JPH0650280Y2 - Steering device for oar terrain crane car - Google Patents

Description

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

(Prior art and its problems) As a crane vehicle, a truck crane vehicle that is developed from the crane mounting on a truck base is known. Many of these truck cranes have a cab (carrier house) for general travel and a crane house for crane work independently, have the same traveling performance as a general truck, and can be moved over a long distance. . In addition, since there are few restrictions on the crane body, it is possible to provide a large suspension capacity for the tonnage. However, truck cranes are difficult to enter narrow alleys, have poor mobility on rough terrain, and have an approach angle or departure angle because of the large size of the vehicle and restrictions on the steering system. There is a problem that it is inferior in maneuverability on site, such as it cannot be taken large.

On the other hand, a rough terrain mobile crane is known that emphasizes mobility on site. This rough terrain vehicle is operated in the same crane house during vehicle operation and crane operation during crane work, and has all-wheel drive function (4WD) and all-wheel steering function (4WS), which improves mobility on site. Are better. However, due to the large diameter single tire, high ground clearance, and short wheelbase, the running performance on the general road is poor, and because the crane house is driven when driving on the general road, the boom of the crane obstructs visibility. There is a problem of poor lateral visibility.

Therefore, there is a demand for an all-terrain crane vehicle that has both the mobility of a rough terrain crane vehicle and the traveling performance of a truck crane vehicle, and that has a hydraulic suspension function, all-wheel steering function, and the like. The steering system of an all-terrain mobile crane uses a mode selector switch that is normally operated manually.
The steering angle of the front and rear wheels can be switched between a front wheel steering mode for steering only the front wheels, an in-phase steering mode for steering the front and rear wheels in the same phase, and an anti-phase steering mode for steering in the opposite phase. However, the maneuverability described above is realized by setting the steering angle to a value larger than that of a normal passenger vehicle having an all-wheel steering function.

It is desirable that the steering device for such an all-terrain mobile crane is constructed so that it can be steered in a desired steering mode in both the carrier house and the crane house, but it is operated by either the carrier house or the crane house. At the same time, if the other driver makes a mistaken driving operation, the steering device may malfunction.

The present invention has been made to solve such a problem, and can be steered in both a carrier house and a crane house. Moreover, when the steering control device is operated by either one, steering control by the other is performed. It is an object of the present invention to provide a steering device for an all-terrain crane vehicle in which the operation of the device is prohibited to prevent a malfunction of the steering device.

(Means for Solving the Problems) According to the present invention to achieve the above object, a carrier house steering control device and a crane house steering control device are provided in a carrier house and a crane house, respectively. In a steering device of an all-terrain crane vehicle in which the front wheels and the rear wheels can be steered in a desired steering mode in both a carrier house and a crane house by a control device, a power supply control circuit and a power switch provided in the carrier house, And a power switch provided in the crane house, wherein the power supply control circuit supplies power to the steering control device of one of the carrier house and the crane house when the power switch is first turned on. Then, the other steering control device is deactivated, and then the other power switch is turned on. Provided is a steering device for an all-terrain crane vehicle, which holds the one steering control device in an operating state even when one power switch is turned off.

(Operation) The power supply control device detects which one of the power switch of the carrier house and the crane house is turned on first, and the steering control device on the side which is turned on first is supplied with power in preference to the other steering control. By deactivating the device,
A malfunction of the steering device can be prevented.

Also, if one of the power switches for the carrier house and crane house is turned on first, and then someone turns on the other power switch and then leaves it alone, the steering control device for that one steering switch can be operated even if one power switch is opened. Keep it up and running,
Even when the vehicle is traveling again, it is possible to reliably operate the steering control device.

(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 extended laterally to the main frame.
10 is fixed and hanging 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. A front axle 14 to which the front wheels 7 are attached and a 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, to provide a highly rigid stabilizer.
Rolling is suppressed by 24 and 26.

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. This hydraulic cylinder 2
0 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"). A dog clutch (not shown) which is transmitted to the rear wheels 8 via the gear 35 and is incorporated in the transmission 32 is engaged, so that the dog clutch, the front side propeller shaft 36, and the front side final transmission ( Hereinafter, it is also transmitted to the front wheels 7 via a (rear differential) 38. 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 driving state by the dog clutch having no torque distribution adjusting function is avoided,
Secure driving at high speed 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. Further, as will be described in detail later, a safety mechanism is provided which cannot switch from the two-wheel steering state to the four-wheel steering state by mistake during high-speed traveling.

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

Steering wheel 40 arranged in the carrier house 3
Is a semi-integral power steering gearbox (hereinafter referred to simply as "semi-integral gearbox")
The front wheel 7 is steered by the link mechanism via the steering wheel 44, and the hydraulic pressure generated by the semi-inte gear box 44 expands and contracts steering cylinders 54, 56, 64, 66, which will be described later, provided on the front wheel 7 and the rear wheel 8, respectively. The front wheels 7 and the rear wheels 8 are steered. 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 42b
Is connected to the input shaft of the semi-integer gearbox 44 via.

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. That is transmitted, L
The joint 41 is a bevel gear that transmits the rotation of the input shaft to the output shaft.

Outrigger box 5a for housing the front outrigger 5
Is mounted on the lower wall of the front end of the left and right side members 10a of the main frame 10, and on the left and right side members 10a via the spacer 5b having a trapezoid (see Fig. 2) whose cross-sectional shape in the side view is wide at the top and short. The rotating rod 42 is fixed so as to be passed over, and the rotating rod 42 is formed by a side member 10a formed by a spacer 5b.
A space below and above the outrigger box 5a penetrates 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). Direction) to steer the front wheels 7. The left and right front wheels 7, 7 extend in the front-rear direction around the kingpin 50 and are connected by tie rods 52 connected to the rear ends of the arms 51, 51 that rotate integrally with the front wheel 7 (fourth).
(See the figure), the left front wheel 7 is also steered along with the steering of the right front wheel 7. 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, it is necessary to extend the semi-inte gear box below the carrier house, that is, below the frame. In addition, a link mechanism such as a drag link greatly extends below the carrier house with the swinging motion of the pitman arm. With this conventional configuration, the steering link mechanism, which is an important safety component, causes an approach angle and Although the disadvantage that the departure angle is determined occurs, in the above-described embodiment, the direction is changed by the L joint 41, the rotation of the steering shafts 40a, 40b is transmitted to the semi-integra gearbox 44 by the rotating rod 42, and further, Rotating rod 42
Since it passes above the outrigger box 5a, the link mechanism etc. does not project below the carrier house 3
Since the 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 ring, 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, the hydraulic oil supply source for supplying hydraulic oil to these hydraulic circuits will be described.
The continuous pumps 70, 71 and the emergency pump 72 driven by the drive shaft connected to the wheels, for example, the rear wheels 8, for example, the output shaft of the transmission 32, when the rear wheels 8 are rotated, that is, when the vehicle is traveling. It has two hydraulic pressure supply systems, and the dual pump is composed of a large-capacity main pump 70 and a pilot pump 71 that generates pilot hydraulic pressure. The suction ports 70a, 72a of the main pump 70 and the emergency pump 72 are connected to the conduit 75.
And 76 to the oil tank 77. Each discharge port 70b of the main pump 70 and the emergency pump 72,
72b is a port 83a and a port 83 of a switching valve 83 via lines 78 and 79.
connected to c 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 will be described later, the switching valve 83 is provided with the spring 83e.
When the port 83a is connected to the port 83b and the port 83c is switched to the first switching position where the port 83c is connected to the port 83d by the pressing force of, and the pilot oil pressure is supplied through the pilot oil passage 93, the port 83a is changed to the port 83d. Then, the port 83c is switched to the second switching position which is connected to the port 83b, respectively. 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. The relief valve 86 partially removes the hydraulic oil from the oil tank 77 when the hydraulic pressure in the oil passage 78 shows an abnormal value exceeding a predetermined value (for example, 200 kg / cm ² ).
It is something to escape.

The port 83b of the switching valve 83 is connected to the oil tank 77 via the oil passage 91.
And 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.

Bypassing the emergency pump 72, the suction port 72a
Side pipe line 76 and discharge port 72b side pipe line 79 to bypass line 87
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 pilot pump are driven by the engine 30.
When 71 is driven, the working hydraulic pressure discharged from the pilot pump 71 acts on the switching valve 83 as pilot pressure, and the switching valve 83 is connected to the port 83a to the port 83d and to the port 83c to the port 83b. It is switched to the second switching position. In this state, the operating oil discharged from the main pump 70 is the port 83a of the switching valve 83 → port 83d → oil passage 84 →
It is supplied to the steering hydraulic circuit described later via the flow rate adjusting valve 80 → 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 at, the hydraulic oil discharged by the emergency pump 72 does not flow to the flow rate adjusting valve 80 side, and therefore,
The flow rate adjusting valve 80 only needs to have a capacity of the maximum flow rate discharged by the main pump 70.

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. Pilot hydraulic pressure acting on valve 83 is 0
become. 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 44'110, electromagnetic switching valves 102, 104, which switch the steering operation mode of either the crane house 4 or the carrier house 3, that is, either the crane house mode or the carrier house mode. Ten
6. The front wheel steering mode, the in-phase mode, and the electromagnetic switching valve 108 for switching to the respective steering modes of the anti-phase mode.

More specifically, the hydraulic circuit for steering will be described.
102, 104, 106 are all 4-port 2-position switching valves,
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. Oilway 13
4 right steering chamber 64,66 each right pressure chamber
The oil passage 136 communicating with 64b and 66b 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 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 right pressure chambers 64b, 66b of the steering cylinders 64, 66 of the rear wheels 8. Oil passage
An oil passage 134 connected to the 136 and communicating with the left pressure chambers 64a and 66a of the steering cylinders 64 and 66 is connected to the oil passage 129.

Solenoids 102a, 104a, 106a of electromagnetic switching valves 102, 104, 106
When the switch is energized, the respective switching valves move to the first switching positions 102A, 104
The carrier house mode is set in which the steering operation can be performed in the carrier house 3 by switching to A or 106A. That is, the oil passage 82 of the hydraulic oil supply source is the switching valve 102 and the oil passage 1
The oil passage 123 connected to the flow control valve 44 'on the carrier house 3 side via 21 and connected to the flow control valve 110 on the crane house 4 side is disconnected from the hydraulic oil supply 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 the switching valve 102 and the oil passage 1
The oil passage 121 connected to the flow control valve 110 on the crane house 4 side via 23 and connected to the flow control valve 44 'on the carrier house 3 side is cut off from the hydraulic oil supply source.

When the hydraulic oil from the hydraulic oil supply source is supplied to the flow control valve 44 'on the carrier house 3 side, the flow control valve 44' switches the switching position according to the turning direction of the steering wheel 40, and the steering wheel angle. Generates a hydraulic pressure according to the. 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 also communicates with the oil tank 77 via the oil passage 122. Turn the steering wheel 40 to the right and the flow control valve 4
4 ′ is switched to the switching position 44B, hydraulic pressure is generated in the oil passage 126 according to the steering wheel angle, and when the hydraulic pressure is turned to the left, the switching position 4 ′ is obtained.
It is switched to 4C, and oil pressure is generated in the oil passage 128 according to the steering wheel angle. The oil passage 122 communicating with the oil tank 77
A check valve 122a is arranged in the middle of the check valve 12a.
2a allows only the flow of hydraulic oil from the flow control valve 44 'side toward the oil tank 77.

Now, the switching valves 102, 104, 106 are respectively switched to the switching positions 102A, 104A, 106A in the carrier house mode, the front wheel steering mode is selected as the steering mode, and the switching valve 108 is switched to the switching position 1
If the steering wheel 40 is switched to 08C, the hydraulic pressure generated in the oil passage 126 by rotating the steering wheel 40 to the right is transmitted through the oil passage 126, the switching valve 104, and the oil passage 130 to the front wheels 7.
Is supplied to the left pressure chambers 54a and 56a of the steering cylinders 54 and 56, the pistons of the steering cylinders 54 and 56 are pressed to the right pressure chambers 54b and 56b, respectively, and the hydraulic oil in the right pressure chambers 54b and 56b is The oil is removed to the oil tank 77 through the oil passage 132 → the switching valve 108 → the oil passage 129 → the switching valve 106 → the oil passage 128 → the switching valve 44 ′ → the oil passage 122. 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 so that the front wheel 7 is steered to the right as shown in FIG. 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.

When the switching valves 102, 104, 106 and 108 are kept in the same state as described above and the steering wheel 40 is rotated to the left, the hydraulic pressure generated in the oil passage 128 is the oil passage 128 → the switching valve 106 → the oil passage 129 → the switching valve 1
08 → Steering cylinder 54 for front wheels 7 via oil passage 132,
56 is supplied to the right pressure chambers 54b and 56b of the steering cylinders 54, the pistons of the steering cylinders 54 and 56 are pressed to the left pressure chambers 54a and 56a, respectively, and the hydraulic oil in the left pressure chambers 54a and 56a is switched to the oil passage 130 → Valve 10
The oil is removed to the oil tank 77 via the 4 → oil passage 126 → the switching valve 44 ′ → oil passage 122. Thus, while the piston of the steering cylinder 54 for the left front wheel 7 extends, the piston of the steering cylinder 56 for the right front wheel 7 contracts, and the front wheel 7 is 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 oil pressure generated in the oil passage 128 is the oil passage 128 → the switching valve 106 → the oil passage 129.
→ Switching valve 108 → Supply to the right pressure chambers 64b, 66b of the steering cylinders 64, 66 of the rear wheel 8 via the oil passage 136, and the left pressure chamber
The hydraulic oil in 64a, 66a is transferred to the right pressure chamber 54 of the steering cylinders 54, 56 of the front wheels 7 via the oil passage 134 → the switching valve 108 → the oil passage 132.
b, 56b, the hydraulic oil in the left pressure chambers 54a, 56a is supplied to the oil passage 13
The oil is removed to the oil tank 77 through 0 → switching valve 104 → oil passage 126 → switching valve 44 ′ → 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.

In-phase mode only for switching valve 108 (club steer mode)
When the steering wheel 40 is turned to the right from the neutral position, the hydraulic pressure generated in the oil passage 126 is applied to the left pressure of each of the steering cylinders 54 and 56 via the same route as in the front wheel steering mode described above. Supplied to chambers 54a, 56a,
The hydraulic oil in the right pressure chambers 54b, 56b is supplied to the right pressure chambers 64b, 66b of the steering cylinders 64, 66 of the rear wheel 8 via the oil passage 132 → the switching valve 108 → the oil passage 136, and the left pressure chamber 64a. The hydraulic oil of 66a is the oil passage 134 → the switching valve 108 → the oil passage 129 → the switching valve 106 → the oil passage 128.
→ Switching valve 44 ′ → Removed to the oil tank 77 via the oil passage 122. 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 contract, while the pistons of the steering cylinder 56 for the left front wheel 7 and the steering cylinder 64 for the left rear 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 oil pressure generated in the oil passage 128 is the oil passage 128 → the switching valve 106 → the oil passage 129.
→ Switching valve 108 → Supply to the left pressure chambers 64a, 66a of the steering cylinders 64, 66 of the rear wheel 8 via the oil passage 134, and the right pressure chamber
The hydraulic oil in 64b and 66b is supplied to the right pressure chamber 54 of the steering cylinders 54 and 56 of the front wheels 7 through the oil passage 136, the switching valve 108, and the oil passage 132.
b, 56b, the hydraulic oil in the left pressure chambers 54a, 56a is supplied to the oil passage 13
The oil is removed to the oil tank 77 through 0 → switching valve 104 → oil passage 126 → switching valve 44 ′ → 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 150
When not rotating the flow control valve 110
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 the metering gear 110a arranged in the middle of the oil passage 145. The metering gear 110a discharges the amount of hydraulic oil according 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 connected to the 4-port 2-position electromagnetic switching valve 112. 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 are installed in the crane house 4, and the vehicle body side and the oil passages 123, 141, 143, and 146 on 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, and the switching valve 108 is switched to the switching position 1
Electromagnetic switching valve 1 for switching to 08C and for reverse steering correction
If 12 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.
→ Switching valve 104 → Supply to the left pressure chambers 54a, 56a of the steering cylinders 54, 56 of the front wheels 7 via the oil passage 130, and the right pressure chamber
The hydraulic oil of 54b, 56b is transferred to the oil tank 77 through the oil passage 132 → the switching valve 108 → the oil passage 129 → the switching valve 106 → the oil passage 143 → the switching valve 112 → the oil passage 142 → the flow control valve 110 → the oil passage 146. Will be eliminated. 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 hydraulic pressure generated in the oil passage 142 is transferred to the front wheel via 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. 7 is supplied to the right pressure chambers 54b and 56b of the steering cylinders 54 and 56, and the hydraulic oil in the left pressure chambers 54a and 56a is changed from the oil passage 130 to the switching valve 104.
→ 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.

In-phase mode only for switching valve 108 (club steer mode)
To the switching position 108B of the steering wheel 150
When 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 front wheel steering mode described above, and the right pressure is supplied. The hydraulic oil in the chambers 54b and 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 for vertically moving the locking pin 182, and the like.

More specifically, the base end of the locking rod 181 is rotatably supported by the rear end of the arm 61 (the end on the side where the steering cylinder 64 is attached), and the tip end of the rod 181 has a thick plate longitudinal direction. A lock plate 181a extends in the axial direction and is fixed. A pair of pin guides 187a for guiding the locking pins 182 and a pin receiver 187b, which are fixedly installed on the lower wall surface of the bracket 35b rearward of the mounting positions of the steering cylinders 64, 66, are arranged facing each other with a predetermined distance. Has been done. 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. A hole 181b is formed in the lock plate 181a for penetrating the locking pin 182, and when the locking rod 181 is in the neutral position,
The hole 181b is formed at a position matching the pin hole of the pin guide 187a and the pin receiver 187b. Further, when the locking rod 181 is in the neutral position, this neutral position state means that the neutral detection switch 19 arranged at a predetermined position is provided.
0 is detected by engaging with a reference recess 181c formed at a predetermined position of the lock plate 181a, and the neutral detection switch 190 is turned on by engaging with the reference recess 181c.

The air cylinder 183 has a pin guide 187a and a pin receiver 187b 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. A thread is threaded on the lower end of the piston rod 183a, and this thread has a bifurcated shape (inverted U shape).
(L-shaped) hanging metal fitting 183b is screwed, and a lever 185 to be described later.
It is loosened by a nut 183d screwed to the piston rod 183a via. The locking pin 182 has its upper end attached to the hanging metal fitting 183b via the support pin 183c.

More specifically, the locking pin 182 through which the support pin 183c is inserted.
The 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 metal fitting 183b in a state where the pin 183c is loosely fitted in the pin hole 182a. In addition, the distance l1 between the two forks of the hanging metal fitting 183b is equal to that of the locking pin 182.
Is sufficiently larger than the outer diameter d of the locking pin 182, and therefore when the locking pin 182 is suspended by the hanging metal fitting 183b.
Of the pin guide 187a is loosely fitted to the pin guide 187a, and the upper end of the pin is slightly movable in the axial direction and the radial direction of the support pin 183c. Also, when the locking pin 182 is suspended by the suspension metal fitting 183b,
The lower end surface of 183a and the upper end surface of the locking pin 182 are suspended with a gap of distance l2. This distance l2 is the pin hole 182a.
Is set to a value smaller than the difference between the inner diameter of the support pin 183c and the outer diameter of the support pin 183c.
Between the lower end surface of the piston rod 183a and the upper end surface of the locking pin 182 when the locking pin 182 is pressed to penetrate the pin hole 181b of the lock plate 181a and fit into the pin hole of the pin receiver 187b. The gap is filled up, these end surfaces come into contact with each other, and the pressing force of the air cylinder 183 is directly applied to the locking pin 182 via the piston rod 183a. As a result, compared with the case where the locking pin 182 is directly fixed to the piston rod 183a, even if the pin hole 181b of the lock plate 181a is slightly eccentric to the pin hole of the pin guide 187a, the presence of the above-mentioned gap causes Locking pin 18 without applying excessive force
2 can be easily inserted into the pin hole 181b of the lock plate 181a.

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 is at the upper limit position where the air cylinder 183 contracts and the locking pin 182 completely unlocks the rod 181. When it reaches, the lock release detection switch 188 is engaged and turned on, and the air cylinder 1
When 83 extends and the locking pin 182 reaches the lower limit position that locks the rod 181 completely, 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 described later. As will be described later in detail, when the power switch is turned on in either the carrier house 3 or the crane house 4, first, the power switch is turned on. The operation in the house on the side where the power switch is turned on is prioritized, and the all-terrain mobile crane 1 cannot be operated even if the other operation switch 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 connected to the control circuit 232 of the above-described transmission 32, so that the transmission 32 can operate at a 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 connects the electric line to the crane house 4 placed on the turning turntable 11.

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, even if the SMS switch 202 is switched to any switching position, the solenoids 108a and 1
None of the 08b 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 becomes R
The lock release terminal 200b of the SL switch 200 → the relay 234 (at this time, the relay switch 234b is assumed to be closed) → The relay 226 is connected to the electromagnetic switching valve 197, and the switching valve 197 is energized. The compressed air in the air tank 192
Supplied to the air cylinder 183 via 196, the air cylinder
183 begins to contract. The terminal A1 is connected to the unlock terminal 200b of the RSL switch 200 → the diode unit 230 → the movable section 202a of the SMS switch 202. At this time, the coil 220b of the relay 220 is deenergized because the RSL switch 200 is switched from the locked position 200a to the unlocked position 200b, 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 226.
→ 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 20.
2b → Solenoid 108b of solenoid valve 108 via relay 228
Solenoid valve 108 is connected to the same phase mode switching position 108.
Switched to B. At this time, the terminal A1 is the movable segment 202a.
→ In-phase mode switching position 202b → In-phase mode indicator lamp
203 → grounded via point E, in-phase mode indicator lamp 2
03 is lit to indicate that the mode has been switched to the in-phase mode. When switching to the reverse phase mode (counter steer mode) switching position 202c, the terminal A1 is moved to the electromagnetic switching valve 108 via the movable segment 202a → the reverse phase mode switching position 202c → the relay 228.
The solenoid directional control valve 108 is switched to the reverse phase mode switching position 108A by being connected to the solenoid 108a. At this time, the terminal
A1 is grounded via the movable segment 202a → the reverse phase mode switching position 202c → the reverse phase mode display lamp 204 → the point E, and the reverse phase mode display lamp 204 is turned on to indicate that the reverse phase mode has been switched.

Incidentally, when 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 RSL switch 200 is switched to the unlocked position and the rear steering lock mechanism is unlocked. It will not be unlocked. 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 transmission control circuit 232 causes the relay 234 to operate.
Outputs an energizing signal for energizing the coil 234a of the relay switch 234b, thereby opening the relay switch 234b and blocking the power supplied from the unlocked position 200b of the RSL switch 200 to the electromagnetic switching valve 197 via the relay 234. Therefore, the locking pin 182 is retained while being locked to the lock plate 181a, and the rear steering lock mechanism is not unlocked. This allows
Switch the SMS switch 202 to change the steering cylinder 64,6
The rear steering lock mechanism prevents the rear wheel 8 from being steered even if the user tries to extend or retract the rear wheel.

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 2a.
Although it is no longer connected to the terminal A1 via the unlock position 200b of 00, the terminal A1 is in the locked position 200a of the RSL switch 200 → relay coil 222a → relay 228 → diode unit 224 →
Since the lock detection switch 189 is grounded via the point E, the relay coil 222a is energized and the relay switch 222b is closed, the movable section 202a of the SMS switch 202 is the diode unit 230 → the relay 222 → the RSL switch 200. Lock position
The electromagnetic switching valve 108 for steering mode switching, which is connected to the terminal A1 via 200a, is still in a switchable state. Further, since the terminal A1 is grounded via the RSL switch 200 → relay 226 → relay coil 220b → 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 grounding side of the unlock display lamp 201 is grounded via the relay 226 → relay 220 → diode unit 224 → lock detection switch 189 → 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 1
83 does not work. Therefore, the SMS switch 202 is switched to the in-phase mode switching position 202b or the anti-phase mode switching position 202c, the electromagnetic switching valve 108 is switched to the in-phase mode or the anti-phase mode, and the steering wheel 40 is turned to one of the rear wheels. 8. That is, the locking rod 181 of the rear steering lock mechanism is returned to the neutral position. When the rod 181 returns 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 attached. By being urged, the pressurized air in the air tank 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 of the lock plate 181a is aligned with the pin holes of the pin guide 187a and the pin receiver 187b, and the locking pin 182 is locked. It can be smoothly inserted into the pin hole 181b of the plate 181a.

The locking pin 182 is completely locked in the pin hole 181b of the lock plate 181a.
When the lock of the rear steering lock mechanism is completed, 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 movable piece 202a of the SMS switch 202 is disconnected from the terminal A1. Thus, even if the SMS 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 release display lamp 201 is turned off when the lock detection switch 189 is turned off. Further, the terminal 224 of the diode unit 224
Since a 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.

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 switched to the lock switching position 210A, so that the rear steering lock mechanism is completed. When it is locked to the terminal B2, the solenoid switch valves 102, 104, 10
Since 6 solenoids 102b, 104b, 106b are connected, the solenoids 102b, 104b, 106b are energized at the same time when the voltage is generated at the point B, that is, when the power switch of the crane house 4 is turned on. 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, the solenoids 108a and 1 of the electromagnetic switching valve 108 are
None of the 08b 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 210 is switched to the unlocked position 210b from the rear steering lock state, the point B becomes RSL.
The lock release terminal 210b of the switch 210 is connected to the electromagnetic switching valve 197 via the relay 226, and the switching valve 197 is energized so that the pressurized air in the air tank 192 is transferred to the air cylinder via the conduit 196.
When supplied to 183, 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.

Further, 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, the operator is the all-terrain mobile crane 1
If the SMS switch 212 is switched to, for example, the in-phase mode switching position 212b in accordance with the driving condition of the, the point B is the RSL switch 2
10 → Movable segment 212a of SMS switch 212 → In-phase mode switching position 212b → Connected to solenoid 108b of solenoid switching valve 108 via relay 228, and solenoid switching valve 108 is set to in-phase mode position 1
Switched to 08B. At this time, point B is RSL switch 21
0 → Movable segment 212a of SMS switch 212 → In-phase mode switching position 212b → Grounded via in-phase mode display lamp 213, illuminating in-phase mode display lamp 213, and indicating that in-phase mode has been switched . When switching to the reverse phase mode switching position 212c, the point B is RSL switch 210 → SM
Movable segment 212a of S switch 212 → anti-phase mode switching position 21
2c → Solenoid 108a of solenoid valve 108 via relay 228
The electromagnetic switching valve 108 is switched to the antiphase mode position 108A. At this time, point B is RSL switch 210 → SM
Movable segment 212a of S switch 212 → anti-phase mode switching position 21
2c → Grounded via the anti-phase mode display lamp 214, and the anti-phase mode display lamp 214 is lit to indicate that the anti-phase mode has been switched.

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 causes the RSL switch 2 to move.
Although it is no longer connected to the B point via the lock release position 210b of the 10, the B point is the lock position 210a of the RSL switch 210 → relay
236 coil 236a → relay 228 → diode unit 224
→ Lock detection switch 189 → Grounded via point E, relay coil 236a is energized and relay switch 236b is closed, so that movable piece 212a of SMS switch 212 is diode 240b → relay 236 → RSL switch 210 Lock position 210a
The electromagnetic switching valve 108 for steering mode switching, which is connected to the point B via the switch, is still in a switchable state.
Also, B point is RSL switch 210 → relay 226 → relay coil 2
20b → Relay coil 220b because it is grounded via point E
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 1
83 does not work. Therefore, the SMS switch 212 is switched to the in-phase mode switching position 212b or the anti-phase mode switching position 212c, the electromagnetic switching valve 108 is switched to the in-phase mode or the anti-phase mode, and the steering wheel 150 is turned to one of the rear wheels. 8. That is, the locking rod 181 of the rear steering lock mechanism is returned to the neutral position. When the rod 181 returns 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. Pressurized air in the air tank 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, the neutral detection switch 19
Since the neutral position of the rod 181 is confirmed by 0, the pin hole 181b of the lock plate 181a is aligned with the pin holes of the pin guide 187a and the pin receiver 187b, and the locking pin 181 is attached to the pin hole 181b of the lock plate 181a. Can be inserted smoothly.

The locking pin 182 is completely locked in the pin hole 181b of the lock plate 181a.
When the lock of the rear steering lock mechanism is completed, 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 movable piece 212a of the SMS switch 212 is disconnected from the point B. Thus, even if the SMS 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, 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 224a of the diode unit 224
Also, since the lock detection switch 189 is opened (OFF) to prevent grounding, the shift control circuit does not receive the high speed shift inhibiting signal, and the transmission 32 can shift to the high speed.

Reverse steering correction switch 216 of crane house 4 is in normal position 2
16a and a reverse steering correction position 216b, a movable switch 216c is always connected to the point B, and the normal position contact 216a is connected to the solenoid 112a of the solenoid switching valve 112 for the reverse steering correction position. Contact 216b is solenoid 112b
Connected to each. When driving the crane house 4 toward the front of the vehicle, the reverse steering correction switch 21 is usually used.
6 is operated by switching to the normal position 216a, and in this case, the 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 may be manually operated, or may be attached to the turntable 11 so as to switch to the reverse steering correction position when the turntable 11 rotates by a predetermined angle. Good.

FIG. 10 is a power supply control circuit for supplying electric power to the steering control circuit shown in FIGS. 8 and 9, and is a power supply switch 240 provided on the carrier house 3 side and a power supply switch provided on the crane house 4 side. With 250, the power supply voltage is selectively generated at points A and B of the circuit.
242 to 245 are included. The plus terminal of the power source 248 such as a battery and an alternator is connected to the terminal B1 of the power switch 240 of the carrier house 3 and also to the terminal B of the power switch 250 on the crane house 4 side via the rotary joint 208. . . Relays 242 and 24
Each movable segment 242a, 243a of 3 is switched to the contact points 242c, 243c side when the coils 242b, 243b are deenergized, and switched to the contact points 242d, 243d side when energized. The relays 244 and 245 are normally open switches that are turned on when the coils 244a and 245a are energized.

Now, assuming that the power switch 240 on the carrier house 3 side is turned on to the ON position prior to the power switch 250 on the crane house 4 side, the power source 248 is the terminal B1 of the power switch 240 → the terminal M → the relay 242. The contact 242c → the coil 244a of the relay 244 → is grounded via a point E, and the relay coil 244a is energized. By energizing the relay coil 244a, the relay switch 244b is closed to generate the power supply voltage at the point A of the circuit, and the power supply 248 is grounded via the relay 244 → relay coil 243b → point E, and the relay coil 243b becomes Be energized. When the relay coil 243b is energized, the movable section of the relay 243 2
43a is switched to the contact 243d side. Even if the power switch 250 on the crane house 4 side is turned on in this state, the movable segment 243a is switched, so the relay 245 is not energized, and the power supply voltage is not generated at the point B of the circuit. That is, when the power switch 240 on the carrier house 3 side is turned on before the power switch 250, a power voltage is generated at the point A, and even if the power switch 250 on the crane house 4 side is turned on after that, the power voltage is turned on at the point B. Does not occur, and the point B is held at the ground voltage. Once the power switch 240 on the carrier house 3 side is turned on, if someone accidentally turns on the power switch 250 on the crane house 4 side and then leaves it, the power switch 240 on the carrier house 3 side is opened ( Even if it is turned off, the power supply voltage can be maintained at point A on the carrier house side.

That is, as is apparent from FIG. 10, when the power switch 240 on the carrier house 3 side is first turned on as described above,
Since the relay coil 243b is energized, the movable piece 243a is switched to the contact 243d side, and in this state, the crane house 4
When the power switch 250 is turned on, the power source 248 is grounded through the rotary joint 208 → terminal B of the power switch 250 → terminal M → contact 243d of the relay 243 → relay coil 244a → point E, and the relay switch 244b is closed. Therefore, the power supply voltage is supplied to the point A regardless of the on / off state of the power switch 240 on the carrier house 3 side, and the steering control device on the carrier house side can be kept in the operating state. it can. If the steering control device on the carrier house 3 side is kept in the operating state in this way, the steering control device on the carrier house side can be reliably operated even when the vehicle is traveling again.

On the other hand, when the power switch 250 on the crane house 4 side is turned to the ON position prior to the power switch 240, the power supply 248 is the rotary joint 208 → terminal B1 of the power switch 250 → terminal M → contact 243c of the relay 243 → relay coil 245a. → Grounded via point E, the relay switch 245b is closed to generate the power supply voltage at point B, and the movable section 242a of the relay 242.
And the power switch 240 is disabled. Also in this case, once the power switch 250 on the crane house 4 side
Then, if someone accidentally turns on the power switch 240 on the carrier house 3 side and leaves it, even if the power switch 250 on the crane house 4 side is opened (OFF), the point B on the crane house side The power supply voltage can be maintained in the state where it is generated.

That is, as described above, the power switch on the crane house 4 side
When 250 is first turned on, the movable coil 242a is switched to the contact 242d side because the relay coil 242b is energized,
When the power switch 240 of the carrier house 3 is turned on in this state, the relay coil 245a remains energized regardless of the ON / OFF state of the power switch 250 on the crane house 4 side, and the power supply voltage is supplied to the point B. As a result, the steering control device on the crane house side can be maintained in the operating state.

Thus, the first of the power switches 240 and 250 that is turned on has priority, and the other switch is disabled. As a result, it becomes possible to operate the steering device of either the carrier house 3 or the crane house 4, and it becomes impossible to operate the steering device on the other side, and the malfunction of the steering device due to the operation in both houses is possible. It will be avoided.

(Effects of the Invention) As described in detail above, according to the present invention, a steering control device for a carrier house and a steering control device for a crane house are provided in a carrier house and a crane house, respectively, and the steering controller controls the carrier house and the crane. In the steering device of an all-terrain crane vehicle in which the front wheels and the rear wheels can be steered in a desired steering mode in any of the houses, a power supply control circuit and a power supply switch are provided in the carrier house and the crane house respectively, and the power supply control circuit is the carrier. When the power switch of either the house or the crane house is first turned on, the power is supplied to the one steering control device and the other steering control device is deactivated. It can be steered in both the house and crane house, and either one can be operated. When the rudder control device is operated, the wrong operation of the steering device can be prevented even if the other steering control device is operated in error.

Also, if one of the power switches for the carrier house and crane house is turned on first, and then the other power switch is turned on and left unattended, the steering control device for that one is still operating even if one power switch is opened. Therefore, even if the vehicle is made to travel again, there is also an effect that the one steering control device can be reliably operated.

[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 the rear steering lock mechanism, and FIG. 6 is a front view of the rear steering lock mechanism. FIG. 7 is a partial cross-sectional view of the locking pin 182 seen from the arrow VII in FIG. 6, FIGS. 8 and 9 are control circuit wiring diagrams of the steering device, and FIG. It is a connection diagram of a power supply control circuit. 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 selector switch (SMS switch), 210 …… Rear steering lock switch (RSL switch), 211 …… Unlock indicator lamp, 212 …… Steering mode selector switch (SMS switch) ), 216 …… Reverse steering compensation switch, 22
0,222,226,228,234,236 …… Relay, 232 …… Shift control circuit, 240 …… Power switch, 242-245 …… Relay, 250
...... Power switch.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Bibliography SHO 61-12878 (JP, U) ACT 60-22473 (JP, U)

Claims (1)

[Scope of utility model registration request] 1. A steering control device for a carrier house and a steering control device for a crane house are provided in a carrier house and a crane house respectively, and the front and rear wheels of the carrier house and the crane house are controlled by the steering control device as desired. A steering apparatus for an all-terrain mobile crane that is steerable in a mode, comprising a power supply control circuit, a power supply switch provided in the carrier house, and a power supply switch provided in the crane house, wherein the power supply control circuit is the carrier. When the power switch of either one of the house and the crane house is first turned on, power is supplied to the one steering control device and the other steering control device is deactivated, and then the other power switch is turned on. Even when the power switch is turned on and the one power switch is turned off, the one steering control device is operated. Steering system all terrain crane vehicle, characterized in that to hold the dynamic state.