JPH082030Y2 - Steering lock mechanism for all-wheel steering vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a steering lock mechanism for an all-wheel steering vehicle.

(Prior Art and its Problems) As a mobile crane, an all-terrain mobile crane is known that has both the mobility of a rough terrain mobile crane and the traveling performance of a truck mobile crane. This all-terrain mobile crane can be operated both in the carrier house and the crane house, and has the hydraulic suspension function, all-wheel drive function (4WD), all-wheel steering function (4WS), etc. It also excels in running on general roads.

The all-wheel steering system of an all-terrain mobile crane is more than a device for obtaining maneuverability when driving on general roads.
This is for facilitating entry into the field such as narrow alleys.Normally, a manual switch is used to steer the front wheels only, the front wheel steering mode, the front and rear wheels in the same phase, and the reverse phase steering mode. It is possible to switch the anti-phase steering mode for steering in phase, the front wheels and the rear wheels have the same steering angle, and this steering angle is set to a value larger than that of a normal passenger vehicle. It is extremely dangerous to operate such a steering device accidentally during high-speed traveling on general roads, so when the vehicle is traveling at high speed on general roads, the steering lock mechanism locks the rear steering in a locked state to disable the steering of the rear wheels. ing.

The rear steering lock mechanism locks the locking pin in the locking hole of the lock member to disable the steering of the rear wheel, but in order to accurately fix the rear wheel to the neutral position, It is necessary to accurately position the locking hole, and it is also necessary to strictly control the processing accuracy of the locking pin and the locking hole.
However, the center of the locking hole and the center of the locking pin do not always exactly coincide with each other within an allowable error range due to an assembly error, a deformation of a member, an extension, or the like, and the centers of both may deviate from each other. If the locking pin is forcibly pushed into the locking hole in such a state, inconveniences such as deformation of the locking pin or the lock member occur.

The present invention has been made to solve such a problem, and even if the center of the locking pin and the locking pin of the lock member of the steering lock mechanism is slightly deviated, the lock member and the locking pin are deformed. An object of the present invention is to provide a steering lock mechanism for an all-wheel steering vehicle that can be engaged and disengaged smoothly and easily without causing the above.

(Means for Solving the Problems) According to the present invention, in order to achieve the above-mentioned object, the wheel cannot be steered by locking the locking pin in the vertical locking hole formed in the lock member. In a steering lock mechanism for an all-wheel steering vehicle, a driving device for forming an outer periphery of a tip end portion of the locking pin with an inclined surface and reciprocally moving the locking pin up and down to engage with and disengage from the locking hole. A suspension metal fitting is attached to the drive shaft, and a support pin is loosely fitted in a horizontal through hole formed at the base end of the locking pin, and the support pin causes the locking pin to the suspension metal fitting and the locking pin. So as to be movable in the axial direction and the radial direction of the support pin, the suspension is suspended and supported in a state in which there is a gap between the base end surface of the locking pin and the shaft end surface of the drive shaft. When locking the locking pin in the locking hole, All wheels characterized in that the shaft end surface of the drive shaft abuts the base end surface of the locking pin and the drive shaft directly presses the locking pin to lock the locking pin in the locking hole. A steering lock mechanism for a steered vehicle is provided.

(Operation) The distal end outer circumference of the locking pin is formed by a slope, and the locking pin is supported by the support pin loosely fitted in the horizontal through hole formed in the proximal end of the locking pin. Since there is a gap between the drive shaft and the end face of the drive shaft, the suspension pin is suspended and supported by the suspension fittings. Therefore, the locking pin can move in the axial and radial directions of the support pin. When the lock pin is locked in the vertical lock hole by moving the lock pin to the vertical direction, the lock pin, which is in the state of being suspended and supported by the hanging metal fitting, can move toward the center of the lock hole. It is possible to automatically adjust the deviation. In addition, when the locking pin is engaged with the locking hole after the automatic misalignment is adjusted, the support pin is loosely fitted in the through hole of the locking pin, so that the shaft end surface of the drive shaft is the base of the locking pin. The drive shaft directly abuts on the end face and the drive shaft directly presses the locking pin, so that the pressing force of the drive shaft directly acts on the locking pin.

(Embodiment) An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows the appearance of an all-terrain mobile crane. The all-terrain mobile crane 1 has a work frame (main frame) 10 extending over substantially the entire length of a vehicle, and a crane 2 mounted on the main frame 10 via a turntable 11. The front side of the front frame 9 extends forward from the front end of the carrier house 3
However, the turntable 11 is provided with crane houses 4 that rotate together with the crane 2, and the operation of the crane vehicle 1 is possible in each of the houses 3 and 4, as will be described later.

When suspending the crane 2, the front outriggers 5 and the rear outriggers 6 attached to the front and rear ends of the main frame 10 are laterally extended to fix the main frame 10, and the suspending work is performed. Then, between the outriggers 5 and 6, large single tires 7 and 8 are attached adjacent to the outriggers 5 and 6. The front axle 14 to which the front wheels 7 are attached and the rear axle 16 to which the rear wheels 8 are attached are suspended on the main frame 10 via taper leaf springs 17 and 18, respectively, and the high rigidity stabilizers 24 and 26 suppress rolling. There is.

The front axle 14 and the rear axle 16 are connected to the side member 10a side wall of the main frame 10 by a pair of left and right hydraulic cylinders 20 and 22, respectively. The hydraulic cylinders 20 and 22 have functions such as a shock absorber function, an anti-nose dive function during braking and turning, and an on-tire function during low-speed suspension.

The output of the engine 30 mounted behind the carrier house 3 and between the side members 10a of the main frame 10 is a transmission 32, a rear propeller shaft 34, and a final transmission (hereinafter referred to as "rear differential"). Rear wheel 8 through 35
By being engaged with a dog clutch (not shown) incorporated in the transmission 32, the dog clutch, the front side propeller shaft 36, and the front side final transmission (hereinafter abbreviated as “rear differential”). ) 38
It is also transmitted to the front wheels 7 via. The speed change device 32 can change gears by selecting a shift position of a shift lever (not shown) provided in the carrier house 3 and the crane house 4, and in the carrier house 3 which is driven when traveling on a general road, five forward gears and three reverse gears are used. It is possible to switch to three stages, and in the crane house 4, only low speed stages can be switched to three stages, forward and backward respectively. Further, in each house, the transmission 32 is switched to the forward or reverse first speed stage, and each ultra-low speed stage is established when an ultra-low speed stage switch (not shown) is turned on. The dog clutch is engaged or disengaged by operating one of the front drive switches (not shown) provided in the carrier house 3 and the crane house 4, and four-wheel drive is enabled by the front drive switch.

When the forward high speed stage (4 stage or 5 stage) is selected by the shift lever in the carrier house 3, the dog clutch is not engaged even if the front drive switch is turned on. That is, the driving force is not transmitted to the front wheels 7, whereby the four-wheel drive state due to the dog clutch having no torque distribution adjustment function is avoided, and safe traveling at high speed traveling is ensured. Further, when the ultra-low speed stage is selected, the dog clutch is engaged and four-wheel drive is performed even if the front drive switch is not turned on, whereby the drive torque is applied to the propeller shafts 34 and 36. It is distributed so that excessive torque is not applied to the rear wheel side propeller shaft 34.
Further, in the four-wheel steering state described later, even if the forward high speed stage (4th stage or 5th stage) is selected by the shift lever in the carrier house 3, the transmission 32 is held at the low speed stage and the high speed stage is maintained. It is configured not to switch to. The steering device, which will be described later, of the all-terrain mobile crane 1 is for steering four wheels for the purpose of facilitating entry into the field. In the case of four-wheel steering, the steering angle of the rear wheels is almost the same as that of the front wheels. It is set. Therefore, safe traveling is ensured by prohibiting high-speed traveling when the four-wheel steering is possible. or,
As will be described later in detail, a safety mechanism is provided which cannot switch from the two-wheel steering state to the four-wheel steering state when the vehicle is traveling at a high speed by mistake.

Next, the steering system will be described with reference to FIGS. 2 to 4 in addition to FIG.

Steering wheel arranged in the carrier house 3
Reference numeral 40 denotes a front wheel 7 that is steered by a link mechanism via a semi-integral power steering gear box (hereinafter, simply referred to as “semi-integra gear box”) 44, which will be described later. Steering cylinders 54, 56, 64, 66, which will be described later, respectively provided on the 7 and the rear wheels 8 are expanded and contracted to steer the front wheels 7 and the rear wheels 8. On the other hand, the steering wheel 150 arranged in the crane house 4 is a full hydraulic steering system, and the steering cylinders 54, 56, 64, 66 are operated by the hydraulic pressure generated by the flow control valve 110, which will be described later, and the front wheels 7 and Steer the rear wheels 8.

The steering wheel 40 of the carrier house 3 is connected to an input shaft of an L joint (direction changing gear device) 41 via a steering shaft 40a, a universal joint 40c, a steering shaft 40b, and a universal joint 40d, and an output shaft of the L joint 41 is , Universal joint 42a, rotating rod 42, universal joint 4
It is connected to the input shaft of the semi-integra gearbox 44 via 2b.

The front side members 9a of the front frame 9 extend forward from the left and right side members 10a of the main frame 10, and the L joint 41 is fixed to the left side wall of the left front side member 9a by protruding in the left lateral direction. The rotation of the steering shaft 40b that is attached to the bracket 9b that is connected to the input shaft is converted to a rotation rod 42 that is connected to the output shaft by converting the direction of the steering shaft 40b at a substantially right angle to the axial direction of the steering shaft 40b. To communicate,
The L joint 41 is a bevel gear that transmits the rotation of the input shaft to the output shaft.

Outrigger box for housing the front outrigger 5
5a is on the lower wall of the front end of the left and right side members 10a of the main frame 10 and is attached to the left and right side members 10a via a spacer 5b having a trapezoid (see Fig. 2) whose cross-sectional side view is wide at the top and short. The rotating rod 42 is fixed so as to be bridged, and the rotating rod 42 is a side member formed by a spacer 5b.
Space below 10a and above outrigger box 5a
It penetrates through the spacer 5b and extends obliquely rearward from the L joint 41 toward the center of the chassis near the front axle 14. The trapezoidal spacer 5b having a wide upper portion serves to disperse a load acting on the main frame 10 from the outrigger 5 via the outrigger box 5a.

A base end of a pitman arm 45 is connected to an output shaft projecting to a substantially central position on a lower surface wall of the semi-integer gear box 44, and the pitman arm 45 extends rearward along a center line of the chassis, and at the extended end thereof. Is connected to one end of a drag link 46 extending in the lateral direction (direction of the right front wheel 7) substantially in parallel with the front axle 14. The other end of the drag link 46 is connected to the tip of the knuckle arm 47.

The semi-integer gearbox 44 transmits the rotary motion transmitted to the input shaft via the rotary rod 42 to the output shaft, converts the rotary motion into the swing motion by the pitman arm 45, and moves the drag link 46 in the left-right direction (vehicle lateral direction). Front wheel 7 by reciprocating
Steer. The left and right front wheels 7,7 extend in the front-rear direction around the kingpin 50 and rotate with the front wheels 7 integrally with the arms 51,51.
Are connected by tie rods 52 connected to the respective rear ends (see FIG. 4), and the left front wheel 7 is also steered as the right front wheel 7 is steered. A bracket 38b is integrally provided on the front outer wall of the diff gear box 38a of the front diff 38 so as to project integrally. The bracket 38b and the left and right arms 51, 51 have respective front ends, which will be described later with a left front wheel steering cylinder 54 and a right front wheel. Steering cylinders 56 are connected to each other.

In this way, the semi-inte gear box 44 is arranged in the chassis center position near the front axle 14, and the steering wheel 40 and the semi-inte gear box 44 are connected by the steering shafts 40a, 40b, the L joint 41, and the rotating rod 42. Since the drag link 46 is disposed substantially parallel to the front axle 14, it is not necessary to dispose the drag link 46 between the wheel and the chassis frame in parallel with the frame as in the conventional case. A large space can be secured between them, and the inconvenience that the wheels 7 interfere with the drag link during steering can be avoided. This is advantageous for mobile cranes, such as all-terrain mobile cranes, that need to use large-diameter tires, have a large steering angle to reduce the minimum turning radius, and enhance maneuverability on site.

Further, in the conventional configuration in which a large semi-inte gear box is arranged at the position where the L joint 41 of this embodiment is arranged, the semi-inte gear box is located below the carrier house, that is,
It is necessary to extend below the frame, and further, the link mechanism such as the drag link will greatly extend below the carrier house with the swinging motion of the pitman arm, which is an important safety component in this conventional configuration. Although the steering link mechanism determines the approach angle and departure angle, the L joint 41 changes the direction and the rotation of the steering shafts 40a and 40b causes the rotation rod 42 to rotate the semi-integrated shaft. It is transmitted to the gearbox 44, and also the rotating rod
Since 42 passes above the outrigger box 5a, the link mechanism etc. does not project below the carrier house 3,
Since the L joint 41 is small, the approach angle of the vehicle is not deteriorated, and a complicated link mechanism is not required. Further, since the rotary rod 42 only makes a rotary motion without swinging motion like a drag link, the space between the frame 10 and the outrigger box 5a may be small.

The left and right rear wheels 8 and 8 extend in the front-rear direction around the kingpin 60 and are connected to the front ends of the arms 61 and 61 that rotate integrally with the rear wheel 8 as with the front wheel 7 side described above. (See FIG. 4). Further, a bracket 35b is integrally provided on the rear outer wall of the differential gear box 35a of the rear differential 35 so as to project rearward, and the rear end of each of the brackets 35a and the left and right arms 61, 61 is a steering cylinder for a left rear wheel described later. 64 and a steering cylinder 66 for the right rear wheel, respectively.

Next, a hydraulic circuit for supplying hydraulic oil to the above-mentioned steering cylinders 54, 56, 64, 66 will be described with reference to FIG.

First, a hydraulic oil supply source for supplying hydraulic oil to these hydraulic circuits will be described. The dual pumps 70 and 71 driven by the engine 30 and a drive shaft connected to wheels, for example, the rear wheels 8, for example, a transmission. With the output shafts of 32, the two hydraulic pressure supply systems of the emergency pump 72 driven by the rotation of the rear wheels 8, that is, when the vehicle is running, have two hydraulic pumps, and the two-pump pump supplies a large-capacity main pump 70 and pilot hydraulic pressure. It is composed of a pilot pump 71 for generating. Main pump 70
And the suction ports 70a, 72a of the emergency pump 72 are
It is connected to the oil tank 77 via 5 and 76. Discharge ports 70 of main pump 70 and emergency pump 72
b and 72b are connected via ports 78 and 79 to the port 83a and
It is connected to 83c respectively. The suction side of the pilot pump 71 is connected to the pipe line 75.

The switching valve 83 is a spring offset pilot type 4-port 2-position switching valve, and a pilot oil passage 93 extending from the pilot pump 71 is connected to the switching valve 83. When the pilot oil pressure is not supplied through the pilot oil passage 93 as described later, the switching valve 83 is
Port 83a becomes port 83b and port 83c becomes due to the pressing force of 83e.
Are switched to the first switching position where they are connected to the port 83d respectively, and when the pilot oil pressure is supplied through the pilot oil passage 93, the port 83a is connected to the port 83d and the port 83c is connected to the port 83b. It is switched to the switching position of 2. A relief oil passage 85 communicating with the oil tank 77 is branched and connected in the middle of the pipe 78, and a relief valve 86 is arranged in the oil passage 85. This relief valve 86
Indicates that the hydraulic pressure in the oil passage 78 has a specified value (for example, 200 kg / cm ² )
When an abnormal value exceeding the
It escapes to 77.

The port 83b of the switching valve 83 is connected to the oil tank 7 via the oil passage 91.
In communication with 7, the port 83d is connected to the flow rate adjusting valve 80 via the oil passage 84. The flow rate adjusting valve 80 is for adjusting the amount of hydraulic oil and hydraulic pressure supplied to a steering hydraulic circuit described later to predetermined values, and is composed of a bleed-off type variable orifice 80a and a pressure adjusting valve 80b. The upstream side of 80a is connected to the oil passage 84, the downstream side of the pressure adjusting valve 80b is connected to the oil tank 77 via the oil passage 90, and the downstream side of the variable orifice 80a and the upstream side of the pressure adjusting valve 80b are connected to the pipeline 80c. Connected by. Then, the output oil passage 82 is branched from the pipe 80c, and the flow rate of this oil passage 82 is adjusted by the variable orifice 80a, and the hydraulic oil whose pressure is adjusted to a predetermined value (for example, 150 kg / cm ² ) by the pressure adjusting valve 80b is described later. Supply to the steering hydraulic circuit.
The variable orifice 80a is connected to the oil passage 90 by the relief oil passage 81.
And the excess hydraulic oil is returned to the oil tank 77 via the oil passages 81 and 90.

Bypass the emergency pump 72 and the suction port 72
The bypass line 87 is used to connect the a-side pipe line 76 and the discharge port 72b-side pipe line 79.
A check valve (check valve) 88 for blocking the flow of hydraulic oil from the discharge port 72b side of the pump 72 to the suction port 72a side is arranged in the bypass pipe line 87.

During normal operation of the all-terrain mobile crane 1,
The main pump 70 and the pilot pump 71 are driven by the engine 30, and the working hydraulic pressure discharged from the pilot pump 71 acts as the pilot pressure on the switching valve 83, and the switching valve 83, the port 83a to the port 83d, The port 83c is switched to a second switching position where it is connected to the port 83b, respectively. In this state, the hydraulic oil discharged from the main pump 70 is the port 83a of the switching valve 83 → the port 83d → the oil passage 84.
→ Flow control valve 80 → Supply to the hydraulic circuit for steering described later via oil passage 82. At this time, the emergency pump 72 is driven by the rotation of the wheels 8, and the oil tank 77 → emergency pump 72 → oil passage 79 → port 83c of the switching valve 83 → port 83b → oil passage 91 → route of the oil tank 77. Since the hydraulic oil circulates in the flow rate control valve 80, the hydraulic oil discharged by the emergency pump 72 does not flow to the flow rate adjusting valve 80 side. Therefore, the flow rate adjusting valve 80 has a capacity of only the maximum flow rate discharged by the main pump 70. It would be good to have

Next, when the engine 30 is stopped during running or the pumps 70, 71 driven by the engine 30 fail and these pumps become inoperable, the discharge pressure of the pilot pump 71 is 0, that is, the switching. The pilot oil pressure acting on the valve 83 becomes zero. Therefore, the switching valve 83 is pressed by the pressing force of the spring 83e.
Is switched to a first switching position (switching position shown in FIG. 4) in which the port 83a is connected to the port 83b and the port 83c is connected to the port 83d. In this state, the emergency pump 72 is driven as long as the wheels 7 are rotating, that is, as long as the all-terrain mobile crane 1 is traveling,
Hydraulic oil discharged from 72 is oil passage 79 → port 83 of switching valve 83
It is supplied to a steering hydraulic circuit described later through a route of c → port 83d → flow rate adjusting valve 80 → oil passage 82. Thus, the steering device can be operated without any trouble even in an emergency when the main pump 70 and the pilot pump 71 driven by the engine 30 are inoperable due to a failure or the like. At this time, since the main pump 70 is stopped, the flow of hydraulic oil by the main pump 70 does not occur.

As described above, since the pilot oil pressure is supplied to the switching valve 83 by the pilot pump 71 provided separately from the main pump 70, the oil passage 78 between the large capacity main pump 70 and the switching valve 83 is supplied. When a check valve for extracting the pilot pressure is not required and a check valve is provided in the oil passage 78, avoiding the inconveniences such as the temperature rise of the working oil and the rubber clogging caused by the throttle of the oil passage. Can be done.

Next, details of the hydraulic circuit for steering will be described. The hydraulic circuit for steering links the hydraulic oil supplied from the hydraulic oil supply source through the oil passage 82 to the steering wheel 40 of the carrier house 3 and incorporates the flow control valve 44 into the semi-integra gearbox 44. ′ And the flow control valve 110 that is interlocked with the steering wheel 150 of the crane house 4 to regulate the hydraulic pressure according to the steering direction and the steering wheel angle and supply the hydraulic pressure to the steering cylinders 54, 56, 64, 66. In addition to these flow control valves 44 'and 110, the crane house 4
The electromagnetic switching valves 102, 104, which switch the steering operation mode of either one of the carrier house 3 and the carrier house, that is, either the crane house mode or the carrier house mode.
106, a front wheel steering mode, an in-phase switching mode, and an electromagnetic switching valve 108 for switching to each of the opposite-phase steering modes.

More specifically, the steering hydraulic circuit will be described. The electromagnetic switching valves 102, 104 and 106 are all 4-port 2-position switching valves, and the switching valve 108 is a 4-port 3-position switching valve. Each solenoid of these electromagnetic switching valves is connected to a control circuit described later, and a switching signal (urging signal) is supplied from the control circuit by a switching operation of a switching switch described later.

When neither of the solenoids 108a and 108b of the electromagnetic switching valve 108 is energized, the switching valve 108 is switched to the neutral position 108C and the steering mode is set to the front wheel steering mode. That is, in this front wheel steering mode, the oil passages 134, 136 communicating with the steering cylinders 64, 66 of the rear wheels 8 are both cut off from the hydraulic oil supply source, and these steering cylinders
64 and 66 are locked. The oil passage 132 connected to the steering cylinders 54, 56 of the front wheels 7 is provided with the switching valve 108.
Is connected to the oil passage 129.

When the solenoid 108a of the electromagnetic switching valve 108 is energized, it is switched to the switching position 108A, and the steering mode is set to the reverse phase mode (counter steer mode). That is, in the antiphase mode, the oil passage 132 communicating with the right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the front wheels 7 communicates with the left pressure chambers 64a, 66a of the steering cylinders 64, 66 of the rear wheels 8. An oil passage 136 that is connected to the oil passage 134 and communicates with the right pressure chambers 64b and 66b of the steering cylinders 64 and 66 is connected to the oil passage 129. When the solenoid 108b of the electromagnetic switching valve 108 is energized, it is switched to the switching position 108B and the steering mode is set to the in-phase mode (club steer mode). That is, in this in-phase mode, the steering cylinders 54, 56 of the front wheels 7 are
Oil passages 132 communicating with the respective right pressure chambers 54b, 56b of the rear wheels 8 are connected to the oil passages 136 communicating with the respective right pressure chambers 64b, 66b of the steering wheels 64, 66 of the rear wheel 8, and the left sides of the steering cylinders 64, 66 are connected. An oil passage 134 communicating with the pressure chambers 64a and 66a is connected to the oil passage 129.

Solenoids 102a, 104a, 106 of solenoid switching valves 102, 104, 106
When a is energized, the respective switching valves move to the first switching position 102A, 10A.
The carrier house mode is set in which the steering operation in the carrier house 3 is enabled by switching to 4A and 106A. That is, the oil passage 82 of the hydraulic oil supply source is connected to the flow control valve 44 'on the carrier house 3 side via the switching valve 102 and the oil passage 121, and is connected to the flow control valve 110 on the crane house 4 side. 123 is disconnected from the hydraulic oil source. On the other hand, when the solenoids 102b, 104b, 106b of the electromagnetic switching valves 102, 104, 106 are energized, the respective switching valves are switched to the second switching positions 102B, 104B, 106B, and the steering operation in the crane house 4 becomes possible. Crane house mode is set. That is, the oil passage 82 from the hydraulic oil supply source is connected to the flow control valve 110 on the crane house 4 side via the switching valve 102 and the oil passage 123,
The oil passage 121 connected to the flow control valve 44 'on the carrier house 3 side is cut off from the hydraulic oil supply source.

Flow control valve 44 'on the carrier house 3 side
When the hydraulic oil is supplied from the hydraulic oil supply source, the flow control valve 44 'switches the switching position according to the turning direction of the steering wheel 40, and generates the hydraulic pressure according to the steering wheel angle. That is, when the steering wheel 40 is not rotated, it is held at the neutral position 44A, the oil passage 121 communicates with the oil passages 126 and 128, and the oil passage 1
Also communicates with the oil tank 77 via 22. When the steering wheel 40 is rotated to the right, the flow control valve 44 'is switched to the switching position 44B, hydraulic pressure is generated in the oil passage 126 according to the steering wheel angle, and when it is rotated to the left, it is switched to the switching position 44C. A hydraulic pressure corresponding to the steering wheel angle is generated in the oil passage 128. An oil passage communicating with the oil tank 77
A check valve 122a is arranged in the middle of 122, and the check valve 122a allows only the flow of hydraulic oil from the flow control valve 44 'side toward the oil tank 77.

Now, assuming that the switching valves 102, 104, 106 are respectively switched to the carrier house mode switching positions 102A, 104A, 106A, the front wheel steering mode is selected as the steering mode, and the switching valve 108 is switched to the switching position 108C, the steering wheel The hydraulic pressure generated in the oil passage 126 by rotating 40 to the right is supplied to the left pressure chambers 54a, 56a of the steering cylinders 54, 56 of the front wheels 7 via the oil passage 126 → the switching valve 104 → the oil passage 130. Then, the pistons of the steering cylinders 54, 56 are pressed toward the right pressure chambers 54b, 56b, respectively, and the hydraulic oil in the right pressure chambers 54b, 56b is oil passage 132 → switching valve 108 → oil passage 129 → switching valve 106 →
Oil passage 128 → switching valve 44 '→ oil tank 77 via oil passage 122
Be eliminated by. Thus, the piston of the steering cylinder 54 for the left front wheel 7 contracts, while the piston of the steering cylinder 56 for the right front wheel 7 extends and the front wheel 7 moves to the fourth position.
It is steered to the right as shown. At this time, since the left and right front wheels 7, 7 are connected by the tie rods 52, the left and right front wheels 7, 7 are steered at the same steering angle.

Keep the switching valves 102, 104, 106 and 108 in the same state as above,
When the steering wheel 40 is rotated to the left, the hydraulic pressure generated in the oil passage 128 passes through the oil passage 128 → the switching valve 106 → the oil passage 129 → the switching valve 108 → the oil passage 132 and the steering cylinder of the front wheel 7.
54, 56 are supplied to the right pressure chambers 54b, 56b, the pistons of the steering cylinders 54, 56 are pressed toward the left pressure chambers 54a, 56a, respectively, and the hydraulic oil in the left pressure chambers 54a, 56a is transferred to the oil passage 130. → Switching valve
The oil is removed from the oil tank 77 via the oil passage 104 → the oil passage 126 → the switching valve 44 ′ → the oil passage 122. Thus, the piston of the steering cylinder 54 for the left front wheel 7 extends, while the piston of the steering cylinder 56 for the right front wheel 7 contracts, causing the front wheel 7 to contract.
Will be steered to the left.

Only the switching valve 108 is switched to the switching position 108A of the anti-phase mode (counter steer mode), and the steering wheel
When 40 is rotated from the neutral position to the right, the hydraulic pressure generated in the oil passage 126 is supplied to the left pressure chambers 54a and 56a of the steering cylinders 54 and 56 via the same route as in the front wheel steering mode, and the right The hydraulic oil in the pressure chambers 54b, 56b is the oil passage 132 → the switching valve 108.
→ Steering cylinders 64, 66 for the rear wheels 8 via the oil passage 134
To the left pressure chambers 64a and 66a of the steering cylinders 64 and 66, and the pistons of the steering cylinders 64 and 66 are pressed to the right pressure chambers 64b and 66b, respectively. 108
→ oil passage 129 → switching valve 106 → oil passage 128 → switching valve 44 '→ oil passage 122
Is removed to the oil tank 77 via. The pistons of the steering cylinder 54 for the front left wheel 7 and the steering cylinder 64 for the rear left wheel 8 contract, while the pistons of the steering cylinder 56 for the front right wheel 7 and the steering cylinder 66 for the rear right wheel 8 expand. The front wheels 7 are steered to the right as shown in FIG. 4, while the rear wheels 8 are steered to the left in a phase opposite to that of the front wheels 7. Since the left and right rear wheels 8 and 8 are also connected by the tie rod 62, they are steered at the same steering angle on the left and right. In addition, steering cylinders 54, 56, 64, 6
Since 6 having the same capacity is used and the moving amounts of the pistons are set to be the same, the steering angle of the front wheels 7 to the right and the steering angle of the rear wheels 8 to the left are the same.

Similarly, when the steering wheel 40 is rotated to the left, the hydraulic pressure generated in the oil passage 128 passes through the oil passage 128, the switching valve 106, the oil passage 129, the switching valve 108, and the oil passage 136 to steer the rear wheel 8. The hydraulic oil is supplied to the right pressure chambers 64b and 66b of the cylinders 64 and 66, and the hydraulic oil in the left pressure chambers 64a and 66a is oil passage 134 → switching valve 108 → oil passage 132
Is supplied to the respective right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the front wheels 7 through which the hydraulic oil in the respective left pressure chambers 54a, 56a is supplied to the oil passage 130 → the switching valve 104 → the oil passage 126 → the switching valve 44 ′. → It is removed to the oil tank 77 via the oil passage 122. Thus, the pistons of the steering cylinder 54 for the front left wheel 7 and the steering cylinder 64 for the rear left wheel 8 extend, while the steering cylinder 56 for the front right wheel 7 and the steering cylinder 66 for the rear right wheel 8 extend. The piston contracts and the front wheels 7 are steered to the left, while the rear wheels 8 are steered to the right in an opposite phase to the front wheels 7.

Only the switching valve 108 is switched to the switching position 108B of the in-phase mode (club steer mode), and the steering wheel
When 40 is rotated from the neutral position to the right, the hydraulic pressure generated in the oil passage 126 is supplied to the left pressure chambers 54a and 56a of the steering cylinders 54 and 56 via the same route as in the front wheel steering mode, and the right The hydraulic oil in the pressure chambers 54b, 56b is the oil passage 132 → the switching valve 108.
→ Steering cylinders 64, 66 for the rear wheels 8 via the oil passage 136
Is supplied to each of the right pressure chambers 64b and 66b, and the hydraulic oil in the left pressure chambers 64a and 66a is oil passage 134 → switching valve 108 → oil passage 129 → switching valve 106 → oil passage
128 → Switching valve 44 ′ → Oil passage 122 to the oil tank 77. The respective pistons of the steering cylinder 54 for the front left wheel 7 and the steering cylinder 66 for the rear right wheel 8 contract, while the pistons of the steering cylinder 56 for the front right wheel 7 and the steering cylinder 64 for the rear left wheel 8 expand. Both the front wheels 7 and the rear wheels 8 are steered to the right in the same phase.

Similarly, when the steering wheel 40 is rotated to the left, the hydraulic pressure generated in the oil passage 128 is passed through the oil passage 128, the switching valve 106, the oil passage 129, the switching valve 108, and the oil passage 134 to steer the rear wheel 8. The hydraulic oil supplied to the left pressure chambers 64a and 66a of the cylinders 64 and 66 and supplied to the right pressure chambers 64b and 66b is changed from the oil passage 136 to the switching valve 108 to the oil passage 132.
Is supplied to the respective right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the front wheels 7 through which the hydraulic oil in the respective left pressure chambers 54a, 56a is supplied to the oil passage 130 → the switching valve 104 → the oil passage 126 → the switching valve 44 ′. → It is removed to the oil tank 77 via the oil passage 122. Thus, the respective pistons of the steering cylinder 54 for the left front wheel 7 and the steering cylinder 66 for the right rear wheel 8 expand, while the pistons of the steering cylinder 56 for the right front wheel 7 and the steering cylinder 64 for the left rear wheel 8 expand. The piston contracts so that both the front wheels 7 and the rear wheels 8 are steered to the left in phase.

Next, the steering operation on the crane house 4 side will be described.

The flow control valve 110 of the crane house 4 switches the valve to the switching position according to the turning direction by turning the steering wheel 150, and connects the oil passage to the metering gear 110a to discharge the oil amount according to the steering wheel angle. It is what makes me. That is, the steering wheel 15
Flow control valve 110 when 0 is not rotated
Is held at the neutral position 110A and connects the oil passage 123 connecting the hydraulic oil supply source and the flow control valve 110 to the oil tank 77 via the oil passage 146. Turn the steering wheel 150 to the right and the flow control valve 1
10 is switched to the switching position 110B, and the oil passage 123 is connected to a metering gear 110a arranged in the middle of the oil passage 145. The metering gear 110a discharges a hydraulic oil amount corresponding to the steering wheel angle to the oil passage 140. To be done. Also, steering wheel 1
When 50 is rotated to the left, the flow control valve 110 is switched to the switching position 110C, the oil passage 123 is connected to the metering gear 110a, and the metering gear 110a changes the amount of hydraulic oil according to the steering wheel angle to the oil passage 142. Is discharged.

The oil passage 140 and the oil passage 142 are the 4-port 2-position electromagnetic switching valve 112.
Connected to. This solenoid operated directional control valve 112 carries out the suspension work by directing the beam of the crane 2 toward the rear of the vehicle when suspending the crane 2 while operating the all-terrain mobile crane 1 in the crane house 4. At this time, the crane house 4 also faces rearward), and when the rear wheel steering is locked and the vehicle is operated in the front wheel steering mode, the turning direction of the steering wheel 150 and the direction in which the vehicle is headed are opposite. This is for switching the steering direction of the front wheels. The solenoids 112a and 112b of the electromagnetic switching valve 112 are connected to the control circuit described above, and the reverse steering correction switch 21 to be described later.
The drive signal to the solenoid is supplied by the switch operation of 6. The crane house 4 is facing forward, and the hanging operation of the crane 2 is also facing forward. During normal operation, the solenoid 112a is energized, and the electromagnetic switching valve 112 is switched to the switching position 1
It has been switched to 12A. In this case, the oil passage 140 is connected to the oil passage 141 communicating with the electromagnetic switching valve 104, and the oil passage 142 is connected.
Is connected to an oil passage 143 communicating with the electromagnetic switching valve 106. When the reverse steering correction switch 216 is switched to the correction position during the rear suspension work, the solenoid 112b is energized and switched to the switching position 112B, and the oil passage 140 is changed to the oil passage 143 and the oil passage 14 is changed.
2 are connected to the oil passage 141, respectively.

The flow control valve 110 and the electromagnetic switching valve 112
Is installed in the crane house 4, and the oil passages 123, 141, 143, and 146 on the vehicle body side and the crane house 4 side are connected via a rotary joint 152.

Now, the switching valves 102, 104, 106 are respectively switched to the crane house mode switching positions 102B, 104B, 106B, the front wheel steering mode is selected as the steering mode, the switching valve 108 is switched to the switching position 108C, and the reverse steering correction is performed. If the electromagnetic switching valve 112 is switched to the normal switching position 112A, the oil pressure generated in the oil passage 140 by rotating the steering wheel 150 to the right is the oil passage 140 → the switching valve 112 → the oil passage 141 → the switching. It is supplied to the left pressure chambers 54a, 56a of the steering cylinders 54, 56 of the front wheels 7 via the valve 104 → oil passage 130, and the hydraulic oil in the right pressure chambers 54b, 56b is oil passage 132 → switching valve 180 → oil passage 129.
→ Switching valve 106 → Oil passage 143 → Switching valve 112 → Oil passage 142 → Flow control valve 110 → Oil tank 77 via oil passage 146
Be eliminated by. Thus, the front wheels 7 are steered to the right as shown in FIG.

When the steering wheel 150 is rotated to the left, the oil passage 142
The hydraulic pressure generated at the front wheel 7 is transmitted through the oil passage 142 → the switching valve 112 → the oil passage 143 → the switching valve 106 → the oil passage 129 → the switching valve 108 → the oil passage 132.
Is supplied to the right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the left cylinder, and the hydraulic oil in the left pressure chambers 54a, 56a is supplied to the oil passage 130 → the switching valve 10
4 → Oil passage 141 → Switching valve 112 → Oil passage 140 → Flow control valve 110 → Oil passage 146 to the oil tank 77. Thus, the front wheels 7 are steered to the left.

Only the switching valve 108 is switched to the switching position 108A of the anti-phase mode (counter steer mode), and the steering wheel
When 150 is rotated from the neutral position to the right, the hydraulic pressure generated in the oil passage 140 is supplied to the left pressure chambers 54a and 56a of the steering cylinders 54 and 56 via the same route as in the above-mentioned front wheel steering mode, and the right pressure is supplied. The hydraulic oil in the pressure chambers 54b, 56b is the oil passage 132 → the switching valve 108.
→ Steering cylinders 64, 66 for the rear wheels 8 via the oil passage 134
Is supplied to each of the left pressure chambers 64a and 66a, and the hydraulic oil in the right pressure chambers 64b and 66b is oil passage 136 → switching valve 108 → oil passage 129 → switching valve 106 → oil passage
143 → switching valve 112 → oil passage 142 → flow control valve 1
10 → Removed to the oil tank 77 via the oil passage 146. Thus, the front wheels 7 are steered to the right as shown in FIG. 4, while the rear wheels 8 are steered to the left in a phase opposite to that of the front wheels 7.

Similarly, when the steering wheel 150 is rotated to the left, the oil pressure generated in the oil passage 142 is changed to the oil passage 142 → the switching valve 112 →
Oil is supplied to the right pressure chambers 64b and 66b of the steering cylinders 64 and 66 of the rear wheels 8 via the oil passage 143 → the switching valve 106 → the oil passage 129 → the switching valve 108 → the oil passage 136, and the left pressure chambers 64a and 66a are supplied. Hydraulic oil
134 → switching valve 108 → supplied to the right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the front wheels 7 via the oil passage 132, and the hydraulic oil in the left pressure chambers 54a, 56a flows through the oil passage 130 → switching valve 104. → oil passage 141
→ Switching valve 112 → Oil passage 140 → Flow control valve 110
→ It is removed to the oil tank 77 via the oil passage 146. Thus, the front wheels 7 are steered to the left, while the rear wheels 8 are
It will be steered to the right of the opposite phase.

Only the switching valve 108 is switched to the switching position 108B of the in-phase mode (club steer mode), and the steering wheel
When 150 is rotated from the neutral position to the right, the hydraulic pressure generated in the oil passage 140 is supplied to the left pressure chambers 54a and 56a of the steering cylinders 54 and 56 via the same route as in the above-mentioned front wheel steering mode, and the right pressure is supplied. The hydraulic oil in the pressure chambers 54b, 56b is the oil passage 132 → the switching valve 108.
→ Steering cylinders 64, 66 for the rear wheels 8 via the oil passage 136
Is supplied to each of the right pressure chambers 64b and 66b, and the hydraulic oil in the left pressure chambers 64a and 66a is oil passage 134 → switching valve 108 → oil passage 129 → switching valve 106 → oil passage
143 → switching valve 112 → oil passage 142 → flow control valve 1
10 → Removed to the oil tank 77 via the oil passage 146. Thus, both the front wheels 7 and the rear wheels 8 are steered to the right in the same phase.

Similarly, when the steering wheel 150 is rotated to the left, the oil pressure generated in the oil passage 142 is changed to the oil passage 142 → the switching valve 112 →
It is supplied to the left pressure chambers 64a, 66a of the steering cylinders 64, 66 of the rear wheels 8 via the oil passage 143 → the switching valve 106 → the oil passage 129 → the switching valve 108 → the oil passage 134, and the right pressure chambers 64b, 66b are supplied. Hydraulic oil
136 → switching valve 108 → supplied to the right pressure chambers 54b, 56b of the steering cylinders 54, 56 of the front wheels 7 via the oil passage 132, and the hydraulic oil in the left pressure chambers 54a, 56a is oil passage 130 → switching valve 104 → oil passage 141
→ Switching valve 112 → Oil passage 140 → Flow control valve 110
→ It is removed to the oil tank 77 via the oil passage 146. In this way, the front wheels 7 and the rear wheels 8 are both steered to the left in phase.

When the electromagnetic switching valve 112 for reverse steering correction is switched to the correction switching position 112B, the turning direction of the steering wheel 150 and the steering direction of the front wheels 7 (in some cases, the front wheels 7 and the rear wheels 8) are reversed. That is, the operation will be described from the case where the steering wheel 150 is rotated to the right and the case where the steering wheel 150 is rotated to the left, to the case where the steering wheel 150 is rotated to the left and the case where the steering wheel 150 is rotated to the right. Since it can be easily inferred from the above, the description is omitted below.

Next, the rear steering lock mechanism will be described with reference to FIGS. 5 to 7.

The rear steering lock mechanism keeps the rear wheels 8 in a locked state so that the rear wheels 8 are not steered even if the rear wheel steering cylinders 64 and 66 try to expand or contract by an erroneous operation when it is not necessary to steer all the wheels. A lock rod 181 that is bridged between a bracket 35b integrally provided on the box 35a and an arm 61 on the left rear wheel 8 side to lock the arm 61 to prevent rotation when locked, and the rod 181 to the bracket 35b. It includes a locking pin 182 for locking, an air cylinder 183 as a drive device for vertically moving the locking pin 182, and the like.

More specifically, the base end of the locking rod 181 is the rear end of the arm 61 (the end on the side where the steering cylinder 64 is attached).
A lock plate 181a, which is a thick plate and extends in the axial direction, is fixed to the tip of the rod 181 so as to extend in the axial direction. Fixed to the lower wall surface of the bracket 35b behind the mounting positions of the steering cylinders 64 and 66,
A pair of pin guides 187a for guiding the locking pins 182 and a pin receiver 187b are arranged to face each other with a predetermined distance therebetween. The lock plate 181a is a pin guide.
It is possible to slide laterally along the rear axle 16 between the 187a and the pin receiver 187b. That is, the lock plate 181a is not locked to the bracket 35a by the locking pin 182 described below, and when the steering cylinders 64, 66 for the rear wheels expand and contract, the lock plate 181a rotates with the king pin 60 around the rear wheel 8. Guide 187a
And the pin receiver 187b. The lock plate 181a has a hole 181 penetrating the locking pin 182, and when the locking rod 181 is in the neutral position, the hole 181b is aligned with the pin holes of the pin guide 187a and the pin receiver 187b. It is drilled at the position where When the locking rod 181 is in the neutral position, the neutral position state is
The neutral detection switch 190 arranged at the predetermined position is detected by engaging the reference recess 181c formed at the predetermined position of the lock plate 181a, and the neutral detection switch 190 is engaged by the reference recess 181c. Turns on.

The air cylinder 183 has a pin guide 187a and a pin receiver 1 mounted on a mounting base 184 which is erected on the upper wall surface of the bracket 35a.
The piston rod 183a is attached at a position concentric with the pin hole of 87b with the piston rod 183a facing downward. A thread is threaded at the lower end of the piston rod 183a, and a bifurcated (inverted U-shaped) hanging metal fitting 183b is screwed to this screw and screwed to the piston rod 183a via a lever 185 described later. Let nut 1
It has been loosened by 83d. And the locking pin 1
The upper end of 82 is attached to the hanging metal fitting 183b through the support pin 183c.

More specifically, the locking pin 18 through which the support pin 183c is inserted
The second pin hole 182a is formed with a diameter larger than the outer diameter of the pin 183c, and the locking pin 182 is attached to the hanging fitting 183b in a state where the pin 183c is loosely fitted in the pin hole 182a. or,
The distance 1 between the two forks of the hanging metal fitting 183b is a locking pin.
It is sufficiently larger than the outer diameter d of 182, and therefore the hanging metal fitting 183b
When the locking pin 182 is in a suspended state, the reduced diameter tip end of the locking pin 182 is loosely fitted in the pin hole of the pin guide 187a, and the upper end thereof is in the axial direction and the radial direction of the support pin 183c. It can be moved slightly. Also, the locking pin 182 is
When suspended by the suspension fitting 183b, the distance between the lower end surface of the piston rod 183a and the upper end surface of the locking pin 182 is l2.
It is suspended with a gap in between. This distance l2 is set to a value smaller than the difference between the inner diameter of the pin hole 182a and the outer diameter of the support pin 183c. Therefore, the piston pin 183a presses the locking pin 182 to lock the locking pin 182 to the lock plate 181a.
When it is fitted into the pin hole of the pin receiver 187b by penetrating the pin hole 181b of the
The gap between the upper end surface of the piston rod 1 and the upper end surface of the
It directly joins the locking pin 182 via 83a. As a result, compared with the case where the locking pin 182 is directly fixed to the piston rod 183a, the pin hole 181b of the lock plate 181a.
Is slightly eccentric with the pin hole of the pin guide 187a, the presence of the above-mentioned gap prevents the locking pin from being forced.
The 182 can be easily inserted into the pin hole 181b of the lock plate 181a.

The hanging metal fitting 183b is the piston rod 183a as described above.
Although it may be screwed to the lower end of the piston, it may be swingably attached to the piston rod 183a. Although the air cylinder 183 is used as the drive device, the drive device is not limited to this, and a hydraulic cylinder, an electromagnetic solenoid, or the like may be used.

As shown in FIG. 9, pipelines 194 and 196 communicating with the air tank 192 are connected to the aforementioned air cylinder 183, and three-way electromagnetic switching valves 195 and 1 are provided in the pipelines 194 and 196.
97 are arranged respectively. These electromagnetic switching valves 195 and 1
Reference numeral 97 is connected to a control circuit described later, and supplies high-pressure air in the air tank to the air cylinder 183 when an energizing signal is supplied from the control circuit. When the switching valve 195 is energized, the air cylinder 183 is supplied. Expands and the air cylinder 183 contracts when the switching valve 197 is energized.

The lever 185 extends its arm in the same direction as the locking rod 181, and the lever end of the lever 185 has an air cylinder 183.
Contracts and the locking pin 182 reaches the upper limit position that completely unlocks the rod 181, engages the unlock detection switch 188 to turn it on, and the air cylinder 183 extends and engages. When the stop pin 182 reaches the lower limit position where the rod 181 is completely locked, it engages the lock detection switch 189 to turn it off. As described above, the lock release detection switch 188 is a normally open (OFF) type switch, and the lock detection switch 189 is a normally closed (ON) type switch (see FIG. 9).

Next, the steering control circuit described above will be described with reference to FIGS. 8 and 9.

The carrier house 3 and the crane house 4 are provided with various operation switches, levers and the like so that the all-terrain mobile crane 1 can be operated in each house. For example, the carrier house 3 has a rear steering wheel. Lock switch (hereinafter referred to as "RSL switch") 20
0, steering mode selector switch (hereinafter referred to as "SMS
202), the crane house 4 is provided with a rear steering lock switch (RSL switch) 210, a steering mode changeover switch (SMS switch) 212, a reverse steering correction switch 216, and the like. Further, each of the carrier house 3 and the crane house 4 is provided with a power switch (not shown), and when the power switch is turned on by either the carrier house 3 or the crane house 4,
The operation at the house on the side where the power switch is first turned on is prioritized, and the all-terrain mobile crane 1 cannot be operated even if the other operation switch or the like is operated by mistake. Then, when the power switch is first turned on in the carrier house 3, a predetermined voltage is generated at the point A of the electric circuit in FIG. 8, and the voltage at the point B is 0 at this time. On the contrary, when the power switch is first turned on in the crane house 4, a predetermined voltage is generated at the point B of the electric circuit in FIG. 8, and the voltage at the point A becomes 0 at this time.

In the relays 226 and 228 shown in FIG. 8, when a voltage is generated at the point B of the electric circuit, that is, when the crane house 4 is operated, each coil thereof is energized, and the interlocking switch is set to the switching position indicated by the broken line. When a voltage is generated at the point A, that is, when operating on the carrier house 3 side, each coil is deenergized and switched to the switching position shown by the solid line.

Further, the relay 234 is the control circuit 232 of the transmission 32 described above.
And the transmission 32 is connected to the high speed gear (4th speed or 5th speed).
When the speed is changed to (speed), the shift control circuit 232 outputs an energizing signal for energizing the relay coil 234a, and at this time, the relay switch 234b is opened (OFF).

The rotary joint 208 is used to connect the electric line to the crane house 4 mounted on the turning turntable 11.
It is performed by

Now, when the power switch on the carrier house 3 side is first turned on and operation is performed in the carrier house 3, the RSL switch 200 is switched to the lock switching position 200a, and the rear steering lock mechanism is completely locked. , Terminal A2 is solenoid 102 of solenoid operated directional control valve 102, 104, 106
Since they are connected to a, 104a and 106a, at the same time when a voltage is generated at point A, that is, when the power switch of the carrier house 3 is turned on, these solenoids 102a, 104a,
The electromagnetic switching valves 102, 104 and 106 are switched to the carrier house mode by energizing 106a. Also, as mentioned above,
Since the rear steering lock mechanism is completely locked, the neutral detection switch 190 is in the ON state, and the terminal A1 is connected to the electromagnetic switching valve 195 via the lock terminal 200a of the RSL switch 200 → the relay 226 → the neutral detection switch 190. The electromagnetic switching valve 195 is energized so that the pressurized air in the air tank 192 is connected to the air cylinder 183 via the conduit 194.
Is supplied to the air cylinder 183 and the locking pin 182
Has locked rod 181 completely.

In this state, the lock detection switch 189 is in the off state due to the engagement of the lever 185. Therefore, the coil 222a of the relay 222 is not energized, the relay switch 222b remains open, and the movable portion of the SMS switch 202 is disconnected. 202a is not connected to the point A side. Therefore, when the SMS switch 202 is switched to any switching position, neither of the solenoids 108a and 108b of the electromagnetic switching valve 108 is energized, and eventually the electromagnetic switching valve 108 is held at the neutral position 108C of the front wheel mode described above. .

Next, when the RSL switch 200 is switched to the unlocked position 200b from the rear steering lock state, the terminal A1
Is the unlock terminal 200b of the RSL switch 200 → relay 234
(At this time, the relay switch 234b is assumed to be closed.) → Connected to the electromagnetic switching valve 197 via the relay 226, the switching valve 197 is energized, and the pressurized air in the air tank 192 is supplied to the conduit 196. Is supplied to the air cylinder 183 through the air cylinder 183, and the air cylinder 183 starts contracting. Also, terminal A1 is an RSL switch
200 unlock terminal 200b → diode unit 230 → SM
It is connected to the movable piece 202a of the S switch 202. At this time,
RSL switch 200 moves from locked position 200a to unlocked position 20
The coil 220b of the relay 220 is deenergized to be switched to 0b, and the relay switch 220c is switched to the switching position shown by the solid line.

When the air cylinder 183 contracts and the lock detection switch 189 is turned on, the terminal 224a of the diode unit 224 is connected to the ground side via the lock detection switch 189. This terminal 224a is connected to the shift control circuit 232 of the transmission 32, and the terminal 224a is grounded, which means that the shift control circuit 232 is supplied with the high speed stage switching prohibition signal. The transmission 32 is prohibited from switching to a high speed (fourth speed and fifth speed), and is kept at a low speed even if a high speed is selected by a shift lever (not shown).

Further, when the air cylinder 183 contracts and the locking pin 182 is completely pulled out, and the unlock detection switch 188 is turned on, the terminal A1 → the unlock display lamp 201 → the relay 2
26 → relay 220 → unlock detection switch 188 → grounded via point E, and unlock display lamp 201 lights up.
The lighting of the lamp 201 allows the operator to recognize that the rear steering lock mechanism is completely unlocked. Therefore, when the operator switches the SMS switch 202 to, for example, the in-phase mode (club steer mode) switching position 202b according to the operating condition of the all-terrain mobile crane 1, the terminal A1 moves the movable segment 202a to the in-phase mode switching position.
202b → Solenoid 10 of solenoid valve 108 via relay 228
8b, the solenoid directional control valve 108 has the same phase mode switching position 1
Switched to 08B. At this time, terminal A1 is
a → in-phase mode switching position 202b → in-phase mode display lamp 203 → grounded via point E, and in-phase mode display lamp 203 is turned on to indicate that the in-phase mode has been switched. When switching to the reverse phase mode (counter steer mode) switching position 202c, the terminal A1 is connected to the solenoid 108a of the electromagnetic switching valve 108 via the movable segment 202a → the reverse phase mode switching position 202c → the relay 228, and the electromagnetic switching valve 108 It is switched to the reverse phase mode switching position 108A. At this time,
The terminal A1 is connected to the movable segment 202a → the reverse phase mode switching position 202c → the reverse phase mode display lamp 204 → grounded through the point E, and the reverse phase mode display lamp 204 is lit to indicate that the reverse phase mode has been switched. .

In addition, even if the transmission 32 is switched to the high speed stage in the carrier house 3 and the all-terrain mobile crane 1 is traveling at high speed, even if the rear steering lock mechanism is released by switching the RSL switch 200 to the unlocked position. It will not be released. That is, when the steering device is steered in the front wheel mode and the transmission 32 is switched to the high-speed shift stage, the shift control circuit 232 outputs an energizing signal for energizing the coil 234a of the relay 234, which causes the relay switch 234b. Is opened and the electric power supplied to the electromagnetic switching valve 197 from the unlocked position 200b of the RSL switch 200 via the relay 234 is blocked, so that the locking pin 182 is retained while being locked to the lock plate 181a. , The rear steering lock mechanism is not unlocked. This allows SMS
Even if the switch 202 is switched to expand or contract the steering cylinders 64, 66, the rear steering lock mechanism prevents the rear wheels 8 from being steered.

Next, the operation when the RSL switch 200 is switched to the lock position 200a when the rear steering lock mechanism is in the unlocked state will be described.When the RSL switch 200 is switched, the movable section 202a of the SMS switch 202 is changed to the RSL switch 200a. Is no longer connected to terminal A1 via the unlocked position 200b of the
→ relay coil 222a → relay 228 → diode unit 2
24 → Lock detection switch 189 → Grounded via point E,
Since the relay coil 222a is energized and the relay switch 222b is closed, the movable segment 202a of the SMS switch 202 is connected to the terminal A1 via the diode unit 230 → the relay 222 → the lock position 200a of the RSL switch 200 and the steering wheel. The electromagnetic switching valve 108 for mode switching is still in a switchable state. Also, terminal A1 is RSL switch 200 → relay 226 →
Since the relay coil 220b is grounded via the point E, the relay coil 220b is energized and the relay switch 220c is switched to the switching position shown by the broken line. Therefore, the ground side of the unlock display lamp 201 is relay 226 → relay 220 →
The diode unit 224 → the lock detection switch 189 → is grounded through the point E, and the lamp 201 is still lit.

In this state, when the locking rod 181 of the rear steering lock mechanism has not returned to the neutral position, the neutral detection switch 190 is not in the on state, so the air cylinder 183 does not operate. Therefore, set the SMS switch 202 to the in-phase mode switching position 202b or the anti-phase mode switching position 202c.
Then, the electromagnetic switching valve 108 is switched to the in-phase mode or the anti-phase mode, and the steering wheel 40 is rotated to either one to return the rear wheel 8, that is, the locking rod 181 of the rear steering lock mechanism to the neutral position. Rod 181
Is returned to the neutral position and the neutral detection switch 190 is turned on, the terminal A1 is connected to the electromagnetic switching valve 195 via the RSL switch 200 → the diode 220b of the relay 220 → the neutral detection switch 190 and the switching valve 195 is energized. The pressurized air in the air tank 192 is supplied to the air cylinder 18 via the line 194.
3, the air cylinder 183 extends and the locking pin 182 is pushed downward. At this time, since the neutral position of the rod 181 is confirmed by the neutral detection switch 190, the pin hole 181b of the lock plate 181a is confirmed.
And the pin holes of the pin guide 187a and the pin receiver 187b are aligned, and the locking pin 182 is the pin hole 181b of the lock plate 181a.
Can be inserted smoothly.

The locking pin 182 is completely in the pin hole 181 of the lock plate 181a.
When the lock of the rear steering lock mechanism is completed by engaging with b, the lever 185 turns off the lock detection switch 189, so that the ground side of the relay coil 222a is not grounded, the relay switch 222b is opened, and the SMS switch 202 of the SMS switch 202 is opened. The movable piece 202a is disconnected from the terminal A1. Thus, SM
Even if the S switch 202 is switched, the electromagnetic switching valve 108 is not energized, and the electromagnetic switching valve 108 is held in the neutral position, that is, in the front wheel steering mode. Further, since the relay switch 220c is also not connected to the ground side, the lock detection switch 189
When is turned off, the unlock display lamp 201 is turned off. Further, since the terminal 224a of the diode unit 224 is also not grounded by opening (off) the lock detection switch 189, the high speed shift prohibiting signal is not supplied to the shift control circuit, and the high speed shift of the transmission 32 is possible. become.

Next, the power switch on the crane house 4 side is first turned on to operate the crane house 4, and the RSL switch 210 on the crane house 4 side is locked at the lock switching position 210A.
When the rear steering lock mechanism is completely locked by switching to the
Since the solenoids 102b, 104b, 106b of 106 are connected to the solenoids 102b, 104b, 106b, at the same time as the voltage is generated at the point B, that is, when the power switch of the crane house 4 is turned on, these solenoids 102b, 104b, 106b are energized. Solenoid switching valve 102,10
4,106 has been switched to crane house mode.
Also, as described above, each coil of the relays 226 and 228 is a terminal.
Connected to B1, each interlocking switch is switched to the switching position shown by the broken line. Further, since the rear steering lock mechanism is completely locked, the neutral detection switch 190 is in the ON state, and the point B is the RSL switch 21.
The lock terminal 210a of 0 → relay 226 → is connected to the electromagnetic switching valve 195 through the neutral detection switch 190, and the electromagnetic switching valve 195 is energized so that the pressurized air in the air tank 192 passes through the conduit 194 to the air cylinder 183. Is supplied to the air cylinder 183.
Extends and the locking pin 182 locks the rod 181 completely.

In this state, the lock detection switch 189 is in the off state due to the engagement of the lever 185. Therefore, the coil 236a of the relay 236 is not energized, the relay switch 236b remains open, and the movable portion of the SMS switch 212 is disconnected. 212a is not connected to the point B side. Therefore, even if the SMS switch 212 is switched to any switching position, neither of the solenoids 108a and 108b of the electromagnetic switching valve 108 is energized, and the electromagnetic switching valve 108 is eventually held at the neutral position 108C of the front wheel mode described above. .

Next, when the RSL switch 210 is switched to the unlocked position 210b from the rear steering lock state, the point B becomes R
The lock release terminal 210b of the SL switch 210 is connected to the electromagnetic switching valve 197 via the relay 226, the switching valve 197 is energized, and the pressurized air in the air tank 192 is supplied to the air cylinder 183 via the conduit 196. The air cylinder 183 starts contracting.
Further, the point B is connected to the movable section 212a of the SMS switch 212 via the lock release terminal 210b of the RSL switch 210. At this time, because the RSL switch 210 is switched from the lock position 210a to the unlock position 210b, the coil 220b of the relay 220 is
Is deenergized, and the relay switch 220c is switched to the switching position shown by the solid line.

When the air cylinder 183 contracts and the lock detection switch 189 is turned on, the terminal 224a of the diode unit 224 comes to be connected to the ground side through the lock detection switch 189, and the speed change control circuit 232 is provided with the above-mentioned high speed stage. A switching prohibition signal is supplied.

Furthermore, when the air cylinder 183 contracts and the locking pin 182 is completely pulled out, and the lock release detection switch 188 is turned on, the point B → the lock release display lamp 211 → the relay 226.
→ Relay 220 → Unlock detection switch 188 → Grounded via point E, and unlock display lamp 211 lights up. By turning on the lamp 211, the operator can recognize that the rear steering lock mechanism is completely unlocked. . Therefore, when the operator switches the SMS switch 121 to, for example, the in-phase mode switching position 212b according to the operating condition of the all-terrain mobile crane 1, the point B is RSL switch 210 → movable section 212a of SMS switch 212 → in-phase mode. The switching position 212b is connected to the solenoid 108b of the electromagnetic switching valve 108 via the relay 228, and the electromagnetic switching valve 108 is switched to the in-phase mode position 108B. At this time, the point B is grounded through the RSL switch 210, the movable segment 212a of the SMS switch 212, the in-phase mode switching position 212b, and the in-phase mode display lamp 213 to light the in-phase mode display lamp 213.
Displays that the mode has been switched to the in-phase mode. When switching to the reverse phase mode switching position 212c, the point B is connected to the solenoid 108a of the electromagnetic switching valve 108 via the RSL switch 210 → the movable segment 212a of the SMS switch 212 → the reverse phase mode switching position 212c → the relay 228 and the electromagnetic switching is performed. The valve 108 is switched to the antiphase mode position 108A. At this time, the point B is grounded through the RSL switch 210, the movable segment 212a of the SMS switch 212, the reverse phase mode switching position 212c, and the reverse phase mode display lamp 214, and the reverse phase mode display lamp 214 is turned on to switch the reverse phase mode. Is displayed.

Next, the operation when the RSL switch 210 is switched to the lock position 210a when the rear steering lock mechanism is in the unlocked state will be described.When the RSL switch 210 is switched, the movable segment 212a of the SMS switch 212 is changed to the RSL switch 210a. It is no longer connected to the B point via the unlocked position 210b of the RSL switch 210, but the B point is the locked position 210a of the RSL switch 210 → coil 236a of the relay 236 → relay 228 → diode unit
224 → Lock detection switch 189 → Grounded via point E,
Since the relay coil 236a is energized and the relay switch 236b is closed, the movable segment 212a of the SMS switch 212 is diode 240b → relay 236 → lock position 210 of the RSL switch 210.
The electromagnetic switching valve 108 for steering mode switching, which is connected to the point B via a, is still in a switchable state. In addition, since the point B is grounded via the RSL switch 210 → relay 226 → relay coil 220b → point E, the relay coil
220b is energized and the relay switch 220c is switched to the switching position indicated by the broken line. Therefore, the grounding side of the unlock display lamp 211 is grounded via the relay 226 → relay 220 → diode unit 224 → lock detection switch 189 → point E, and the lamp 211 is still lit.

In this state, when the locking rod 181 of the rear steering lock mechanism has not returned to the neutral position, the neutral detection switch 190 is not in the on state, so the air cylinder 183 does not operate. Therefore, the SMS switch 212 is moved to the in-phase mode switching position 212b or the anti-phase mode switching position 212c.
Then, the electromagnetic switching valve 108 is switched to the in-phase mode or the anti-phase mode, and the steering wheel 150 is rotated to return the rear wheel 8, that is, the locking rod 181 of the rear steering lock mechanism to the neutral position. Rod 1
When 81 is returned to the neutral position and the neutral detection switch 190 is turned on, the point B is connected to the electromagnetic switching valve 195 via the RSL switch 210 → relay 226 → neutral detection switch 190, and the switching valve 195 is energized to activate the air tank. Pressurized air in 192 is supplied to the air cylinder 183 via the conduit 194, the air cylinder 183 extends and the locking pin 182 is pushed downward. At this time, since the neutral position of the rod 181 is confirmed by the neutral detection switch 190, the pin hole 181b and the pin guide 187a of the lock plate 181a are confirmed.
And the pin holes of the pin receiver 187b are aligned, and the locking pin 18
1 can be smoothly inserted into the pin hole 181b of the lock plate 181a.

The locking pin 182 is completely in the pin hole 181 of the lock plate 181a.
When the lock of the rear steering lock mechanism is completed by engaging with b, the lever 185 turns off the lock detection switch 189, so that the ground side of the relay coil 236a is not grounded, the relay switch 236b is opened, and the SMS switch 212 of the SMS switch 212 is opened. The movable piece 212a is disconnected from the point B. Thus, SMS
Even if the switch 212 is switched, the electromagnetic switching valve 108 is not energized, and the electromagnetic switching valve 108 is held in the neutral position, that is, in the front wheel steering mode. Further, since the relay switch 220c is also not connected to the ground side, the unlock display lamp 211 is turned off when the lock detection switch 189 is turned off. Further, the terminal 2 of the diode unit 224
Since 24a is also not grounded by opening (off) the lock detection switch 189, the shift control circuit is not supplied with the high speed shift inhibiting signal, and the transmission 32 can shift to the high speed.

The reverse steering correction switch 216 of the crane house 4 is a changeover switch having a switching contact between a normal position 216a and a reverse steering correction position 216b, and its movable segment 216c is always connected to the point B, and the normal position contact 216a is the electromagnetic contact. The reverse steering correction position contact 216b is connected to the solenoid 112a of the switching valve 112 and the solenoid 11a.
Connected to 2b respectively. When driving the crane house 4 toward the front of the vehicle, the reverse steering correction switch is usually used.
216 is operated by switching to the normal position 216a. In this case, point B is connected to the solenoid 112a of the electromagnetic switching valve 112 via the normal position 216a of the reverse steering correction switch 216, and the electromagnetic switching valve 112 is switched to the switching position 112A. Is switched to. On the other hand, when the SMS switch 212 is switched to the front wheel steering mode position 212a and the crane house 4 is driven toward the rear of the vehicle, reverse steering is performed in order to match the turning direction of the steering wheel 150 with the direction in which the vehicle is heading. Correction switch
It is preferable to switch the 216 to the reverse steering correction position 216b to operate. In this case, the point B is connected to the solenoid 112b of the electromagnetic switching valve 112 via the reverse steering correction position 216b of the reverse steering correction switch 216, and the electromagnetic switching valve 112 has the switching position 112B.
Is switched to. At this time, the point B is the reverse steering correction position 216b of the reverse steering correction switch 216 → the reverse steering correction display lamp 217.
The reverse steering correction display lamp 217 is turned on to indicate that the electromagnetic switching valve 112 has been switched to the reverse steering correction switching position 112B.

The reverse steering correction switch 216 described above may be manually operated, or is attached to the turntable 11 and is configured to switch to the reverse steering correction position when the turntable 11 is rotated by a predetermined angle. Good.

(Effect of the Invention) As described in detail above, according to the steering lock mechanism of the all-wheel steering vehicle of the present invention, the locking pin is locked in the vertical locking hole formed in the lock member to lock the wheel. In a steering lock mechanism of an all-wheel steering vehicle that makes steering impossible, a drive shaft of a drive device in which the outer periphery of the tip of a locking pin is formed by a slope and the locking pin is reciprocated in the vertical direction to engage and disengage with the locking hole. Attach a hanging metal fitting to the support pin, loosely fit a support pin into a horizontal through hole formed at the base end of the locking pin, and use the locking pin as the hanging metal fitting, and the locking pin as the shaft of the support pin. So as to be movable in the radial direction and in the radial direction, it is suspended and supported with a gap between the base end surface of the locking pin and the shaft end surface of the drive shaft, and the locking pin is engaged with the locking hole by the drive device. When stopping, make sure that the shaft end face of the drive shaft abuts the base end face of the locking pin. Since the drive shaft directly presses the locking pin to lock the locking pin in the locking hole, a misalignment occurs between the locking hole and the locking pin of the lock member of the steering lock mechanism. Also, by just moving the locking pin, the misalignment can be automatically adjusted with a considerably wide misalignment adjustment range. Therefore, when engaging and disengaging the locking pins, an unreasonable force does not act on the locking pins and the like, so that the locking members and the locking pins can be smoothly and easily engaged and disengaged without causing deformation or the like. it can. or,
Since the misalignment is automatically adjusted, it is not necessary to process the locking pin and the locking hole with high precision. Further, since the locking pin is directly locked by the drive shaft in the locking hole, even if dust or dirt adheres to the locking pin or the locking hole, the locking pin can be securely locked in the locking hole. In addition, the device configuration of the steering lock mechanism can be made relatively simple.

[Brief description of drawings]

FIG. 1 shows an embodiment of the present invention, FIG. 1 is a side view showing the appearance of an all-terrain crane vehicle, and FIG. 2 is a side view showing the structure of a steering device on the carrier house side for steering front wheels by a link mechanism. 3, FIG. 3 is a top view of the steering device, FIG. 4 is a hydraulic circuit diagram of the steering device, FIG. 5 is a top view showing the configuration of a rear steering lock mechanism, and FIG. 6 is a front view of the steering lock mechanism. FIG. 7 is a partial cross-sectional view of the locking pin 182 seen from the arrow VII in FIG. 6, and FIGS. 8 and 9 are control circuit connection diagrams of the steering system. 1 ... All-terrain mobile crane, 3 ... Carrier house, 4 ... Crane house, 5 ... Outrigger, 5a ...
Outrigger box, 5b ... Spacer, 6 ... Outrigger, 7 ... Front wheel, 8 ... Rear wheel, 10 ... Main frame,
14,16 …… Axle, 30 …… Internal combustion engine, 32 …… Transmission, 40 …… Steering wheel, 40a, 40a …… Steering shaft, 41 …… L joint, 42 …… Rotating rod, 44 …… Semi-integral Lugiabox, 44 ′ ……
Flow control valve, 45 …… Pitman arm,
46 …… Drag link, 47 …… Knuckle arm, 54,56,
64,66 …… Steering cylinder, 70 …… Main pump, 71 …… Pilot pump, 72 …… Emergency pump, 77 …… Oil tank, 80 …… Flow control valve, 83…
... Switching valve, 102,104,106,108,112 ... Electromagnetic switching valve, 110 ...
… Flow control valve, 150… Steering wheel, 181… Locking rod, 181a… Lock plate, 182… Locking pin, 183… Air cylinder, 183a…
… Piston rod, 183b …… Suspension fittings, 183c …… Support pin, 188 …… Unlock detection switch, 189 …… Lock detection switch, 190 …… Neutral detection switch, 200…
… Rear steering lock switch (RSL switch), 2
01 …… Unlock indicator lamp, 202 …… Steering mode switch (SMS switch), 210 …… Rear steering lock switch (RSL switch), 211 …… Unlock indicator lamp, 212 …… Steering mode switch (SMS switch) ), 216 …… Reverse steering compensation switch, 22
0,222,226,228,234,236 …… Relay, 232 …… Shift control circuit.

Claims (1)

[Scope of utility model registration request] 1. A steering lock mechanism for an all-wheel steering vehicle in which a locking pin is locked in a vertical locking hole formed in a lock member to disable steering of a wheel. A slanted surface, and a hanging metal fitting is attached to a drive shaft of a drive device that reciprocates the locking pin in the vertical direction to engage and disengage with the locking hole, and a horizontal hole formed at the base end of the locking pin. A support pin is loosely fitted in the through hole in the direction, and the support pin causes the lock pin to move to the hanging metal fitting so that the lock pin can move in the axial direction and the radial direction of the support pin. A shaft end surface of the drive shaft is suspended and supported with a gap between the base end surface of the pin and the shaft end surface of the drive shaft, and when the locking pin is locked in the locking hole by the driving device. Comes into contact with the base end surface of the locking pin so that the drive shaft is A steering lock mechanism for an all-wheel steering vehicle, wherein the locking pin is pressed to lock the locking pin in the locking hole.