JPH09254805A - Steering regulation mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a space saving steering regulation mechanism capable of infallibly regulating the steering condition of the wheels without rattling of a steering regulation member. SOLUTION: This steering regulation mechanism makes a rotational movement centering a single fulcrum by interlocking with the movement of steering wheels 18, 18' and is equipped with a rotational movement member 13 including respective notches 19a, 19b on the periphery on both sides in the rotationally moving direction and a rotational movement regulating means, which includes a pair of lock pins 30a, 30b engaging with the two notches 19a, 19b of the rotational movement member 13 in a detachable manner and regulates the rotational movement of the rotational movement member 13 by respectively engaging the lock pins 30a, 30b with the two notches 19a, 19b. Steering of the steering wheels 18, 18' is regulated by regulating the rotational movement of the rotational movement member 13 by the rotational movement means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering restriction mechanism for restricting wheel steering of a vehicle.

[0002]

2. Description of the Related Art Conventionally, in a special vehicle such as a self-propelled crane or a power shovel, for example, steering between a steering posture in which only front wheel steering is performed and a steering posture in which rear wheel steering can be performed in combination with front steering. The state is switched so that smooth running is possible.

Specifically, for example, when it is necessary to steer the rear wheels when traveling at a low speed such as on a premises or when it is desired to make a small turn at a narrow turning angle, the rear wheel steering can be performed together with the front wheel steering. However, when traveling on a general road, the rear wheel steering is locked and only the front wheel steering, which is suitable for high-speed traveling, is adopted. Other than this, there are various modes for switching the steering state.

As in the above-described specific example, various devices for locking the rear wheel steering, that is, steering lock devices have been known. Generally, this steering lock device includes a lock plate that slides in conjunction with a tie rod for steering the rear wheels, and an operating cylinder having a lock pin attached to the tip of the cylinder rod.
Align the lock pin insertion hole on the lock plate with the lock pin on the cylinder rod by sliding the lock plate, and then operate the cylinder rod to insert the lock pin at the end into the lock pin insertion hole on the lock plate. By inserting the lock plate, the slide of the lock plate is regulated so that the movement of the tie rod, that is, the rear wheel steering is locked.

However, alignment of the lock pin and the lock pin insertion hole is very troublesome for an operator who operates the rear wheel steering lock in the driver's cab or the like, and it takes a considerable amount of time. Therefore, it may be possible to increase the diameter of the lock pin insertion hole in order to facilitate the alignment of the lock pin and the lock pin insertion hole.In that case, when engaging the lock pin and the lock pin insertion hole, There is a problem that a gap is created between the two and the lock plate or the tie rod rattles, making it difficult to secure the rear wheel steering lock. Further, it may be possible to provide an automatic detection device or the like to facilitate the alignment of the lock pin and the lock pin insertion hole, but this is very costly.

Therefore, for example, Japanese Patent Laid-Open No. 3-169773.
In the gazette, such a problem is attempted to be solved by the structure shown in FIG. That is, as shown in (a) of FIG. 13, the tie rod 101 extending parallel to the axle 100 is moved in the direction of the arrow in the figure by the steering cylinder 102, and the lock plate 103 operates in conjunction with the movement of the tie rod 101. It is designed to slide (linear movement). A pair of operating cylinders 105, 105 each having a lock pin 105a attached to the tip of a cylinder rod are arranged at a predetermined distance above the slide path of the lock plate 103.
Further, as shown in FIG. 13B, the lock plate 103
Is provided with an elongated hole 104 having substantially the same length as the distance between the lock pins 105a and 105a.

In such a structure, first, the lock pin 10 is moved up and down by the working cylinders 105, 105.
The lock plate 103 is slid along the arrangement direction of the lock pins 105a, 105a below the positions 5a, 105a, and one of the pair of lock pins 105a, 105a is inserted into the elongated hole 104 formed in the lock plate 103. After that, the lock plate 103 is moved toward the other lock pin 105a not inserted so that one end of the elongated hole 104 comes into contact with the inserted lock pin 105a, and the other lock not inserted. The other end of the elongated hole 104 is positioned below the pin 105a. Then, in this positioning state, the other lock pin 105a that is not inserted
Is inserted into the other end of the long hole 104 (the state of FIG. 13B) to completely lock the movement of the lock plate 103.

[0008]

As described above, in Japanese Patent Laid-Open No. 3-169773, one lock pin 10 is used.
By providing the 5a with a positioning function for positioning the elongated hole 104, it is easy to align the other lock pin 105a with the lock pin insertion hole 104, and the lock plate 10
I try not to cause the problem of rattling in 3.

However, in the case of this Japanese Laid-Open Patent Publication No. 3-169773, since the holes into which the lock pins 105a, 105a are inserted are the elongated holes 104, the lock plate 103, which is the mother body, takes up space. That is, the lock plate 103
Needs to have a length enough to form at least the long hole 104, and the space occupied in the steering mechanism becomes large. On the other hand, if the length of the lock plate 103 is set to the minimum length capable of forming the elongated hole 104 so as to minimize the space, the lock plate 103 may be weak in strength.

Further, according to the technique disclosed in Japanese Patent Laid-Open No. 3-169773, the lock plate 103 can be prevented from rattling to some extent by the above-mentioned configuration, but since the lock plate 103 makes a linear motion, the lock plate 103 slides. It is more or less inevitable that there will be rattling in the division.

That is, the Japanese Patent Laid-Open No. 3-169773 has a problem that the lock plate 103, that is, the steering regulating member is loose, and the steering regulating member occupies a large space in the steering mechanism. Further, these problems are common to various mechanisms for restricting the steering state, not limited to the locking of the wheel steering, as long as the above-described configuration is adopted.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a space-saving steering regulation mechanism capable of reliably regulating the steering state of the wheels without rattling of the steering regulation member. To do.

[0013]

In order to solve the above-mentioned problems, the steering regulation mechanism of the present invention rotates about one fulcrum in conjunction with the movement of the steered wheels, and both sides in the turning direction. The rotary member has a notch at each of its edges, and a pair of lock pins that removably engage with the two notches of the rotary member.
Rotation control means for restricting the rotation of the rotation member by engaging with each of the two notches, and steering by controlling the rotation of the rotation member by the rotation restriction means. It regulates wheel steering.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. Before showing specific embodiments of the present invention, an example of a steering control system to which the steering restriction mechanism of the present invention is applied will be described with reference to FIG.

When the steering wheel 2 is operated, the steering control system 1 shown in FIG.
The cylinder 4a of the steering valve 4 is operated via the gear box. Oil holes are provided in each of the cylinder 4a and the rod 4b of the steering valve 4, and the relative movement of the cylinder 4a and the rod 4b causes the inner and outer ports to communicate with each other and to close the steering cylinders 6a and 6b. It is designed to cut off the oil.

Specifically, for example, when the steering wheel 2 is rotated clockwise as shown to move the cylinder 4a of the steering valve 4 to the right side in the figure, the port formed on the cylinder 4a side is opened. Communicating with the port formed on the rod 4b side, pressure oil from a pump (not shown) flows from the pipe line 14 side to the pipe line 16 side. Line 16
The pressure oil sent to the side is sent to, for example, the rod side chamber of the first steering cylinder 6a and the head side chamber of the second steering cylinder 6b to contract the rod of the first steering cylinder 6a and the second side. The rod of the steering cylinder 6b is extended. Further, in this case, the pressure oil from the head side chamber of the first steering cylinder 6a and the rod side chamber of the second steering cylinder 6b passes through the pipe line 17 side and the pipe line 15 and is collected in a reservoir (not shown). It

When the tie rod 7 extending parallel to the axle 5 is moved in the direction shown by the arrow in the figure by the contraction of the rod of the first steering cylinder 6a and the extension of the rod of the second steering cylinder 6b, the tie rod arm 10 is moved. The knuckle 9 is rotated clockwise through the knuckle 9. The wheel 18 rotates clockwise as shown by the arrow in the figure by this series of operations, but the knuckle arm 8 is rotated as it is to rotate the knuckle arm 8 to move the first drag link 11 in the direction shown by the arrow in the figure. Move to. When the first drag link 11 is moved in this manner, the drop arm 13 connected to the first drag link 11 rotates about the fulcrum 13a, and the second drag link connected to the drop arm 13 is rotated. 12 is moved in the direction shown by the arrow in the figure.

By such a series of movements, the illustrated three pairs of steered wheels (steering wheel group) are collectively rotated in a predetermined steering state (in the figure, the three pairs of steered wheels (steering wheel group) are also rotated clockwise. Be controlled). That is, the steering control system 1 integrally controls a predetermined steering wheel group to bring the steering wheel into a predetermined steering state. In the following, the steering control system will be defined in this way.

Next, specific embodiments of the present invention will be described. 2 to 5 show a first embodiment of the present invention. The present embodiment shows a steering restricting mechanism for locking the steering of two pairs of steered wheels controlled by a steering control system substantially similar to that shown in FIG. The same components as those in FIG. 1 are designated by the same reference numerals and the description thereof will be omitted.

As shown in FIGS. 2 and 3, the first drag link 11 of the steered wheel 18 located on the right side of the figure and the first drag link 11 of the steered wheel 18 'located on the left side of the figure.
′ Is connected to the drop arm (rotating member) 13 by the connecting portion 41. Drop arm 13
Has a scoop shape, and is connected to the arm attachment member 23 supported by a pair of support members 21 and 22 fixed to the vehicle body side member 40 and can rotate about the fulcrum 13a. ing. Further, as shown in FIG. 5, the drop arm 13 has substantially semicircular cutouts 19a and 19b on both side edges thereof.

Further, for example, a pair of air cylinders 33 is attached to the holding bracket 35 fixed to the support members 21 and 22.
a and 33b are held. These air cylinders 3
3a and 33b are arranged substantially parallel to each other, and the notch 1 of the drop arm 13 is provided at the tip of the cylinder rod thereof.
It has lock pins 30a and 30b which can be engaged with 9a and 19b. That is, the air cylinders 33a and 33b
By extending and retracting the cylinder rod, the lock pins 30a and 30b attached to the ends can be disengageably engaged with the notches 19a and 19b of the drop arm 13. Specifically, as shown in FIGS. 2 and 3, the drop arm 13 rises vertically and both steered wheels 18, 18 ′ are held vertically with respect to the axle 5, and in a parallel state, the two lock pins 30 a,
30b are notches 19a and 19 of the drop arm 13
It is adapted to engage with b.

In such a configuration, when the rod of the steering cylinder 6b involved in steering the steered wheels 18 is contracted and the rod of the steering cylinder 6b 'involved in steering the steered wheels 18' is extended, the steered wheels are steered. 18,
18 ′ is rotated and steered clockwise (a direction), the drag links 11 and 11 ′ are moved rightward in the figure, and the drop arm 13 is rotated clockwise (a direction). On the contrary, when the rod of the steering cylinder 6b is extended and the rod of the steering cylinder 6b 'is contracted, the steered wheels 18 and 18' rotate counterclockwise (direction B).
The drag links 11 and 11 'move leftward in the figure, and the drop arm 13 rotates counterclockwise (direction B).

In case of locking such steering, as shown in FIG.
As shown in FIG.
The cylinder rods a and 33b are extended.

At this time, the steered wheels 18, 18 'are not steered to the right or left, and the drop arm 13 is positioned vertically as shown in FIG. In the case where the air cylinders 33a and 33b are vertically held in parallel with each other, the two lock pins 30a and 30b are engaged with the notches 19a and 19b of the drop arm 13 by the extension of the cylinder rods of the air cylinders 33a and 33b. Rotation of the drop arm 13 is restricted, and both steered wheels 18 and 1
The 8'steering wheel is locked.

On the other hand, when the steered wheels 18 and 18 'are steered clockwise, for example, when the drop arm 13 is not vertically positioned as shown in FIG. , One of the lock pins of the air cylinders 33a, 33b, that is, the lock pin 30a, is positioned so as to project to the side of the notch 19a on one side of the drop arm 13, while the other lock pin 30b of the drop arm 13 is provided. It comes into contact with the rear surface and is prevented from moving forward. Therefore, in this case, the rods of the steering cylinders 6b and 6b 'are extended / contracted to rotate the drop arm 13 toward the lock pin 30a projecting to the side of the notch 19a in the counterclockwise direction (direction B). Rotate to. As a result, the lock pin 30a engages with the notch 19a on one side as shown by the alternate long and short dash line in FIG. 4, the drop arm 13 is positioned, and the other lock abutted on the rear surface of the drop arm 13 is positioned. Pin 30
b is also pushed forward by the air pressure of the air cylinder 33b and easily engages with the notch 19b on the other side. Therefore, the rotation of the drop arm 13 is restricted, and the steering of both steered wheels 18, 18 'is locked.

It is also possible to detect the steering direction by confirming the protruding positions of the lock pins 30a and 30b with a proximity switch or the like, and automatically lock the steering direction based on the detected steering direction.

As described above, the steering restricting mechanism of the present embodiment restricts the rotation of the drop arm 13 by sandwiching the drop arm 13 from the outside with the two lock pins 30a and 30b to control both steering wheels. 18,
The 18 'steering wheel is locked. That is, the drop arm 13 is made to function as a steering restricting member, and steering is locked by restricting the rotational movement of the steering restricting member. Therefore, it is possible to prevent the steering regulation member from rattling more than in the conventional case in which the linear movement of the lock plate (steering regulation member) is regulated. In other words, the steering lock is not performed by restricting the linear movement that tends to cause rattling, but the steering lock is controlled by restricting the rotational movement with less rattling, so that the steering lock can be reliably achieved. it can.

Further, in the steering regulation mechanism of the present embodiment, the drop arm 13 which is an existing component of the steering control system is used as a steering regulation member, and the notches 19a and 19b are provided on both side edges of the steering mechanism. Since the lock can be realized, the space that it occupies in the steering mechanism is extremely small, and it is also very advantageous in terms of strength.

6 to 8 show a second embodiment of the present invention. The same components as those in FIG. 1 are designated by the same reference numerals and the description thereof will be omitted. FIG. 6 shows a first steering wheel group 18a ... whose steering state is integrally controlled by a first steering control system 1a substantially similar to that shown in FIG. 1, and a steering state by a second steering control system 1b. , And the second steered wheel group 18a ... In addition, the second drag link 12a forming the steering control system 1a
And the second drag link 12b constituting the steering control system 1b are respectively connected to the steering regulating member 50.

As shown in FIG. 7, the steering regulating member 50 includes a first member (rotating member) 51 and a second member 5.
2 and a third member 53. First member 51
Can swivel about a first swivel axis 55, the second member 52 can swivel about a swivel axis 56, and the third member 53 can rotate with the second member 52. Work together. A second drag link 12a extending from the first steering control system 1a is coupled to the lower end of the first member 51, and a lower end of the third member 53 extends from the second steering control system 1b. Second drag link 12
b is connected. As shown in FIG. 8, the first member 5
Reference numeral 1 denotes substantially semicircular notches 51a and 51b on both side edges thereof.
have.

A pair of air cylinders 33 are attached to the cylinder holding bracket 35 fixed to the second member 52.
a and 33b are held. These air cylinders 3
3a and 33b are arranged substantially parallel to each other, and the notch 51 of the first member 51 is provided at the tip of the cylinder rod thereof.
It has lock pins 30a and 30b which can be engaged with a and 51b. That is, the air cylinders 33a and 33b are
By extending and contracting the cylinder rod, the lock pins 30a and 30b attached to the ends can be removably engaged with the notches 51a and 51b of the first member 51. Specifically, as shown in FIGS. 6 and 7, the two lock pins 30a and 30b can be engaged with the notches 51a and 51b of the first member 51 in a state where the first member 51 is vertical. It is one that has become.

In such a configuration, FIG. 6 and FIG.
As shown in FIG. 3, in a state where the lock pins 30a and 30b of the air cylinders 33a and 33b are on standby in front of the steering regulating member 50, that is, in front of the first member 51, the first member 51 moves to the second and third positions. The members 52 and 53 can be independently rotated. That is, the first steering control system 1a and the second steering control system 1
b can operate independently and independently, the first steering control system 1a controls the first steering wheel group 18a, and the second steering control system 1b controls the second steering wheel group 18a.
Are controlled.

From such an independent control state, the lock pins 30a and 30b of the air cylinders 33a and 33b are first moved through the same operation process as described in the first embodiment.
When the cutouts 51a and 51b of the member 51 are engaged, the rotation of the first member 51 about the first turning shaft 55 is restricted, and the first member 51 functions as the air cylinder 3
Since 3a and 33b are fixed to the second member 52 via the holding bracket 35, they are fixed to the second and third members 52 and 53. Therefore, after that, the first member 51 is replaced by the second and third members 52, 53.
At the same time, only rotation about the second turning shaft 56 is allowed. In this state, the first steering control system 1a and the second steering control system 1b operate integrally, and the first steering wheel group 18a ... And the second steering wheel group 18b are operated by the control system operating integrally. The steering control is performed by and.

As described above, the steering regulation mechanism of this embodiment regulates the rotation of the first member 51 by sandwiching the first member 51 from the outside by the two lock pins 30a and 30b. That is, the rotation of the first member 51 about the first turning shaft 55 is locked, and the second and third members 52 about the second turning shaft 56 are locked to the first member 51. , 53, the steering control systems 1a and 1b can be interlocked with each other. In other words, the steering control system 1
It is possible to switch between individual operation of a and 1b and interlocking.

Further, such a steering control system 1
The operation switching between a and 1b, that is, the steering restriction is performed by the steering restriction member 50 as in the first embodiment.
Since it is performed by restricting the rotational movement of the steering wheel, the rattling of the steering restriction member 50 can be prevented more than in the conventional case in which the linear movement of the lock plate (steering restriction member) is restricted, and the steering restriction can be reliably achieved. You can

Further, the steering regulation mechanism of this embodiment has a first member 51 (first member) which is one member of the steering regulation member 50 which functions as a drop arm.
The steering control can be realized only by providing the notches 51a and 51b at both side edges of the steering control system 1a (which can be understood as the drop arm 13) of the steering control system 1a. It is also very advantageous in terms of strength.

FIG. 9 schematically shows a third embodiment of the present invention. As shown in the figure, the steering regulation mechanism of the present embodiment has a substantially semicircular cutout (not shown) at each outer edge of each tie rod arm 10 (or knuckle arm 8) located on both sides of the axle 5. Provided,
The lock pins 30a and 30b, which are held and guided by the arms 60 and 60 extending from the axle case, are removably engaged with the notches by an operating mechanism such as an air cylinder. By engaging the notches of the tie rod arms 10 located on both sides of the axle 5 with 30b, the movement of the tie rods 7 is restricted and the steering of the steered wheels is locked. Therefore, even with such a configuration, it is possible to obtain the same effect as that of the first embodiment.

FIG. 10 schematically shows the fourth embodiment of the present invention. As shown in the figure, the steering regulation mechanism of the present embodiment has a substantially semicircular notch (not shown) at each inner edge of each tie rod arm 10 (or knuckle arm 8) located on both sides of the axle 5. The lock pins 30a and 30b are provided so as to be engageable with and disengageable from these notches. This also restricts the movement of the tie rods 7 and locks the steering of the steered wheels.

FIG. 11 schematically shows the fifth embodiment of the present invention. As shown in the figure, the steering regulation mechanism of the present embodiment is provided with substantially semicircular cutouts (not shown) at both side edges of the tie rod arm 10 (or the knuckle arm 8) located on one side of the axle 5. The lock pins 30a and 30b are removably engaged with these notches, which also restricts the movement of the tie rod 7 and locks the steering of the steered wheels.

FIG. 12 schematically shows a sixth embodiment of the present invention. As shown in the figure, the steering regulation mechanism of this embodiment has a rotating member 63 attached to the axle case so as to be rotatable around a fulcrum 64. The rotating member 63 is connected to the tie rod arm 5 and rotates together with the operation of the tie rod arm 10. A substantially semicircular notch (not shown) is provided on both side edges of the rotating member 63, and the lock pin 30a held and guided by the arm 62 fixed to the axle case is provided in these notches. , 30b are disengageably engaged by an operating mechanism such as an air cylinder.

Therefore, in this configuration, the lock pin 3
When 0a and 30b are engaged with the notches on the both side edges of the rotating member 63, the movement of the tie rods 7 is restricted and the steering of the steered wheels is locked.

[0042]

As described above, according to the steering regulation mechanism of the present invention, the steering state of the wheel can be reliably regulated without rattling of the steering regulation member,
In addition, it is possible to save space.

[Brief description of drawings]

FIG. 1A is a perspective view showing an example of a steering control system to which a steering regulation mechanism of the present invention is applied; FIG.
FIG. 4A is a plan view of a pair of steered wheels of FIG.

FIG. 2 is a plan view of a main portion of a steering control system including a steering restriction mechanism according to the first embodiment of the present invention.

FIG. 3 is a side view of a main part of the steering control system of FIG.

FIG. 4 is an explanatory diagram showing an operation mode of the steering regulation mechanism of FIGS. 2 and 3.

5 is a front view of a drop arm that constitutes the steering regulation mechanism of FIGS. 2 and 3. FIG.

6A is a plan view of a main part of a steering control system including a steering restriction mechanism according to a second embodiment of the present invention, and FIG. 6B is a side view of a main part of the steering control system in FIG. .

FIG. 7A is a partially cutaway front view of a steering regulation member that constitutes the steering regulation mechanism of FIG. 6;
(B) is sectional drawing which follows the AA line of (a), (c) is sectional drawing which follows the BB line of (a).

8 is a front view of a first member forming the steering regulation member of FIG. 7. FIG.

FIG. 9 is a schematic diagram of a steering restriction mechanism according to a third embodiment of the present invention.

FIG. 10 is a schematic diagram of a steering restriction mechanism according to a fourth embodiment of the present invention.

FIG. 11 is a schematic view of a steering regulation mechanism according to a fifth embodiment of the present invention.

FIG. 12 is a schematic view of a steering regulation mechanism according to a sixth embodiment of the present invention.

13A is a plan view of a steering mechanism including a conventional steering lock mechanism, and FIG. 13B is a plan view showing a main part of the steering lock mechanism of FIG. 13A.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Steering control system 5 ... Axle 7 ... Tie rod 13 ... Drop arm (rotating member) 18, 18 ', 18a, 18b ... Steering wheel (group) 19, 19a, 51a, 51b ... Notch 30a, 30b ... Lock pin 33a, 33b ... Air cylinder (rotation restricting means) 50 ... Steering restricting member 51 ... First member (rotating member)

Claims (2)

[Claims] 1. A rotating member that rotates about one fulcrum in conjunction with the movement of a steered wheel and has notches at both side edges in the rotating direction, and the two rotating members. Rotation that has a pair of lock pins that releasably engages with the notches, and that restricts the rotation of the rotating member by engaging these lock pins with the two notches, respectively. A steering restriction mechanism comprising: restriction means, wherein the rotation of the turning member is restricted by the rotation restriction means to restrict steering of the steered wheels. 2. The movement of the tie rod is locked by locking the rotation of the rotating member by the rotation restricting means, thereby locking the steering of the steered wheels. The steering regulation mechanism described in.