond to the two groups of oil holes, thereby realizing the multi-point positioning shifting function and further improving the shifting success rate.

[0166] Optionally, a gear position detection block 31 is mounted on the end of the dual-exit piston rod 93 distal from the shift fork linkage mechanism. A sensor mounting plate 97 is mounted on the external cylinder 91. At least five gear position detection sensors 8 are spaced apart on the sensor mounting plate 97. During the movement of the dual-exit piston rod 93, the gear position detection sensors 8 detect the position of the gear position detection block 31, thereby enabling gear position detection. It will be appreciated that by having at least five gear position sensors 8 detect the position of the gear position detection block 31, detection feedback for at least five gear positions can be achieved, further improving the success rate of gear shifting. Preferably, the sensor mounting plate 97 is sequentially provided with a low gear position detection sensor 81, a first neutral gear position detection sensor 82, a mid gear position detection sensor 83, a second neutral gear position detection sensor 84, and a high gear position detection sensor 85, from left to right, enabling detection feedback for the five gear positions: low gear, first neutral gear, mid gear, second neutral gear, and high gear. Furthermore, the mounting position of the gear position detection block 31 on the dual-exit piston rod 93 can be adjusted left and right to facilitate calibration of the optimal detection distance between the gear position detection block 31 and the gear position detection sensor 8. For example, the gear position detection block 31 is threadedly mounted on the dual-exit piston rod 93. Rotating the gear position detection block 31 adjusts the detection distance between the gear position detection block 31 and the gear position detection sensor 8 to facilitate calibration to the optimal detection distance, thereby improving the accuracy of gear position detection and thus the success rate of gear shifting. The gear position detection sensor 8 can be a proximity switch or a through-beam laser sensor.

[0167] It can be understood that the working process of the multi-point positioning shift hydraulic cylinder of this embodiment is specifically as follows (taking the movement of the piston 94 from left to right as an example):

[0168] When the piston 94 is at the leftmost end, that is, when the piston 94 is located at the position of the first annular groove 21 , it is in low gear, and at this time, the low gear detection sensor 81 detects the gear detection block 31 .

[0169] When shifting from low gear to first neutral gear, the first and second oil inlet and outlet ports 911, 912, are selected as the working oil ports. Hydraulic oil enters the left chamber from the first oil inlet and outlet port 911, pushing piston 94 and dual-exit piston rod 93 to the right. When the second seal ring 43 first moves to the position of the first set of oil holes 16 below the second annular groove 22, the hydraulic oil in the right chamber returns only through the second set of oil holes 17 and the second annular groove 22. The piston 94 and dual-exit piston rod 93 begin to decelerate until the second seal ring 43 moves to the position of the second set of oil holes 17. At this point, the right chamber is in a deadlocked state, and the piston 94 and dual-exit piston rod 93 stop moving. At this point, the first neutral position detection sensor 82 detects the gear position detection block 31 and stops oil supply.

[0170] When shifting from first neutral to mid-range, the first and third oil inlet and outlet ports 911 and 913 are selected as the working oil ports. Hydraulic oil enters the left chamber from the first oil inlet and outlet port 911, pushing the piston 94 and the dual-exit piston rod 93 to continue moving to the right. When the second seal ring 43 first moves to the position of the first group of oil holes 16 below the third annular groove 23, the hydraulic oil in the right chamber returns only through the second group of oil holes 17 and the third annular groove 23. The piston 94 and the dual-exit piston rod 93 begin to decelerate until the second seal ring 43 moves to the position of the second group of oil holes 17. At this point, the right chamber is in a deadlocked state, and the piston 94 and the dual-exit piston rod 93 stop moving. At this point, the mid-range position detection sensor 83 detects the gear position detection block 31 and stops oil supply.

[0171] When shifting from neutral to second neutral, the first and fourth oil inlet / outlet ports 911 and 14 are selected as the working oil ports. Hydraulic oil enters the left chamber from the first oil inlet / outlet port 911, pushing piston 94 and dual-exit piston rod 93 to continue moving rightward. When the second seal ring 43 first moves to the position of the first set of oil holes 16 below the fourth annular groove 24, the hydraulic oil in the right chamber returns only through the second set of oil holes 17 and the fourth annular groove 24. The piston 94 and dual-exit piston rod 93 begin to decelerate until the second seal ring 43 moves to the position of the second set of oil holes 17. At this point, the right chamber is in a deadlocked state, and the piston 94 and dual-exit piston rod 93 stop moving. At this point, the second neutral position detection sensor 84 detects the gear position detection block 31 and stops oil supply.

[0172] When shifting from the second neutral gear to the high gear, the first and fifth oil inlet / outlet ports 911 and 15 are selected as the operating oil ports. Hydraulic oil enters the left chamber through the first oil inlet / outlet port 911, pushing the piston 94 and the dual-exit piston rod 93 to continue moving rightward. The hydraulic oil in the right chamber returns through the oil hole and the fifth annular groove 25, and the piston 94 moves to the rightmost position and stops, that is, the position where the piston 94 moves to the fifth annular groove 25. At this point, the high gear detection sensor 85 detects the gear position detection block 31, and oil supply stops.

[0173] It can be understood that the working principle of the multi-point positioning shift hydraulic cylinder moving from right to left is the same as described above, so it will not be repeated here.

[0174] As mentioned in the background art, rearview mirrors are mainly used in modern agricultural machinery to provide drivers with a good field of vision and ensure their safety during operation and driving. Since agricultural machinery must travel and operate in a variety of environments, and the rearview mirror is directly exposed on the outside of the vehicle body, it is easy to be scratched or damaged by collisions with tree branches during driving. In the prior art, an elastic telescopic frame is added to the rearview mirror so that the rearview mirror drives the elastic telescopic frame to contract when it is subjected to force, thereby acting as a buffer. However, the above-mentioned elastic telescopic frame cannot block and protect the entire rearview mirror, and the rearview mirror is still at risk of being damaged. During the contraction process, the elastic telescopic frame itself has a relatively small anti-shake function, which can easily cause the rearview mirror to shake, resulting in poor field of vision, limiting the driver's field of vision and causing misjudgment, which can easily cause the rearview mirror to be damaged.

[0175] Based on this, the cotton picker of the present application includes an anti-collision rearview mirror structure, which includes: a fixed component 850, a rotating component 860, an adjustment component 870 and a rearview mirror component 890; the fixed component 850 includes a base 110, a rotating shaft 120 and a locking member 130, the rotating shaft 120 is arranged on the base 110, and the locking member 130 is arranged at one end of the rotating shaft 120 away from the base 110; the rotating component 860 includes a rotating shield 210 and a rotating sleeve 220, the rotating shield 2 10 is connected to the rotating sleeve 220, the rotating sleeve 220 is sleeved on the rotating shaft 120, and rotates relative to the rotating shaft 120; the adjusting assembly 870 includes an adjusting member 880, and the adjusting member 880 is configured to be rotatably set on the locking member 130 and rotate relative to the locking member 130 to fix or contact the fixed rotating shaft 120 and the rotating sleeve 220; the rearview mirror assembly 890 includes a frame 960 and a lens 970 movably connected to the frame 960, and the frame 960 is used to be set on the rotating sleeve 220. By screwing the adjusting member 880 and rotating it counterclockwise around the locking member 130, the swivel sleeve 220 can move around the axis of the swivel shaft 120, driving the rearview mirror assembly 890 to rotate synchronously as a whole, until the rearview mirror assembly 890 is completely hidden in the vehicle body, and then the adjusting member 880 is screwed and rotated clockwise around the locking member 130 to fix or contact the fixed swivel shaft 120 and the swivel sleeve 220 to prevent shaking, thereby providing better anti-collision protection for the rearview mirror assembly 890. In addition, the movable lens 970 can adjust the field of view slightly, and the frame 960 can further adjust the field of view by rotating circumferentially or axially around the swivel sleeve 220. Since the lens 970, the frame 960 and the swivel shield 210 can all be adjusted and moved, multi-dimensional field of view adjustment is achieved, which can be adjusted to expand the field of view while preventing collisions. Therefore, the present application allows the rearview mirror to be hidden in the vehicle body through multi-dimensional position adjustment, which not only provides good anti-collision protection but also can be adjusted to expand the field of view.

[0176] The present application will be described in detail below with reference to FIG. 14 to FIG. 20 and specific embodiments.

[0177] FIG14 is a schematic diagram of the structure of an anti-collision rearview mirror structure 810 provided in an embodiment of the present application; FIG15 is a schematic diagram of the structure of the fixed component in FIG14; FIG16 is a schematic diagram of the structure of the rotating component in FIG14;

[0178] Figure 17 is an assembly diagram of the device shown in Figure 14; Figure 18 is a structural schematic diagram of the rearview mirror assembly in Figure 14; Figure 19 is a structural schematic diagram of the lens in Figure 18; and Figure 20 is an application scenario diagram of the device shown in Figure 14.

[0179] The anti-collision rearview mirror structure 810 provided in the present application includes: a fixing assembly 850, a rotating assembly 860, an adjusting assembly 870 and a rearview mirror assembly 890; the fixing assembly 850 includes a base 110, a rotating shaft 120 and a locking member 130, the rotating shaft 120 is arranged on the base 110, and the locking member 130 is arranged at the end of the rotating shaft 120 away from the base 110; the rotating assembly 860 includes a rotating shield 210 and a rotating sleeve 220, the rotating shield 210 and the rotating sleeve 220 are The rotating sleeve 220 is sleeved on the rotating shaft 120 and rotates relative to the rotating shaft 120; the adjusting assembly 870 includes an adjusting member 880, and the adjusting member 880 is configured to be rotatably set on the locking member 130 and rotate relative to the locking member 130 to fix or contact the fixed rotating shaft 120 and the rotating sleeve 220; the rearview mirror assembly 890 includes a frame 960 and a lens 970, the frame 960 is used to be set on the rotating sleeve 220, and the lens 970 and the frame 960 are movably connected.

[0180] In a specific implementation, the base 110 is used to fix the entire adjustment device in a suitable position. For example, in a modern agricultural machine as shown in FIG20 , the cab 840 is mounted on the left and right platforms 830, and the guardrail 820 is mounted on the left and right platforms 830. The four do not move relative to each other. The adjustment device 10 is mounted on the guardrail 820. The base 110 is provided with a fixing flange for connecting to the guardrail 820 by bolt assembly. The base 110 and the guardrail 820 do not move relative to each other.

[0181] The rotating shaft 120 is vertically arranged on the base 110, and the locking member 130 is arranged at one end of the rotating shaft 120, away from the base 110, and connected to the rotating shaft 120. The connection method of the rotating shaft 120, the locking member 130 and the base 110 can be selected according to the specific situation. This embodiment does not limit this, for example, welding, bonding or screwing. For example, the two ends of the rotating shaft 120 are respectively welded to the locking member 130 and the base 110.

[0182] In order to facilitate the adjustment of the position of the rotating guard 210, the rotating guard 210 is connected to the rotating sleeve 220, which can drive the rotating guard 210 to move around the axis of the rotating shaft 120. The adjusting piece 880 is located above the rotating sleeve 220. The adjusting piece 880 is screwed and rotated counterclockwise around the locking piece 130 to create a certain gap between the rotating sleeve 220 and the rotating shaft 120. The rotating sleeve 220 can move around the axis of the rotating shaft 120. The adjusting piece 880 is screwed and rotated clockwise around the locking piece 130 to fix or contact the rotating shaft 120 and the rotating sleeve 220.

[0183] Because the frame 960 is mounted on the rotating sleeve 220, it can rotate circumferentially and move axially around the rotating sleeve 220 to adjust the relative position of the frame 960 and the rotating sleeve 220, thereby adjusting the field of view. Furthermore, the lens 970 is movably connected to the frame 960, allowing relative movement between the lens 970 and the frame 960 to adjust the field of view of the lens 970. In certain circumstances, such as when there are obstacles such as tree branches, after the frame 960 and the rotating sleeve 220 are relatively fixed, the rotating shield 210 is rotated, causing the rotating sleeve 220 to move about the rotating axis 120, and the frame 960 drives the lens 970 to rotate synchronously until the frame 960 rotates and is hidden within the vehicle body, preventing damage and providing anti-collision protection.

[0184] The anti-collision rearview mirror structure 810 in the embodiment of the present application includes: a fixing assembly 850, a rotating assembly 860, an adjusting assembly 870 and a rearview mirror assembly 890; the fixing assembly 850 includes a base 110, a rotating shaft 120 and a locking member 130, the rotating shaft 120 is arranged on the base 110, and the locking member 130 is arranged at one end of the rotating shaft 120 away from the base 110; the rotating assembly 860 includes a rotating shield 210 and a rotating sleeve 220, the rotating shield 210 and the rotating sleeve 220, The rotating sleeve 220 is connected, the rotating sleeve 220 is sleeved on the rotating shaft 120, and rotates relative to the rotating shaft 120; the adjusting assembly 870 includes an adjusting member 880, and the adjusting member 880 is configured to be rotatably set on the locking member 130 and rotate relative to the locking member 130 to fix or contact the fixed rotating shaft 120 and the rotating sleeve 220; the rearview mirror assembly 890 includes a frame 960 and a lens 970 movably connected to the frame 960, and the frame 960 is used to be set on the rotating sleeve 220. By rotating the adjusting member 880 counterclockwise around the locking member 130, the swivel sleeve 220 can move around the axis of the swivel shaft 120, driving the entire rearview mirror assembly 890 to rotate synchronously. After the rearview mirror assembly 890 is completely hidden within the vehicle body, the adjusting member 880 is rotated clockwise around the locking member 130 to fix or contact the fixed swivel shaft 120 and swivel sleeve 220 to prevent shaking, thereby providing better anti-collision protection for the rearview mirror assembly 890. In addition, the movable lens 970 can slightly adjust the field of view, and the frame 960 can further adjust the field of view by circumferential rotation or axial movement around the swivel sleeve 22. Since the lens 970, frame 960, and swivel shield 210 are all adjustable and movable, multi-dimensional field of view adjustment is achieved, which can simultaneously prevent collisions and expand the field of view. Therefore, this structure allows the rearview mirror to be hidden within the vehicle body through multi-dimensional position adjustment, providing both good anti-collision protection and adjustable expansion of the field of view.

[0185] In some embodiments, the anti-collision rearview mirror structure 810 provided in the present application, the rotating assembly 860 also includes a connecting member 230, a connecting hole 240 is set on the rotating sleeve 220, and a through hole 250 is set on the rotating shaft 120, and the connecting member 230 passes through the corresponding connecting hole 240 and the through hole 250 in sequence to connect the rotating sleeve 220 and the rotating shaft 120.

[0186] In specific implementation, the connecting member 230 is used to connect the rotating sleeve 220 and the rotating shaft 120. The rotating shield 210 and the base 110 are connected to the rotating sleeve 220 through the rotating shaft 120. The connecting member 230 passes through the connecting hole 240 and the through hole 250 in sequence to fix the rotating sleeve 220 and the rotating shaft 120. It should be noted that the connecting member 230 can be used in conjunction with the adjusting member 880 to enhance the reliability of the fixation, and can also be used alone to achieve position adjustment and fixation of the rotating sleeve 220 and the rotating shaft 120. For example, the connecting member 230 is disengaged from the connecting hole 240 and the through hole 250, and the rotating sleeve 220 rotates around the axis of the rotating shaft 120 to synchronously drive the rotating shield 210 to rotate around the axis of the rotating shaft 120, adjust the position or angle of the rotating shield 210, and the connecting member 230 is connected to the connecting hole 240 and the through hole 250, and the rotating sleeve 220 and the rotating shaft 120 are fixed, so that the rotating shield 210 is fixed.

[0187] In some embodiments, the specific structure of the connector 230 can be designed and selected according to the specific usage scenario, and this application does not limit this. For example, the connector 230 can be a pin.

[0188] Among them, the anti-collision rearview mirror structure 810 provided in the present application has at least two connecting holes 240, and the connecting holes 240 are arranged at intervals along the axial direction of the rotating sleeve 220; the number of through holes 250 is multiple, and each through hole 250 is arranged at intervals along the circumferential side of the rotating shaft 120, and the upper and lower parts of the rotating shaft 120 both have through holes 250.

[0189] In a specific implementation, in order to make the rotating sleeve 220 evenly stressed, there are at least two connecting holes 240, and each connecting hole 240 is arranged at intervals along the axial direction of the rotating sleeve 220. The connecting pieces 230 are inserted into the connecting holes 240 one by one, so that the rotating shaft 120 is not easy to shake or rock.

[0190] It should be noted that the through hole 250 corresponds to the connecting hole 240, and the rotating shaft 120 is provided with multiple through holes along the upper and lower axial parts. Each through hole 250 is spaced apart and evenly distributed along the circumference of the rotating shaft 120. The connecting hole 240 corresponds to the through holes 250 at different positions, which facilitates the adjustment of the upper and lower positions of the rotating sleeve 220. In addition, due to the large number of through holes 250, the time for matching and positioning the connecting holes 240 is shortened, thereby improving the connection efficiency.

[0191] In some embodiments, the anti-collision rearview mirror structure 810 provided in the present application has a fixing plate 221 provided on the rotating sleeve 220 , and the fixing plate 221 is used to connect with the rotating shield 210 .

[0192] In specific implementation, the fixing plate 221 is set on the rotating sleeve 220 and is flush with the edges of both sides of the shell of the rotating guard 210 in the horizontal direction. The fixing plate 221 is tightly connected to the shell of the rotating guard 210, and there is no relative movement between the shell of the rotating guard 210 and the fixing plate 221.

[0193] Among them, the anti-collision rearview mirror structure 810 provided in the present application has at least two fixing plates 221 , and fixing plates 221 are provided at both ends of the rotating sleeve 220 .

[0194] In specific implementation, since the connection strength between a single fixed plate 221 and the shell of the rotating guard 210 is relatively weak, the connection between the shell of the rotating guard 210 and the fixed plate 221 is prone to shaking after long-term use. Therefore, the number of fixed plates 221 can be set to at least two, and the fixed plates 221 are symmetrically arranged at both ends of the rotating sleeve 220 and connected to the shell of the rotating guard 210. This embodiment does not limit the connection method between the two. For example, the fixed plate 221 is welded to the rotating sleeve 220.

[0195] In some embodiments, holes are provided on the fixing plate 221 , and bolts are passed through the holes to fasten the fixing plate 221 and the rotary sleeve 220 .

[0196] In some other embodiments, in the anti-collision rearview mirror structure 810 provided by the present application, the lens 970 and the frame 960 are hinged via a hinge 430 so that the lens 970 moves around the hinge 430 .

[0197] In a specific implementation, the hinge 430 is disposed between the lens 970 and the frame 960 . The hinge 430 is movably connected to the lens 970 . The lens 970 rotates around the hinge 430 to adjust the field of view of the lens 970 .

[0198] In some embodiments, the shape of the lens 970 can be set according to the specific usage scenario, and this application does not limit this. For example, as shown in Figure 19, the lens 970 bulges outward away from the hinge 430.

[0199] In addition, the anti-collision rearview mirror structure 810 provided in the present application, the rearview mirror assembly 890 also includes a mounting member 440, the mounting member 440 is connected to the mirror frame 960, the mounting member 440 is used to be sleeved on the rotating sleeve 220, and the mounting member 440 rotates relative to the rotating sleeve 220 to adjust the angle of the mirror frame 960.

[0200] In a specific implementation, the mounting member 440 is connected to the frame 960, and a groove matching the rotating sleeve 220 is provided on the side of the frame 960 facing the rotating sleeve 220, away from the lens 970. The mounting member 440 is sleeved on the rotating sleeve 220. When the angle of the frame 960 needs to be adjusted, the mounting member 440 is loosened. A certain gap exists between the mounting member 440 and the rotating sleeve 220. The mounting member 440 moves along the axial direction of the rotating sleeve 220 to drive the frame 960 to move up and down along the axial direction of the rotating sleeve 220. The mounting member 440 moves around the axis of the rotating sleeve 220 to drive the frame 960 to move around the circumference of the rotating sleeve 220. After the frame 960 is adjusted to a suitable position, the mounting member 440 is tightened. The mounting member 440 abuts against the rotating sleeve 220, and the frame 960 is fixed to the rotating sleeve 220.

[0201] It should be noted that the mounting member 440 can be designed and selected according to the specific usage scenario, and this application does not impose any restrictions on this. For example, as shown in Figure 18, the mounting member 440 can be a mounting hoop, which includes a hoop body and a connecting plate. The hoop body is C-shaped and sleeved on the rotating sleeve 220. The connecting plates are provided at both ends of the hoop body for connecting to the frame 960. In some embodiments, the connecting plate is integrally formed with the hoop body, and holes are provided on the connecting plate. Bolts are passed through the holes to connect to the frame 960, so that the hoop body and the frame 960 are tightly connected and do not loosen.

[0202] In addition, the anti-collision rearview mirror structure 810 provided in the present application has at least two mounting members 440, and each mounting member 440 is symmetrically arranged on the axial spacing of the rotating sleeve 220 in the vertical direction to adjust the relative position of the mirror frame 960 and the rotating sleeve 220.

[0203] It should be noted that since a single mounting member 440 is subjected to concentrated force, the connection between the mounting member 440 and the rotating sleeve 220 is prone to loosening. Therefore, the number of mounting members 440 is set to at least two, and each mounting member 440 is arranged at an axial interval along the rotating sleeve 220 so that the mounting member 440 is subjected to uniform force.

[0204] In some embodiments, the anti-collision rearview mirror structure 810 provided by the present application has the hinge 430 being a universal joint ball.

[0205] In a specific implementation, the universal joint ball includes two rotation axes and a sphere. The two rotation axes are intersectingly arranged within the sphere. The two rotation axes rotate vertically and horizontally, respectively, allowing the universal joint ball to move in multiple directions. The universal joint ball is spherical and is positioned between the lens 970 and the frame 960. The lens 970 rotates around the universal joint ball, allowing the angle of the lens 970 to be adjusted, thereby adjusting the field of view.

[0206] In some embodiments, the present application provides an agricultural machine comprising an anti-collision rearview mirror structure 810 according to any of the above-described embodiments, wherein the anti-collision rearview mirror structure 810 is disposed on the machine body. In this embodiment, as shown in FIG20 , the agricultural machine body comprises a cab 840, guardrails 820, and left and right platforms 830. The cab 840 is mounted on the left and right platforms 830, and the guardrails 820 are mounted on the left and right platforms 830. The guardrails 820 are located on both sides of the cab 840, and none of the four parts move relative to each other. The anti-collision rearview mirror structure 810 is mounted on the guardrails 820, so that the installation and adjustment position of the anti-collision rearview mirror structure is completely hidden within the agricultural machine body, i.e., inside the guardrails 820, and is convenient for observation by the driver in the cab 840.

[0207] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0208] If the functions described in the method of this embodiment are implemented in the form of a software functional unit and sold or used as an independent product, they can be stored in a storage medium readable by one or more computing devices. Based on this understanding, the part of the embodiment of the present application that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for enabling a computing device (which can be a personal computer, server, mobile computing device or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

[0209] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiment of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal translation scripting language JavaScript, etc.

[0210] The present application is described with reference to the flow chart and / or block diagram of the method, device (system), and computer program product according to the embodiment of the present application. It should be understood that each flow process and / or box in the flow chart and / or block diagram and the combination of the flow process and / or box in the flow chart and / or block diagram can be realized by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processing machine or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for realizing the function specified in one flow chart flow or multiple flows and / or one box or multiple boxes of the block diagram.

[0211] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0212] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0213] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0214] Obviously, those skilled in the art may make various modifications and variations to this application without departing from the spirit and scope of this application. Thus, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application is intended to include such modifications and variations.

Claims

1. A walking control hydraulic system, characterized in that: It includes a variable piston pump, an oil replenishment pump, a right front accumulator, a left front accumulator, a left front one-way valve, a right front one-way valve, a left front variable piston motor, a rear axle variable piston motor, and a right front variable piston motor, wherein: the variable piston pump and the oil replenishment pump are connected to the power output device in a driving manner, the A port of the variable piston pump is connected to the A port of the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor respectively, and the B port of the variable piston pump is connected to the B port of the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor respectively; the output end of the oil replenishment pump is connected to the A port of the left front variable piston motor through the left front one-way valve and to the A port of the right front variable piston motor through the right front one-way valve respectively, the left front accumulator is connected to the input end of the left front one-way valve, and the right front accumulator is connected to the input end of the right front one-way valve; The walking control hydraulic system further includes a second relief valve and two first relief valves, the two first relief valves are connected in series and then arranged in parallel between the port A and the port B of the variable piston pump; the second relief valve is connected to the output end of the oil replenishment pump; The travel control hydraulic system further comprises a one-way valve, the output end of the one-way valve is connected to the output end of the oil replenishment pump, and the input end of the one-way valve is respectively connected to the right front accumulator and the left front accumulator.

2. A control method using the walking control hydraulic system according to claim 1, characterized in that: The steps include: Get the current pedal angle; According to the interval in which the actual pedaling angle is located, the displacements of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor are controlled according to the corresponding displacement change slope to output a corresponding hydrostatic braking force to achieve a gradual deceleration of the vehicle; and only after the actual pedaling angle reaches a set threshold, while outputting a corresponding hydrostatic braking force, the foot brake valve is driven to output hydraulic pressure to the brake caliper according to the actual pedaling angle to generate a corresponding friction braking force to achieve emergency braking of the vehicle, wherein the displacement change slope and the hydraulic pressure output by the foot brake valve are positively correlated with the actual pedaling angle.

3. The control method of the walking control hydraulic system according to claim 2, characterized in that: According to the actual pedaling angle, the foot brake valve is driven to output hydraulic pressure to the brake caliper to generate a corresponding friction braking force to achieve emergency braking of the vehicle, which specifically includes the following steps: If the current pedal angle θ<θ0, the vehicle is in normal driving state by default. At this time, the vehicle speed is controlled by the handle, and the control system closes the loop to control the vehicle speed and the handle current value to match each other; If the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the slope with the first displacement. Rate K θX1 Control the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output a corresponding amount of hydrostatic braking force to gradually decelerate the vehicle; If the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the displacement at the second displacement slope K θX2 Control the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output the corresponding hydrostatic braking force, where K θX1 <K θX2 At the same time, the foot brake valve outputs hydraulic pressure according to the actual pedaling angle to act on the brake caliper to generate a corresponding friction braking force to achieve emergency braking of the vehicle, and the friction braking force is positively correlated with the actual pedaling angle.

4. The control method of the walking control hydraulic system according to claim 3, characterized in that: The first displacement change slope K θX1 and the second displacement change slope K θX2 Specifically: Where: θ X1 is the real-time feedback value of the pedal angle in the interval [θ0, θ1], K θX1 The pedal angle is θ X1 When the pedal angle is θ0, θ1, the first displacement change slope of the pump and motor displacement change needs to be controlled during deceleration; k0 and k1 are the displacement change slopes of the pump and motor displacement change that need to be controlled during deceleration when the pedal angle is θ0 and θ1 respectively; θ X2 is the real-time feedback value of the pedal angle in the interval (θ1, θ2], K θX2 The pedal angle is θ X2 When the pedal angle is θ2, the second displacement change slope of the pump and motor displacement change that needs to be controlled during deceleration; k2 is the displacement change slope of the pump and motor displacement change that needs to be controlled during deceleration when the pedal angle is θ2; If the current pedal angle θ0≤θ≤θ1, the control system overrides the handle control and changes the displacement at the first displacement slope K θX1 Controlling the displacement of the variable piston pump, the left front variable piston motor, the rear axle variable piston motor, and the right front variable piston motor to output a corresponding amount of hydrostatic braking force to gradually decelerate the vehicle, specifically comprising the following steps: If the motor current I m = 0, each motor is at maximum displacement, the hydraulic system is in pump speed regulation state, at this time, the first displacement change slope K θX1 Controlling the variable displacement piston pump to reduce the pump displacement until the vehicle decelerates to 0; If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the first displacement change slope K θX1 After controlling each motor to increase to the maximum displacement, the first displacement change slope K θX1 Controlling the variable displacement piston pump to reduce the pump displacement until the vehicle decelerates to 0; If the current pedal angle θ1<θ≤θ2, the control system overrides the handle control and changes the displacement at the second displacement change slope K θX2 Control variable piston pump, left front variable piston motor, rear axle variable piston motor, right front variable piston motor The displacement is used to output a corresponding amount of hydrostatic braking force to gradually slow down the vehicle, specifically including the following steps: If the motor current I m = 0, each motor is at maximum displacement, the hydraulic system is in pump speed regulation state, at this time the second displacement change slope K θX2 Controlling the variable displacement piston pump to reduce the pump displacement until the vehicle decelerates to 0; If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 At the same time, each motor is controlled to increase displacement and the variable piston pump is controlled to reduce pump displacement until the vehicle decelerates to 0; or, If the motor current I m ≠0, the hydraulic system is in the state of maximum pump displacement and motor variable displacement speed regulation. At this time, the second displacement change slope K θX2 After controlling each motor to increase to the maximum displacement, the second displacement change slope K θX2 The variable displacement piston pump is controlled to reduce the pump displacement until the vehicle decelerates to zero.

5. A silage machine, characterized in that: It includes the travel control hydraulic system as described in claim 1, and also includes a transmission system, the transmission system includes an engine, the first end of the output shaft of the engine is connected to the gearbox, the first output end of the gearbox is connected to the intermediate transmission belt group, and the second output end of the gearbox is connected to the hydraulic pump; the intermediate transmission belt group includes a first transition pulley, the first transition pulley is connected to the first transmission belt group, the first transmission belt group includes a chopping component input wheel and a throwing component input wheel, the throwing component input wheel is connected to the second transmission belt group, the second transmission belt group includes a first grain crushing component input wheel and a second grain crushing component input wheel; the hydraulic pump is connected to the first hydraulic cylinder and the second hydraulic cylinder, the first hydraulic cylinder is connected to the header component input shaft, and the second hydraulic cylinder is connected to the feeding component input shaft.

6. The silage machine according to claim 5, characterized in that: The intermediate transmission belt assembly further includes a first main shaft pulley, a transition belt and an intermediate tensioning device, wherein the first main shaft pulley is connected to the first output end of the gearbox, and the transition belt is wound around the first main shaft pulley and the first transition pulley; The intermediate tensioning device comprises an intermediate tensioning wheel and an intermediate tensioning member. The intermediate tensioning wheel abuts against the transition belt. The intermediate tensioning member is connected to the intermediate tensioning wheel. The intermediate tensioning member is used to adjust the abutting force applied by the intermediate tensioning wheel to the transition belt.

7. The silage machine according to claim 3, characterized in that: The silage machine also includes an automatic shifting gearbox, which includes a multi-point positioning shifting hydraulic cylinder, which includes an external cylinder body, an intermediate transition cylinder barrel, a double-outlet piston rod, a piston and an end cover. The intermediate transition cylinder barrel is arranged in the external cylinder body, and the end cover is arranged at both ends of the external cylinder body for fixing the intermediate transition cylinder barrel. The double-outlet piston rod is installed in the intermediate transition cylinder barrel and the two ends extend out of the end cover. One end of the double-outlet piston rod is used to be connected to the shift fork linkage mechanism of the automatic shifting gearbox. The piston is located at The intermediate transition cylinder is fixedly installed in the double-outlet piston rod, the external cylinder body is provided with at least five oil inlet and outlet ports, the intermediate transition cylinder is provided with at least five annular grooves, each oil inlet and outlet port is correspondingly connected to an annular groove, and each annular groove is connected to the inner cavity of the intermediate transition cylinder through at least one group of oil holes, any two oil inlet and outlet ports are selected as working oil ports, and the double-outlet piston rod is driven to reciprocate in the intermediate transition cylinder by hydraulic oil, thereby driving the shift fork linkage mechanism to move, thereby realizing the shifting action of the automatic shifting transmission.

8. The silage machine according to claim 7, characterized in that: The outer cylinder body is provided with a first oil inlet and outlet, a second oil inlet and outlet, a third oil inlet and outlet, a fourth oil inlet and outlet, and a fifth oil inlet and outlet in sequence from left to right, and the intermediate transition cylinder is provided with a first annular groove, a second annular groove, a third annular groove, a fourth annular groove, and a fifth annular groove in sequence from left to right, the first oil inlet and outlet is connected to the first annular groove, the second oil inlet and outlet is connected to the second annular groove, the third oil inlet and outlet is connected to the third annular groove, the fourth oil inlet and outlet is connected to the fourth annular groove, and the fifth oil inlet and outlet is connected to the fifth annular groove.

9. The silage machine according to claim 8, characterized in that: The middle part of the piston is a guide ring, and the first sealing ring and the second sealing ring are respectively arranged on both sides of the guide ring. The first annular groove and the fifth annular groove are connected to the inner cavity of the intermediate transition cylinder through a group of oil holes, and the second annular groove, the third annular groove, and the fourth annular groove are respectively connected to the inner cavity of the intermediate transition cylinder through two groups of oil holes. The two groups of oil holes include a first group of oil holes and a second group of oil holes arranged in sequence from left to right, and the spacing between the first group of oil holes and the second group of oil holes is the same as the spacing between the first sealing ring and the second sealing ring. In the process of the double-outlet piston rod moving from left to right, when the second sealing ring moves to the position of the first group of oil holes, the double-outlet piston rod starts to decelerate, and when the second sealing ring moves to the position of the second group of oil holes, the right chamber is in a dead-locked state, and the double-outlet piston rod stops moving; in the process of the double-outlet piston rod moving from right to left, when the first sealing ring moves to the position of the second group of oil holes, the double-outlet piston rod starts to decelerate, and when the first sealing ring moves to the position of the first group of oil holes, the left chamber is in a dead-locked state, and the double-outlet piston rod stops moving.

10. The silage machine according to claim 3, characterized in that: It also includes an anti-collision rearview mirror structure, which includes a fixed component, a rotating component, an adjustment component and a rearview mirror component; the fixed component includes a base, a rotating shaft and a locking piece, the rotating shaft is arranged on the base, and the locking piece is arranged at one end of the rotating shaft away from the base; the rotating component includes a rotating shield and a rotating sleeve, the rotating shield is connected to the rotating sleeve, the rotating sleeve is arranged on the rotating shaft and rotates relative to the rotating shaft; the adjustment component includes an adjusting piece, and the adjusting piece is configured to be rotatably arranged on the locking piece and rotate relative to the locking piece to fix or contact-fix the rotating shaft and the rotating sleeve; the rearview mirror assembly includes a frame and a lens, the frame is used to be arranged on the rotating sleeve, and the lens and the frame are movably connected.

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