JPH07223419A - Suspension device for wheel type construction vehicle - Google Patents
Suspension device for wheel type construction vehicleInfo
- Publication number
- JPH07223419A JPH07223419A JP6034230A JP3423094A JPH07223419A JP H07223419 A JPH07223419 A JP H07223419A JP 6034230 A JP6034230 A JP 6034230A JP 3423094 A JP3423094 A JP 3423094A JP H07223419 A JPH07223419 A JP H07223419A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- variable throttle
- detecting means
- vehicle
- traveling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、ホイール式ショベルや
ホイール式クレーン等のホイール式建設車両のサスペン
ション装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a wheel type construction vehicle such as a wheel type shovel or a wheel type crane.
【０００２】[0002]
【従来の技術】ホイール式建設車両は、履帯式と比べ、
作業効率は多少悪いが、走行性能で勝るという特質があ
る。例えば、作業現場への移動は自走できるため、都市
土木工事（道路工事や下水道工事等）では夜間作業を行
い、昼間は他所へ移動して交通の障害とならないような
使用が容易に行える。2. Description of the Related Art Wheel type construction vehicles are
Work efficiency is a little poor, but it has the characteristic of superior running performance. For example, since it is possible to move to the work site by self-propelled, it is possible to perform night work in urban civil engineering works (road works, sewer works, etc.) and easily move to another place during the daytime so as not to obstruct traffic.
【０００３】かかるホイール式建設車両では、通常、ア
ウトリガを備え、また、図１２に示すように、車軸１を
フレーム２に直付けする固定式サスペンション装置や、
図１３に示すように、車軸１をイコライザバー３及び左
右油圧サスペンションシリンダ４Ｒ、４Ｌを介してフレ
ーム２にピン結合するピン結合式サスペンション装置を
備えるものが多い。In such a wheel-type construction vehicle, an outrigger is usually provided, and as shown in FIG. 12, a fixed suspension device for directly attaching the axle 1 to the frame 2,
As shown in FIG. 13, in many cases, there is provided a pin coupling type suspension device that couples the axle 1 to the frame 2 via the equalizer bar 3 and the left and right hydraulic suspension cylinders 4R, 4L.
【０００４】そして一般的な使われ方としては、アウト
リガを張り出さずオンタイヤで作業するのがほとんどで
あり、このオンタイヤ作業での安定性を確保するため、
硬質タイヤを使用している。尚、ピン結合式では、図１
４に示すように、通常、サスロック弁５を備えており、
走行時は、例えば空圧ａによりＡ１位置とし、左右油圧
サスペンションシリンダ４Ｒ、４Ｌの封入油をオリフイ
ス６を介して管路７Ｒ、７Ｌで導通させることにより路
面からの影響を減衰させている。他方、オンタイヤ作業
時は、空圧ａを排気してＢ１位置とし、前記減衰効果を
無くすことにより、固定式として使用する構成となって
いる。As a general usage, most of the work is performed on tires without overhanging the outriggers, and in order to ensure stability in this on-tire operation,
Uses hard tires. In addition, in the pin connection type, as shown in FIG.
As shown in 4, the suspension lock valve 5 is usually provided,
During traveling, for example, the A1 position is set by pneumatic pressure a, and the oil filled in the left and right hydraulic suspension cylinders 4R, 4L is conducted through the ducts 7R, 7L via the orifice 6 to attenuate the influence from the road surface. On the other hand, during the on-tire operation, the air pressure a is exhausted to the B1 position, and the damping effect is eliminated, so that it is used as a fixed type.
【０００５】[0005]
【発明が解決しようとする課題】ところでかかる従来の
ホイール式建設車両のサスペンション装置では、走行時
は、固定式では、路面からの影響を直接受けるため、乗
り心地や走行安定性が著しく悪化し、オペレータの疲労
増大や安全運転阻害等の原因となる。ピン結合式では、
サスロック弁５をＡ１位置に切り替えて走行させるた
め、ピン回りの回転運動に対しては減哀効果が得られる
が、通常、路面からの影響は、上下方向の振動が大き
く、ピン結合式だとその減哀作用が得られないのが実情
である。By the way, in such a conventional suspension device for a wheel type construction vehicle, when the vehicle is running, the fixed type is directly affected by the road surface, so that the riding comfort and running stability are significantly deteriorated. This may increase operator fatigue and hinder safe driving. In the pin connection type,
Since the suspension lock valve 5 is switched to the A1 position for traveling, a reduction effect can be obtained with respect to rotational movement around the pin, but normally, the influence from the road surface is that the vertical vibration is large and it is a pin coupling type. The reality is that the depressing effect cannot be obtained.
【０００６】他方オンタイヤ作業時は、固定式では、ホ
イールがバネとして作用し、作業機や運転席に不要な振
動が発生し持続するため、駐車路面のこね返しの原因と
なり、作業効率を悪化させたり、オペレータの疲労増大
の原因となっている。ピン結合式では、サスロック弁５
を作動させて固定式へと切り替えられているため、固定
式と同じ上記問題が生ずる。On the other hand, during on-tire work, in the fixed type, the wheels act as springs, causing unnecessary vibrations in the working machine and the driver's seat and continuing, which causes the vehicle to bend over on the parking road surface and deteriorates work efficiency. And causes increased operator fatigue. In the pin connection type, the suspension lock valve 5
Since it is switched to the fixed type by activating, the same problem as in the fixed type occurs.
【０００７】本発明は、上記従来技術の問題点に着目
し、走行時には快適走行性が得られ、作業時には快適作
業性が得られるホイール式建設車両のサスペンション装
置を提供することを目的とする。It is an object of the present invention to provide a suspension device for a wheeled construction vehicle, which pays attention to the above-mentioned problems of the prior art, and which provides comfortable running during running and comfortable working during work.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するた
め、本発明に係わるホイール式建設車両のサスペンショ
ン装置の第１構成は、車両の前後左右に４本の油圧サス
ペンションシリンダを備え、前輪左側と後輪右側とが、
かつ、前輪右側と後輪左側とが、それぞれ、一方のボト
ム側と他方のヘッド側とを、かつ、他方のボトム側と一
方のヘッド側とをそれぞれの１本の管路（即ち、４本の
管路）で接続し（いわゆるＸ形配管接続）、その各管路
に可変絞り弁を介してアキュームレータを装着してなる
サスペンション回路と、車両状態検出手段と、この車両
状態検出手段が検出した値に応じて前記可変絞り弁を切
り替える可変絞り弁駆動手段とを備えることを特徴とし
ている。In order to achieve the above object, the first construction of the suspension device for a wheel-type construction vehicle according to the present invention is provided with four hydraulic suspension cylinders on the front, rear, left and right of the vehicle. The right side of the rear wheel is
And, the front wheel right side and the rear wheel left side respectively have one bottom side and the other head side, and the other bottom side and one head side, respectively. Of each of the pipelines (so-called X-shaped piping connection), and a suspension circuit in which an accumulator is attached to each of the pipelines via a variable throttle valve, vehicle state detection means, and this vehicle state detection means. A variable throttle valve drive means for switching the variable throttle valve according to a value is provided.
【０００９】また、本発明に係わるホイール式建設車両
のサスペンション装置の第２構成は、上記第１構成の構
成要素であるサスペンション回路と、検出対象が異なる
複数個の車両状態検出手段と、各車両状態検出手段に対
して予め指定してなる順位に従い、各車両状態検出手段
により可変絞り弁を切り替える可変絞り弁駆動手段とを
備えることを特徴としている。A second construction of the suspension device for a wheel-type construction vehicle according to the present invention is a suspension circuit which is a constituent element of the first construction, a plurality of vehicle state detecting means having different detection targets, and each vehicle. A variable throttle valve drive means for switching the variable throttle valve by each vehicle state detection means is provided according to the order designated in advance for the state detection means.
【００１０】尚、上記第１構成又は第２構成のホイール
式建設車両のサスペンション装置において、車両状態検
出手段及び可変絞り弁駆動手段とは、次の構成例で示す
ことができる。In the suspension device for a wheel-type construction vehicle having the above-mentioned first or second construction, the vehicle state detecting means and the variable throttle valve driving means can be represented by the following construction examples.
【００１１】即ち、車両状態検出手段は、車速検出手段
であり、かつ、可変絞り弁駆動手段は、前記車速検出手
段が検出した値を予め設定してなる駐車と走行との弁別
基準値と比較し、駐車ならば小さな絞り側へ、走行なら
ば大きな絞り側へと可変絞り弁を切り替える可変絞り弁
駆動手段である第１構成又は第２構成のホイール式建設
車両のサスペンション装置（第３構成）。That is, the vehicle state detecting means is a vehicle speed detecting means, and the variable throttle valve driving means compares the value detected by the vehicle speed detecting means with a preset reference value for discrimination between parking and traveling. If the vehicle is parked, the suspension device for the wheel-type construction vehicle of the first or second configuration is a variable throttle valve driving unit that switches the variable throttle valve to a smaller throttle side when traveling, and to a larger throttle side when traveling (third configuration). .
【００１２】また、車両状態検出手段は、車速検出手段
であり、かつ、可変絞り弁駆動手段は、前記車速検出手
段が検出した値を予め設定してなる駐車と走行との弁別
基準値及び低速から高速までの段階的走行速度基準値と
比較し、駐車ならば小さな絞り側へ、走行ならば低速か
ら高速の順に大きな絞り側から小さな絞り側へと可変絞
り弁を段階的に切り替える可変絞り弁駆動手段である第
１構成又は第２構成のホイール式建設車両のサスペンシ
ョン装置（第４構成）。The vehicle state detecting means is a vehicle speed detecting means, and the variable throttle valve driving means sets a value detected by the vehicle speed detecting means in advance to discriminate between parking and running reference values and low speeds. Variable throttle valve that switches the variable throttle valve stepwise from the large throttle side to the small throttle side in order from low speed to high speed when traveling, compared with the stepwise traveling speed reference value from high speed to high speed A suspension device (fourth structure) for a wheel-type construction vehicle having a first structure or a second structure, which is a driving means.
【００１３】また、車両状態検出手段は、変速レバー中
立位置検出手段であり、かつ、可変絞り弁駆動手段は、
前記変速レバー中立位置検出手段が検出した値に基づ
き、中立位置ならば小さな絞り側へ、他の位置ならば大
きな絞り側へと可変絞り弁を切り替える可変絞り弁駆動
手段である第１構成又は第２構成のホイール式建設車両
のサスペンション装置（第５構成）。The vehicle state detecting means is a shift lever neutral position detecting means, and the variable throttle valve driving means is
Based on the value detected by the gear shift lever neutral position detecting means, the variable throttle valve driving means for switching the variable throttle valve to the small throttle side at the neutral position and to the large throttle side at other positions is the first configuration or the first configuration. A suspension device for a two-wheel construction vehicle (fifth configuration).
【００１４】また、車両状態検出手段は、作業機格納姿
勢検出手段であり、かつ、可変絞り弁駆動手段は、前記
作業機格納姿勢検出手段が検出した値に基づき、格納姿
勢ならば大きな絞り側へ、他の姿勢ならば小さな絞り側
へと可変絞り弁を切り替える可変絞り弁駆動手段である
第１構成又は第２構成のホイール式建設車両のサスペン
ション装置（第６構成）。Further, the vehicle state detecting means is a working machine storage attitude detecting means, and the variable throttle valve driving means is based on a value detected by the working machine storage attitude detecting means, and if it is a storing attitude, a large throttle side is provided. In other configurations, the suspension device for the wheel-type construction vehicle having the first configuration or the second configuration (sixth configuration) which is a variable throttle valve driving means for switching the variable throttle valve to the smaller throttle side in other postures.
【００１５】また、車両状態検出手段は、作業機操作レ
バー中立位置検出手段であり、かつ、可変絞り弁駆動手
段は、前記作業機操作レバー中立位置検出手段が検出し
た値に基づき、中立位置ならば大きな絞り側へ、他の位
置ならば小さな絞り側へと可変絞り弁を切り替える可変
絞り弁駆動手段である第１構成又は第２構成のホイール
式建設車両のサスペンション装置（第７構成）。Further, the vehicle state detecting means is a working machine operating lever neutral position detecting means, and the variable throttle valve driving means is based on a value detected by the working machine operating lever neutral position detecting means, if it is a neutral position. A suspension device for a wheel-type construction vehicle having a first configuration or a second configuration, which is a variable throttle valve driving means for switching the variable throttle valve to a large throttle side at other positions and a smaller throttle side at other positions (seventh structure).
【００１６】また、車両状態検出手段は、ブレーキ作動
検出手段であり、かつ、可変絞り弁駆動手段は、前記ブ
レーキ作動検出手段が検出した値に基づき、ブレーキ作
動ならば小さな絞り側へ、他ならば大きな絞り側へと可
変絞り弁を切り替える可変絞り弁駆動手段である第１構
成又は第２構成のホイール式建設車両のサスペンション
装置（第８構成）。The vehicle state detecting means is a brake actuation detecting means, and the variable throttle valve driving means is based on the value detected by the brake actuation detecting means. For example, the suspension device (8th structure) of the wheel construction vehicle of the 1st structure or the 2nd structure which is a variable throttle valve drive means which switches a variable throttle valve to a large throttle side.
【００１７】また、車両状態検出手段は、作業機旋回位
置検出手段であり、かつ、可変絞り弁駆動手段は、前記
作業機旋回位置検出手段が検出した値に応じて可変絞り
弁を段階的に切り替える可変絞り弁駆動手段である第１
構成又は第２構成のホイール式建設車両のサスペンショ
ン装置（第９構成）。Further, the vehicle state detecting means is a working machine turning position detecting means, and the variable throttle valve driving means gradually changes the variable throttle valve according to the value detected by the working machine turning position detecting means. First variable throttle valve drive means for switching
A suspension device for a wheeled construction vehicle having the configuration or the second configuration (ninth configuration).
【００１８】また、車両状態検出手段は、運転席に設け
られた走行と作業との切り替えスイッチであり、かつ、
可変絞り弁駆動手段は、前記スイッチが走行側であれば
大きな絞り側へ、作業側であれば小さな絞り側へと可変
絞り弁を切り替える可変絞り弁駆動手段であることを特
徴とする第１構成又は第２構成記載のホイール式建設車
両のサスペンション装置（第１０構成）。The vehicle state detecting means is a switch for switching between running and working provided in the driver's seat, and
The variable throttle valve drive means is a variable throttle valve drive means for switching the variable throttle valve to a large throttle side when the switch is on the traveling side and to a small throttle side when the switch is on the working side. Alternatively, the suspension device for the wheel-type construction vehicle according to the second configuration (the tenth configuration).
【００１９】[0019]
【作用】先ず、上記各構成の共通要素であるサスペンシ
ョン回路（厳密にはハイドロニューマチックサスペンシ
ョン回路である）から説明する。走行中、例えば急ブレ
ーキをかけると、車体慣性によって前左右のサスペンシ
ョンシリンダが縮まろうとするが、これらの各ボトム側
の圧油が、各アキュームへ流れ込むときに各絞りによっ
て減衰されると同時に、各圧油の一部が各管路を経て後
左右のサスペンションシリンダのヘッド側へも流入して
これらを縮めようとする。即ち、前記減衰作用と車体の
ピッチング（即ち、前のめり）抑制作用とが生ずる。ま
た、例えば急ハンドル操作で左急旋回すると、車体慣性
のため、右前後のサスペンションシリンダが縮まろうと
するが、これらの各ボトム側の圧油は、各アキュームへ
流れ込むときに各絞りによって減衰されると同時に、各
圧油の一部が各管路を経て左前後のサスペンションシリ
ンダのヘッド側へも流入してこれらを縮まろうとする。
即ち、前記減衰作用と車体のローリング抑制作用とが生
ずる。オンタイヤ作業時（例えば掘削、旋回、排土の繰
り返し作業）でも、掘削時や排土時にはピッチングが、
また、旋回の開始時や停止時にはローリングが生じよう
とするが、上記同様、減衰作用とこれらの抑制作用とが
生ずる。First, the suspension circuit (strictly speaking, a hydropneumatic suspension circuit), which is a common element of the above-mentioned configurations, will be described. While running, for example, when sudden braking is applied, the front and left suspension cylinders try to contract due to the inertia of the vehicle body, but the pressure oil on each bottom side is attenuated by each throttle as it flows into each accumulation, and at the same time each A part of the pressure oil also flows into each of the head sides of the rear left and right suspension cylinders through the respective conduits, and tries to compress them. That is, the damping action and the pitching (that is, forward leaning) suppressing action of the vehicle body occur. Further, for example, when the vehicle makes a sharp left turn by operating the steering wheel suddenly, the suspension cylinders on the front and rear right tend to contract due to the inertia of the vehicle body, but the pressure oil on the bottom side of each of these is attenuated by each throttle when flowing into each accumulation. At the same time, a part of each pressure oil also flows into each head pipe of the left and right suspension cylinders through each pipe line and tries to contract them.
That is, the damping action and the rolling inhibiting action of the vehicle body occur. Even during on-tire work (for example, repeated work of excavation, turning, and soil removal), pitching during excavation and soil removal
Further, rolling tends to occur at the time of starting or stopping the turning, but similarly to the above, the damping action and the suppressing action thereof occur.
【００２０】今、車体のピッチング及びローリングのそ
れぞれの回転慣性モーメントをＩ、同回転角をθとする
と、一般に車体の運動は下記数式１が成り立つ。Now, assuming that each of the rotational moments of inertia of pitching and rolling of the vehicle body is I and the same rotational angle is θ, the following equation 1 generally holds for the motion of the vehicle body.
【００２１】[0021]
【数１】 Ｉ（ｄ2 θ／ｄｔ2 ）＋Ｃ（ｄθ／ｄｔ）＋Ｋθ＝０## EQU1 ## I (d 2 θ / dt 2 ) + C (dθ / dt) + Kθ = 0
【００２２】ここで、Ｋはこのサスペンションの回転剛
性を示しており、アキュームレータのガス容量に比例す
る。Ｃはこのサスペンションの回転減哀性を示してお
り、アキュームレータ入出口に設置された絞りの特性に
比例する。上記数式１によれば、車体の回転運動の減哀
特性を最適にするには下記数式２とすればよい。Here, K represents the rotational rigidity of this suspension and is proportional to the gas capacity of the accumulator. C indicates the rotational deterioration of this suspension, which is proportional to the characteristics of the throttle installed at the inlet and outlet of the accumulator. According to the above formula 1, the following formula 2 may be used to optimize the deterioration characteristic of the rotational movement of the vehicle body.
【００２３】[0023]
【数２】Ｃ＝２（Ｉ・Ｋ）1/2 [Equation 2] C = 2 (I · K) 1/2
【００２４】走行時は、図１５に示す走行姿勢での本サ
スペンションの減哀特性を最適にするためには、走行姿
勢でのピッチング方向又はローリング方向の回転慣性モ
ーメントをＩDP、ＩDRとすると、それぞれＣDP、ＣDRは
下記数式３及び４となる。During running, in order to optimize the deterioration characteristics of the suspension in the running posture shown in FIG. 15, the rotational inertia moments in the pitching direction or rolling direction in the running posture are defined as I DP and I DR. , C DP and C DR are given by the following mathematical expressions 3 and 4, respectively.
【００２５】[0025]
【数３】ＣDP＝２（ＩDP・Ｋ）1/2 [Equation 3] C DP = 2 (I DP · K) 1/2
【数４】ＣDR＝２（ＩDR・Ｋ）1/2 [Equation 4] C DR = 2 (I DR · K) 1/2
【００２６】ところが、通常はピッチング方向の減哀特
性が重要視されるため、上記数式３の結果のＣDP値から
絞り特性を決定すればよい。However, since the deterioration characteristic in the pitching direction is usually regarded as important, the diaphragm characteristic may be determined from the C DP value obtained as the result of the equation (3).
【００２７】作業時は、作業は車体の前後方向又は左右
方向（側方）で行われるが、通常は図１６に示す側方姿
勢での安定性が問題になる。そこで、同姿勢でのピッチ
ング方向の回転慣性モーメントをＩWPとすると、最適な
減哀特性は下記数式５となる。At the time of work, the work is performed in the front-rear direction or the left-right direction (side direction) of the vehicle body, but normally the stability in the side posture shown in FIG. 16 is a problem. Therefore, when the rotational moment of inertia in the pitching direction in the same attitude is I WP , the optimum deterioration characteristic is given by the following mathematical expression 5.
【００２８】[0028]
【数５】ＣWP＝２（ＩWP・Ｋ）1/2 [ Equation 5] C WP = 2 (I WP · K) 1/2
【００２９】このＣWP値から算出される絞り特性を選定
することにより、作業時の揺動を最適にすばやく減哀さ
せることが可能となる。一般的に回転慣性モーメントは
下記数式６である。By selecting the diaphragm characteristic calculated from the C WP value, it becomes possible to optimally and quickly reduce the swing during the work. Generally, the rotational moment of inertia is expressed by Equation 6 below.
【００３０】[0030]
【数６】ＩWP＞ＩDP [ Equation 6] I WP > I DP
【００３１】従って上記数式２より、下記の数式７とな
る。Therefore, from the above equation 2, the following equation 7 is obtained.
【００３２】[0032]
【数７】ＣWP＞ＣDP [ Equation 7] C WP > C DP
【００３３】減哀特性値Ｃと絞り径Ｏとは反比例してい
ることが知られているため、下記数式８となる。Since it is known that the aggravation characteristic value C and the aperture diameter O are inversely proportional, the following formula 8 is obtained.
【００３４】[0034]
【数８】ＯWP＜ＯDP [ Equation 8] O WP <O DP
【００３５】即ち、オンタイヤ作業時には、走行時より
小さな絞りに切り換えることによって最適な減哀量が得
られる。That is, at the time of on-tire work, the optimum reduction amount can be obtained by switching to a smaller aperture than that during traveling.
【００３６】即ち、第１構成によれば、可変絞り弁駆動
手段は、車両状態検出手段が検出した値に応じて前記可
変絞り弁を切り替える。例えば走行時用又は作業時用
に、さらに作業時ならばその車両状態毎に、また、走行
時ならばその車両状態毎に最適減衰量を自動的に得るこ
とができる。ここで「可変絞り弁」とは無段階可変絞り
弁及び複数の絞り流路の可変弁を指し、また「可変」と
は４つの可変絞り弁について、それぞれ一部又は総てに
ついて、これら絞り量を、例えば、総て同値から同値
へ、総て同値から一部異値へ、一部又は総て異値から総
て同値へ、又は、一部又は総て異値から一部又は総て異
値への変更を指すことは言うでもない（以下同じ）。That is, according to the first configuration, the variable throttle valve drive means switches the variable throttle valve according to the value detected by the vehicle state detection means. For example, the optimum attenuation amount can be automatically obtained for each of the vehicle states during traveling or during working, for each vehicle state during working, and for each vehicle state during traveling. Here, the "variable throttle valve" refers to a stepless variable throttle valve and a variable valve having a plurality of throttle channels, and "variable" refers to four variable throttle valves for some or all of these throttle amounts. , For example, all from the same value to the same value, all from the same value to partly different values, part or all from different values to all the same value, or part or all from different values to part or all different It goes without saying that it refers to a change to a value (the same applies hereinafter).
【００３７】第２構成によれば、可変絞り弁駆動手段
は、検出対象が異なる複数個の車両状態検出手段に対し
て予め指定してなる順位に従い、各車両状態検出手段が
検出した値に応じて可変絞り弁を切り替える。つまり、
第１構成のように、１つの車両状態検出手段だけの結果
に基づき、可変絞り弁を作動させるのではなく、各種車
両状態検出手段からの各検出値の組み合わせに応じた最
適減衰量を自動的に得るようにしている。ここで「順
位」とは、少なくとも２つの車両状態検出手段の各検出
値の一部又は総てについての論理積、論理和、優先順位
又はこれらの組み合わせ等を示し、この組み合わせは、
各車両状態検出手段の構成によって適宜設定される。ま
た「指定」とは予め又は都度設定することを指す。According to the second configuration, the variable throttle valve drive means responds to the value detected by each vehicle state detection means in accordance with the order designated in advance for a plurality of vehicle state detection means having different detection targets. Switch the variable throttle valve. That is,
As in the first configuration, the variable throttle valve is not actuated based on the result of only one vehicle state detecting means, but the optimum attenuation amount is automatically determined according to the combination of the detected values from the various vehicle state detecting means. I am trying to get to. Here, the "order" indicates a logical product, a logical sum, a priority order or a combination thereof for some or all of the detection values of at least two vehicle state detection means, and this combination is
It is appropriately set according to the configuration of each vehicle state detecting means. In addition, “designation” refers to setting in advance or each time.
【００３８】第３構成〜第１０構成のそれぞれは、第１
構成の代表的態様例であると共に、第２構成での組み合
わせ態様例でもある。第３構成によれば、可変絞り弁駆
動手段は、車速検出手段が検出した値を予め設定してな
る駐車と走行との弁別基準値と比較し、駐車ならば小さ
な絞り側へ、走行ならば大きな絞り側へと可変絞り弁を
切り替える。ここで「駐車」を作業時と言い換えること
ができる。従って、作業時は大きな減衰量が得られるた
め、快適作業性を確保できる。他方、走行時は小さな減
衰量が得られるため、快適走行性を確保できる。勿論、
車体揺動抑制作用は従前同様維持される（以下同じ）。Each of the third to tenth configurations is the first
It is a typical example of the configuration and also an example of the combination aspect in the second configuration. According to the third configuration, the variable throttle valve drive means compares the value detected by the vehicle speed detection means with a preset discrimination reference value for parking and traveling, and when parking, to the smaller throttle side, when traveling. Switch the variable throttle valve to the larger throttle side. Here, "parking" can be restated as working. Therefore, a large amount of attenuation can be obtained during work, and comfortable workability can be ensured. On the other hand, since a small amount of attenuation is obtained during traveling, comfortable traveling performance can be secured. Of course,
The vehicle body swing suppressing effect is maintained as before (the same applies hereinafter).
【００３９】第４構成によれば、可変絞り弁駆動手段
は、車速検出手段が検出した値を予め設定してなる駐車
と走行との弁別基準値及び低速から高速までの段階的走
行速度基準値と比較し、駐車ならば小さな絞り側へ、走
行ならば低速から高速の順に大きな絞り側から小さな絞
り側へと可変絞り弁を段階的に切り替える。従って、上
記第３構成の作用の他、さらに、例えば低速時には大き
な減衰量が、中速時には中程度の減衰量が、そして高速
時には小さな減衰量が得られるような設定ができる。こ
れにより、より一層の快適走行性が確保される。According to the fourth construction, the variable throttle valve driving means sets the reference value for discriminating between parking and traveling, which is set in advance to the value detected by the vehicle speed detecting means, and the stepwise traveling speed reference value from low speed to high speed. Compared with the above, the variable throttle valve is switched stepwise from the large throttle side to the small throttle side in the order of low speed to high speed when the vehicle is parked and from low speed to high speed when the vehicle is traveling. Therefore, in addition to the operation of the third configuration, it is possible to set, for example, a large amount of attenuation at low speed, a medium amount of attenuation at medium speed, and a small amount of attenuation at high speed. This ensures even more comfortable running.
【００４０】第５構成によれば、可変絞り弁駆動手段
は、変速レバー中立位置検出手段が検出した値に基づ
き、中立位置ならば小さな絞り側へ、他の位置ならば大
きな絞り側へと可変絞り弁を切り替える。ここで「変速
レバー中立位置」は作業時に、他方「他の位置」は走行
時に言い換えられるため、作用は上記第３構成の作用に
準ずる。According to the fifth configuration, the variable throttle valve drive means is variable to the small throttle side at the neutral position and to the large throttle side at other positions based on the value detected by the shift lever neutral position detection means. Switch the throttle valve. Here, the "shift lever neutral position" is paraphrased at the time of work, while the "other position" is paraphrased at the time of traveling, so that the action is similar to the action of the third configuration.
【００４１】第６構成によれば、可変絞り弁駆動手段
は、作業機格納姿勢検出手段が検出した値に基づき、格
納姿勢ならば大きな絞り側へ、他の姿勢ならば小さな絞
り側へと可変絞り弁を切り替える。ここで「作業機格納
姿勢」は走行時に、他方「他の姿勢」は作業時に言い換
えられるため、作用は実質的に上記第３構成及び第５構
成の作用に準ずる。According to the sixth configuration, the variable throttle valve drive means is variable to the large throttle side in the stored posture and to the small throttle side in other postures based on the value detected by the working machine storage posture detection means. Switch the throttle valve. Here, the "working machine storage posture" is paraphrased when traveling, while the "other posture" is paraphrased when working, and therefore the action is substantially similar to the actions of the third configuration and the fifth configuration.
【００４２】第７構成によれば、可変絞り弁駆動手段
は、作業機操作レバー中立位置検出手段が検出した値に
基づき、中立位置ならば大きな絞り側へ、他の位置なら
ば小さな絞り側へと可変絞り弁を切り替える。ここで
「作業機操作レバー中立位置」は走行時に、他方「他の
位置」は作業時に言い換えられるため、作用は第３構
成、第５構成及び第６構成の作用に準ずる。According to the seventh configuration, the variable throttle valve drive means is based on the value detected by the work machine operation lever neutral position detection means, to the large throttle side at the neutral position, and to the small throttle side at other positions. And switch the variable throttle valve. Here, the "working machine operation lever neutral position" can be paraphrased when traveling and the "other position" can be paraphrased when working, so that the operation conforms to the operations of the third configuration, the fifth configuration, and the sixth configuration.
【００４３】第８構成によれば、可変絞り弁駆動手段
は、ブレーキ作動検出手段が検出した値に基づき、ブレ
ーキ作動ならば小さな絞り側へ、他ならば大きな絞り側
へと可変絞り弁を切り替える。ここで「ブレーキ作動感
知状態」は作業時でも走行時でも生ずる。例えば、作業
時はパーキングブレーキが作動させられる。他方走行時
は、ブレーキ時、サービスブレーキが作動させられる。
いずれも大きな減衰量が得られ、快適作業性は元より、
快適走行性が得られる。According to the eighth construction, the variable throttle valve drive means switches the variable throttle valve to the smaller throttle side if the brake is operated and to the larger throttle side otherwise if it is based on the value detected by the brake operation detecting means. . Here, the "brake actuation sensing state" occurs both during work and while traveling. For example, the parking brake is activated during work. On the other hand, when driving, the service brake is activated during braking.
In each case, a large amount of damping is obtained, and comfortable workability is
Comfortable driving performance can be obtained.
【００４４】第９構成によれば、可変絞り弁駆動手段
は、作業機旋回位置検出手段が検出した値に応じて可変
絞り弁を段階的に切り替える。ホイール式建設車両のほ
とんどは、下部走行体と、作業時を装着した上部旋回体
とから構成され、かつ、前後方向が長手方向となってい
る。それ故、上部旋回体が旋回すると、作業機方向が車
体の長手方向に対して変化するため、各ホイールにかか
る荷重も変化する。従って旋回位置毎に異なる減衰量を
与えるのが好ましい。尚、この最適減衰量は、車体のサ
イズや作業機取り付け位置等、各車両の仕様が勘案され
て設定される値である。According to the ninth configuration, the variable throttle valve drive means switches the variable throttle valve stepwise according to the value detected by the working machine turning position detection means. Most of the wheel-type construction vehicles are composed of a lower traveling body and an upper revolving structure that is mounted during work, and the longitudinal direction is the front-rear direction. Therefore, when the upper-part turning body turns, the working machine direction changes with respect to the longitudinal direction of the vehicle body, and the load applied to each wheel also changes. Therefore, it is preferable to give a different attenuation amount for each turning position. The optimum amount of attenuation is a value that is set in consideration of the specifications of each vehicle such as the size of the vehicle body and the work machine mounting position.
【００４５】第１０構成によれば可変絞り弁駆動手段
は、運転席に設けられた走行と作業との切り替えスイッ
チからの信号により、前記スイッチが走行側であれば大
きな絞り側へ、作業側であれば小さな絞り側へと可変絞
り弁を切り替える。従って前記第３構成の作用の他、オ
ペレータが任意に切り替え可能であるので、路面の状況
により設定を替えることが可能である。According to the tenth structure, the variable throttle valve drive means is provided with a signal from a switch for switching between traveling and working provided in the driver's seat, and when the switch is on the traveling side, it is moved to the large throttle side and on the working side. If so, switch the variable throttle valve to the smaller throttle side. Therefore, in addition to the operation of the third configuration, the operator can arbitrarily switch the setting, so that the setting can be changed depending on the condition of the road surface.
【００４６】[0046]
【実施例】本発明の最適な実施例を図１〜図１０を参照
して説明する。実施例に係わるホイール式建設車両は、
図１に示すホイール式ショベルであり、操作室１０ａと
作業機１０ｂとを備える上部旋回体１０と、バケット保
持機２０ａとホイール２０ｂとを備える下部走行体２０
とから構成されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An optimum embodiment of the present invention will be described with reference to FIGS. The wheel type construction vehicle according to the embodiment is
The wheel-type shovel shown in FIG. 1, which is an upper swing body 10 including an operation room 10a and a working machine 10b, and a lower traveling body 20 including a bucket holder 20a and wheels 20b.
It consists of and.
【００４７】サスペンションリンクは、図２も併せて参
照すれば、前車軸２１Ｆ及び後車軸２１Ｒの左右端部に
それぞれ各１本の油圧式サスペンションシリンダ２２Ｆ
Ｌ、２２ＦＲ、２２ＲＬ、２２ＲＲの下端部と、各２本
のラジアスロッド２３、２３の一端部とが、また、各車
軸中央寄りに各一本のラテラルロッド２４の一端部がピ
ン結合され、さらにこれらの他端部がフレーム２５にピ
ン結合された構成となっている。With reference to FIG. 2 as well, the suspension link has one hydraulic suspension cylinder 22F at each of the left and right ends of the front axle 21F and the rear axle 21R.
The lower ends of L, 22FR, 22RL, and 22RR and the ends of each of the two radius rods 23, 23 are pin-coupled to one end of each of the lateral rods 24 toward the center of each axle. The other end of the frame is pin-connected to the frame 25.
【００４８】サスペンション回路は、図３に示す通り、
前輪左側の油圧サスペンションシリンダ２２ＦＬのボト
ム側と後輪右側の油圧サスペンションシリンダ２２ＲＲ
のヘッド側とを接続する管路３１ａ、前輪左側の油圧サ
スペンションシリンダ２２ＦＬのヘッド側と後輪右側の
油圧サスペンションシリンダ２２ＲＲのボトム側とを接
続する管路３１ｂ、前輪右側の油圧サスペンションシリ
ンダ２２ＦＲのボトム側と後輪左側の油圧サスペンショ
ンシリンダ２２ＲＬのヘッド側とを接続する管路３１
ｃ、及び、前輪右側の油圧サスペンションシリンダ２２
ＦＲのヘッド側と後輪左側の油圧サスペンションシリン
ダ２２ＲＬのボトム側とを接続する管路３１ｄのそれぞ
れに可変絞り弁なる２位置切り替え弁３２を介してアキ
ュームレータ３３が接続された構成となっている。The suspension circuit, as shown in FIG.
The bottom side of the hydraulic suspension cylinder 22FL on the left side of the front wheels and the hydraulic suspension cylinder 22RR on the right side of the rear wheels
31a connecting the head side of the front wheel to the hydraulic suspension cylinder 22FL on the left side of the front wheel and the hydraulic suspension cylinder 22RR on the right side of the rear wheel to the bottom side of the hydraulic suspension cylinder 22RR connected to the bottom side of the hydraulic suspension cylinder 22FR on the right side of the front wheel Side and a line 31 for connecting the head side of the hydraulic suspension cylinder 22RL on the left side of the rear wheel
c and the hydraulic suspension cylinder 22 on the right side of the front wheel
An accumulator 33 is connected via a two-position switching valve 32, which is a variable throttle valve, to each of the conduits 31d that connect the head side of the FR and the bottom side of the hydraulic suspension cylinder 22RL on the left side of the rear wheel.
【００４９】２位置切り替え弁３２としては、例えば図
４（ａ）〜（ｄ）の各々に示すように、ソレノイド式２
位置切替え弁が好例であり、同図において、管路３１か
らアキュームレータ３３までの流路を駆動電流Ｓで切り
替える。各流路には、図示するように、大小２個のオリ
フイスＯｂ、Ｏｓ（Ｏｂ＞Ｏｓ）が切り替えられて単独
又は直列となるように設けられている。同図の各例で
は、Ａ位置で小さなオリフイスＯｓが、また、Ｂ位置で
大きなオリフイスＯｂが流路抵抗として作用する。尚、
同図（ｄ）は、同図（ａ）におけるオリフイスＯｂの他
の設置箇所を３態様Ｏb1〜Ｏb3だけ示したものであり、
いずれの箇所に設置してもよい。以上の各事例におい
て、Ａ位置を得るときは、同図（ａ）、（ｂ）、（ｄ）
は駆動電流Ｓを与え、図４（ｃ）は逆に駆動電流Ｓを切
ればよい。尚、ソレノイド式に限定する必要はなく、空
圧作動式でも、パイロット油空圧作動式等であってもよ
い。そして弁自体も直動スプール形、ロータリ形、ボペ
ット形等と各種準備することができる。As the two-position switching valve 32, for example, as shown in each of FIGS.
A position switching valve is a good example, and in the figure, the flow path from the conduit 31 to the accumulator 33 is switched by the drive current S. As shown in the drawing, two orifices Ob and Os (Ob> Os) having a large size and a small size are provided in each flow path so as to be independently or in series. In each example of the figure, a small orifice Os at the position A and a large orifice Ob at the position B act as flow path resistance. still,
FIG. 3D shows other installation locations of the orifice Ob in FIG. 3A only in three modes Ob1 to Ob3.
You may install in any place. In each of the above cases, when obtaining the A position, (a), (b), (d) in FIG.
Gives a drive current S, and conversely in FIG. 4C, the drive current S may be turned off. It is not necessary to limit the solenoid type, and it may be a pneumatic type, a pilot hydraulic type or the like. The valve itself can also be prepared as various types such as a direct-acting spool type, a rotary type, and a boppet type.
【００５０】説明を元に戻す。駆動電流Ｓは、例えば図
５に示すように、変速機の出力軸４０に近接して備えた
車速検出手段なる回転検出センサ４１からの信号Ｓｏ
が、次に説明する可変絞り弁駆動手段によって処理され
た駆動電流であり、総ての２位置切り替え弁３２に対し
て同時に出力される。可変絞り弁駆動手段は、同図に示
すように、車速変速回路４２、リレー４３、電源４４及
びこれらの接続線からなり、信号Ｓｏは、先ずこの車速
変速回路４２に入力する。そしてその波形整形回路４２
１でパルス化され、Ｆ−Ｖ変換回路４２２で回転数に比
例した電圧Ｖに変換され、弁別回路４２４で基準電圧生
成回路４２３からの基準電圧Ｖｓと比較され、この比較
値でリレー駆動回路４２５を駆動し、そのリレー信号Ｓ
１により次のリレー４３を作動させることにより、２位
置切り替え弁３２ノソレノイドへの駆動電流Ｓを可変し
ている。本例での基準電圧Ｖｓは、停車又は走行の弁別
値としてあり、Ｖ＞Ｖｓであるときは、走行時であり、
駆動電流Ｓを流さず、従って、２位置切り替え弁３２を
Ｂ位置とし、大きなオリフイスＯｂの流路を使うことに
より、小さな減衰量を得ている。他方、Ｖ＝Ｖｓのとき
は、作業時であり、小さなオリフイスＯｂの流路へ切り
替えることにより、大きな減衰量が得られるようになっ
ている。尚、２位置切り替え弁３２が上記図４（ｃ）の
ときは、上記説明の駆動電流Ｓの出力状況は、逆になる
ことは言うまでもない。Description will be returned to the original. The drive current S is, for example, as shown in FIG. 5, a signal So from a rotation detection sensor 41, which is a vehicle speed detection means provided near the output shaft 40 of the transmission.
Is the drive current processed by the variable throttle valve drive means, which will be described next, and is simultaneously output to all the two-position switching valves 32. As shown in the figure, the variable throttle valve drive means comprises a vehicle speed shift circuit 42, a relay 43, a power source 44 and a connecting line for these, and a signal So is first input to this vehicle speed shift circuit 42. Then, the waveform shaping circuit 42
1 is pulsed, converted into a voltage V proportional to the rotation speed by the FV conversion circuit 422, compared with the reference voltage Vs from the reference voltage generation circuit 423 by the discrimination circuit 424, and the relay drive circuit 425 with this comparison value. Drive the relay signal S
By actuating the next relay 43 by 1, the drive current S to the 2-position switching valve 32 solenoid is varied. The reference voltage Vs in this example is a discrimination value for stopping or traveling, and when V> Vs, it is during traveling,
Since the drive current S is not passed, the two-position switching valve 32 is set to the B position and the large orifice Ob passage is used, a small amount of attenuation is obtained. On the other hand, when V = Vs, it is during work, and a large attenuation amount can be obtained by switching to the small orifice Ob passage. Needless to say, the output situation of the drive current S described above is reversed when the two-position switching valve 32 is as shown in FIG. 4 (c).
【００５１】上記実施例の作用及び効果を説明する。上
記実施例によれば、可変絞り弁駆動手段は、車速検出手
段（回転検出センサ）が検出した値を予め設定してなる
駐車と走行との弁別基準値と比較し、駐車（作業時）な
らば小さな絞り側へ、走行ならば大きな絞り側へと可変
絞り弁（２位置切り替え弁）を切り替え、前者では大き
な減衰量を得て快適作業性を、他方後者では小さな減衰
量を得て快適走行性を得、これらによる作業効率の増大
を図っている。The operation and effect of the above embodiment will be described. According to the above embodiment, the variable throttle valve drive means compares the value detected by the vehicle speed detection means (rotation detection sensor) with a preset discrimination reference value for parking and traveling, and if the vehicle is parked (at work). For example, the variable throttle valve (2-position switching valve) is switched to a smaller throttle side and to a larger throttle side when traveling. The former gives a large damping amount for comfortable workability, while the latter has a small damping amount for comfortable driving. To improve work efficiency.
【００５２】上記実施例を以下第２実施例と呼ぶ。以下
他の実施例を説明する。第２実施例は次の通りである。
上記第２実施例の可変絞り弁は２位置切り替え弁３２と
したが、これを無段階又は複数段階の可変絞り弁とす
る。そして、可変絞り弁駆動手段を次の通り構成する。
即ち、回転検出センサ４１は、変速機の出力軸４０の回
転数を持続的に検出している。そこで可変絞り弁駆動手
段は、回転検出センサ４１が検出した値を予め設定して
なる駐車と走行との弁別基準値及び低速、中速及び高速
までの段階的走行速度基準値と比較し、駐車ならば小さ
な絞り側へ、走行ならば低速から高速の順に大きな絞り
側から小さな絞り側へと可変絞り弁を段階的に切り替え
ることとした。The above embodiment is hereinafter referred to as a second embodiment. Another embodiment will be described below. The second embodiment is as follows.
Although the variable throttle valve of the second embodiment is the two-position switching valve 32, it is a stepless or multistage variable throttle valve. Then, the variable throttle valve drive means is configured as follows.
That is, the rotation detection sensor 41 continuously detects the rotation speed of the output shaft 40 of the transmission. Therefore, the variable throttle valve driving means compares the parking speed detected by the rotation detection sensor 41 in advance with a reference value for discriminating between parking and traveling and a stepwise traveling speed reference value for low speed, medium speed, and high speed. If so, the variable throttle valve is switched stepwise from the large throttle side to the small throttle side in order from low speed to high speed when traveling.
【００５３】上記第２実施例によれば、作業時は、大き
な減衰量が得られ、さらに、走行時は、低速時には大き
な減衰量が、中速時には中程度の減衰量が、そして高速
時には小さな減衰量が得られるように設定ができる。勿
論、低速時と高速時とに分けてもよく、より細かく分け
てもよい。これにより、作業時は安定的作業が行え、走
行時は車速に応じた減衰量が得られるため、より快適な
走行性を確保することができる。According to the second embodiment described above, a large amount of attenuation can be obtained during work, a large amount of attenuation at low speed, a medium amount of attenuation at medium speed, and a small amount of attenuation at high speed during traveling. It can be set to obtain the amount of attenuation. Of course, it may be divided into low speed and high speed, or may be divided more finely. As a result, stable work can be performed during work, and an attenuation amount according to the vehicle speed can be obtained during travel, so that more comfortable travelability can be ensured.
【００５４】第３実施例は次の通りである。上記車速検
出手段は、例えば、図６に示すように、変速操作レバー
５０の中立位置Ｎにオリフィス切替え弁３２への駆動電
流Ｓを断続するスイッチ５１なる変速レバー中立位置検
出手段としてもよい。尚この場合、可変絞り弁は、例え
ば前記図４（ａ）の２位置切り替え弁３２でよい。この
場合、可変絞り弁駆動手段は、図６に示すように、電源
と２位置切り替え弁３２のソレノイド間を上記スイッチ
５１を介して結線した構成でよい。The third embodiment is as follows. The vehicle speed detecting means may be, for example, as shown in FIG. 6, a shift lever neutral position detecting means which is a switch 51 for connecting and disconnecting the drive current S to the orifice switching valve 32 at the neutral position N of the shift operating lever 50. In this case, the variable throttle valve may be, for example, the two-position switching valve 32 shown in FIG. In this case, as shown in FIG. 6, the variable throttle valve driving means may have a configuration in which the power source and the solenoid of the two-position switching valve 32 are connected via the switch 51.
【００５５】上記第３実施例によれば、変速操作レバー
５０が中立時（即ち、作業時）、駆動電流Ｓがオリフィ
ス切替え弁３２へ流れてこれを前記Ａ位置（作業用オリ
フィスＯｓ使用位置）となり、他方変速操作レバー５０
の他の位置（即ち、走行時）は、駆動電流Ｓが切れ、オ
リフィス切替え弁３２はＢ位置（即ち、走行用オリフィ
スＯｂ使用位置）となり、作業時と走行時、それぞれに
適した減衰量を得ることができる。According to the third embodiment described above, when the gear shift operation lever 50 is in the neutral position (that is, at the time of working), the drive current S flows to the orifice switching valve 32, and the driving current S is set at the position A (working orifice Os use position). And, on the other hand, the gear shift operation lever
At other positions (that is, when traveling), the drive current S is cut off, and the orifice switching valve 32 becomes the B position (that is, the traveling orifice Ob use position). Obtainable.
【００５６】第４実施例は次の通りである。上記車速検
出手段は、図７に示すように、例えば、バケット保持機
２０ａにオリフィス切替え弁３２への駆動電流Ｓを断続
するスイッチ５２なる作業機格納姿勢検出手段としても
よい。この場合も、可変絞り弁は、例えば前記図４
（ａ）の２位置切り替え弁３２でよい。この場合も、可
変絞り弁駆動手段は、図７に示すように、電源と２位置
切り替え弁３２のソレノイド間を上記スイッチ５２を介
して結線した構成でよい。The fourth embodiment is as follows. As shown in FIG. 7, the vehicle speed detecting means may be, for example, a working machine storage posture detecting means which is a switch 52 for connecting and disconnecting the drive current S to the orifice switching valve 32 in the bucket holder 20a. Also in this case, the variable throttle valve is, for example, as shown in FIG.
The two-position switching valve 32 of (a) may be used. Also in this case, the variable throttle valve driving means may be configured such that the power source and the solenoid of the two-position switching valve 32 are connected via the switch 52, as shown in FIG.
【００５７】上記第４実施例によれば、バケットが保持
されていない時（即ち、作業時）、駆動電流Ｓがオリフ
ィス切替え弁３２に流れてこれをＡ位置にし、バケット
が保持されているとき（即ち、走行時）は、駆動電流Ｓ
が切れ、オリフィス切替え弁３２はＢ位置となり、上記
同様に、作業時と走行時、それぞれに適した減衰量を得
ることができる。According to the fourth embodiment, when the bucket is not held (that is, at the time of work), the drive current S flows to the orifice switching valve 32 to set it to the A position, and the bucket is held. (That is, when driving), the drive current S
As a result, the orifice switching valve 32 is set to the B position, and similarly to the above, it is possible to obtain the attenuation amount suitable for each of the work and the traveling.
【００５８】第５実施例は次の通りである。上記車速検
出手段は、図示しないが、例えば、作業機操作レバーの
中立位置にオリフィス切替え弁３２への駆動電流Ｓを断
続するスイッチなる作業機操作レバー中立位置検出手段
であってもよい。この場合も、可変絞り弁は、例えば前
記図４（ａ）の２位置切り替え弁３２でよい。この場
合、可変絞り弁駆動手段は、作業機操作レバー中立位置
検出手段が検出した値に基づき、中立位置ならば大きな
絞り側へ、他の位置ならば小さな絞り側へと可変絞り弁
を切り替える構成となる。第５実施例によれば、作業時
と走行時、それぞれに適した減衰量を得ることができ
る。しかも、走行中でも、作業機操作レバーを作動させ
ることにより、作業時の減衰量が得られるため、例えば
ホイールローダにおけるいわゆるロードアンドキャリー
を高効率で行えるようになる。The fifth embodiment is as follows. Although not shown, the vehicle speed detecting means may be, for example, a working machine operating lever neutral position detecting means which is a switch for connecting and disconnecting the drive current S to the orifice switching valve 32 at the neutral position of the working machine operating lever. Also in this case, the variable throttle valve may be, for example, the two-position switching valve 32 shown in FIG. In this case, the variable throttle valve drive means is configured to switch the variable throttle valve to the large throttle side at the neutral position and to the small throttle side at other positions based on the value detected by the work machine operation lever neutral position detection means. Becomes According to the fifth embodiment, it is possible to obtain the attenuation amount suitable for each of the work and the traveling. In addition, since the amount of attenuation at the time of work can be obtained by operating the work implement operating lever even while traveling, for example, so-called load and carry in a wheel loader can be performed with high efficiency.
【００５９】第６実施例は次の通りである。上記車速検
出手段は、図８（ａ）及び図９に示すように、例えば、
サービスブレーキ用油圧回路６０にオリフィス切替え弁
３２への駆動電流Ｓを断続するスイッチ５３なるブレー
キ作動検出手段であってもよい。この場合も、可変絞り
弁は、例えば前記図４（ａ）の２位置切り替え弁３２で
よい。この場合、可変絞り弁駆動手段は、同図に示すよ
うな簡単な回路で構成できる。The sixth embodiment is as follows. The vehicle speed detecting means is, for example, as shown in FIGS.
It may be a brake operation detecting means which is a switch 53 for connecting and disconnecting the drive current S to the orifice switching valve 32 in the service brake hydraulic circuit 60. Also in this case, the variable throttle valve may be, for example, the two-position switching valve 32 shown in FIG. In this case, the variable throttle valve drive means can be configured by a simple circuit as shown in the figure.
【００６０】上記第６実施例によれば、ブレーキ時（即
ち、作業時）、駆動電流Ｓがオリフィス切替え弁３２に
流れてこれをＡ位置にする。ブレーキがかからないとき
は、駆動電流Ｓが切れ、オリフィス切替え弁３２はＢ位
置（即ち、走行時）となる。また、スイッチ５３の装着
は上記サービスブレーキ用油圧回路６０に限る必要はな
く、図８（ｂ）に示すように、パーキングブレーキ用油
圧回路６１でもよい。勿論、図９に示すように、これら
を並列接続し、論理和として駆動させてもよい。また、
ブレーキペダルやブレーキレバーそのものに、スイッチ
５３、５４を装着してもよい。According to the sixth embodiment described above, the drive current S flows into the orifice switching valve 32 during braking (that is, during working) to bring it to the A position. When the brake is not applied, the drive current S is cut off and the orifice switching valve 32 is in the B position (that is, when traveling). Further, the mounting of the switch 53 is not limited to the service brake hydraulic circuit 60, and may be the parking brake hydraulic circuit 61 as shown in FIG. 8B. Of course, as shown in FIG. 9, these may be connected in parallel and driven as a logical sum. Also,
The switches 53 and 54 may be attached to the brake pedal or the brake lever itself.
【００６１】尚、ここでサービスブレーキは、走行時に
作動させるものであるため、本構成によれば、ブレーキ
を作動させる毎に、減衰量が大きくなる。通常、走行時
でのブレーキ時は車両慣性からみて減衰量が多きい方が
よく、従って、本実施例によれば、本要求が達成される
ようになり、より快適な走行性能を得ることができるよ
うになる。Since the service brake is actuated at the time of traveling, the damping amount increases every time the brake is actuated. Generally, it is better that the amount of attenuation is large when the vehicle is braked during traveling in view of the vehicle inertia. Therefore, according to the present embodiment, this requirement can be achieved, and more comfortable traveling performance can be obtained. become able to.
【００６２】第７実施例は次の通りである。ホイール式
建設車両のほとんどは、下部走行体と、作業時を装着し
た上部旋回体とから構成され、かつ、前後方向が長手方
向となっている。それ故、上部旋回体が旋回すると、作
業機方向が車体の長手方向に対して変化するため、各ホ
イールにかかる荷重も変化する。従って旋回位置毎に異
なる減衰量を与えるのが好ましい。例えばホイール式シ
ョベルでは、例えば前輪について言えば、ワーク荷重と
自重との重心位置の関係からみて、通常、作業機が前部
に位置して掘削作業をする場合の前輪荷重は、上部旋回
体が旋回して作業機が横部に位置して掘削作業をする場
合の前輪荷重よりも大きく、従って、大きな減衰量が欲
しい。かかる車両姿勢を考慮し、本実施例は、図示しな
いが、車速検出手段を作業機旋回位置検出手段とした。
そして、可変絞り弁駆動手段を、前記作業機旋回位置検
出手段が検出した値に応じて可変絞り弁を段階的に切り
替える可変絞り弁駆動手段とした。上記ホイール式ショ
ベルの例では、作業機が前部に位置している場合は小さ
な絞り側へ、他方作業機が横部に位置している場合は大
きな絞り側へ切り替えることになるが、これは、車体の
サイズや作業機取り付け位置等、各車両の仕様を勘案し
て設定する値である。例えば、上記ホイール式ショベル
の例でも、作業機が斜め位置にあるときは、中間の絞り
量でよいとも限らず、総て車両の使用によって決定され
るものである。第１０実施例については図１１に示す構
成によって達成できる。The seventh embodiment is as follows. Most of the wheel-type construction vehicles are composed of a lower traveling body and an upper revolving structure that is mounted during work, and the longitudinal direction is the front-rear direction. Therefore, when the upper-part turning body turns, the working machine direction changes with respect to the longitudinal direction of the vehicle body, and the load applied to each wheel also changes. Therefore, it is preferable to give a different attenuation amount for each turning position. For example, in the case of a wheel type shovel, for example, in the case of the front wheels, in view of the relationship between the work load and the center of gravity of its own weight, the front wheel load when the excavation work is performed when the working machine is located in the front part is usually The load is larger than the front wheel load when turning and the work machine is located on the side to perform excavation work, so a large amount of damping is desired. In consideration of such a vehicle attitude, although not shown in the present embodiment, the vehicle speed detecting means is the working machine turning position detecting means.
The variable throttle valve drive means is a variable throttle valve drive means that switches the variable throttle valve stepwise according to the value detected by the working machine turning position detection means. In the example of the above wheel type excavator, when the work implement is located in the front part, it is switched to the small squeeze side, while when the work implement is located in the lateral part, it is switched to the large squeeze side. It is a value that is set in consideration of the specifications of each vehicle, such as the size of the vehicle body and the work machine mounting position. For example, also in the example of the wheel type shovel described above, when the work machine is in the oblique position, it does not necessarily have to be an intermediate throttle amount, and it is all determined by the use of the vehicle. The tenth embodiment can be achieved by the configuration shown in FIG.
【００６３】第８実施例は、図１１に示す構成によって
達成できる。The eighth embodiment can be achieved by the structure shown in FIG.
【００６４】以上第１実施例〜第８実施例まで説明した
が、上記車速検出手段、変速レバー中立位置検出手段、
作業機格納姿勢検出手段、作業機操作レバー中立位置検
出手段、ブレーキ作動検出手段、作業機旋回位置検出手
段はいずれも車両状態検出手段であって、その他各種形
態を準備することができる。また例えば、個々の車両状
態検出手段であっても、上記実施例での回転センサやス
イッチばかりでなく、油圧、油流量、空圧、電圧、電
流、力、歪、トルク等々、無数に準備できる。他方、可
変絞り弁駆動手段は、前記車両状態検出手段に則して構
成されるが、これも、例えば可変絞り弁自体を直動式と
し、そのリンクの端末（作動点）を、例えば第３実施例
ならばバケット保持位置に設置することにより、該可変
絞り弁を直引きするような簡単な構成とすることもでき
る等、その構成も無数にある。Although the first to eighth embodiments have been described above, the vehicle speed detecting means, the shift lever neutral position detecting means,
The work implement storage attitude detecting means, the work implement operating lever neutral position detecting means, the brake actuation detecting means, and the work implement turning position detecting means are all vehicle state detecting means, and various other forms can be prepared. Further, for example, even in the individual vehicle state detecting means, not only the rotation sensor and the switch in the above embodiment, but also the oil pressure, the oil flow rate, the air pressure, the voltage, the current, the force, the strain, the torque, etc. can be prepared innumerably. . On the other hand, the variable throttle valve drive means is configured in accordance with the vehicle state detection means, but this is also, for example, a direct drive type variable throttle valve itself, and the terminal (operating point) of the link is, for example, the third In the case of the embodiment, the variable throttle valve can be directly pulled by installing it at the bucket holding position, so that the structure is innumerable.
【００６５】さらに、車両状態検出手段と可変絞り弁駆
動手段とは、例えば上記各実施例のように、独立して構
成するだけでなく、例えば、図９及び図１０に示すよう
に、複数個の車両状態検出手段を備え、各車両状態検出
手段からの検出信号Ｓｏの一部又は総てについて、論理
和、論理積、優先順位又はこれらの組み合わせる可変絞
り弁駆動手段を備えてもよい。Further, the vehicle state detecting means and the variable throttle valve driving means are not only constructed independently as in the above-mentioned respective embodiments, but also as shown in FIG. 9 and FIG. The vehicle state detecting means may be provided, and variable throttle valve drive means may be provided for a logical sum, a logical product, a priority order, or a combination thereof for some or all of the detection signals So from each vehicle state detecting means.
【００６６】例えば、車両状態検出手段を、車速検出手
段と、ブレーキ作動検出手段と、作業機旋回位置検出手
段とで構成し、可変絞り弁駆動手段は、先ず作業時と走
行時とを弁別し、さらに作業時は作業機旋回位置毎に、
走行時は走行速度毎に弁別し、さらに、走行車両状態検
出手段は、高速走行でのブレーキか、通常走行での急ブ
レーキか等に弁別し、それぞれ最適な絞り量（即ち、減
衰量）となるように、可変絞り弁は、例えば図４（ｅ）
の３位置切り替え弁３２でもよく、または連続可変絞り
弁等であってもよい。For example, the vehicle state detecting means is composed of a vehicle speed detecting means, a brake operation detecting means, and a working machine turning position detecting means, and the variable throttle valve driving means first discriminates between working and running. , Furthermore, at the time of work, for each work machine turning position,
When the vehicle is traveling, it discriminates for each traveling speed, and the traveling vehicle state detecting means discriminates whether it is a brake during high-speed traveling or a sudden braking during normal traveling, and determines the optimal throttle amount (that is, the attenuation amount) for each. As shown in FIG.
The three-position switching valve 32 may be used, or a continuously variable throttle valve or the like may be used.
【００６７】図１はこの組み合わせ例の模式図でもあ
る。ホイール式ショベルには、回転検出センサ４１、変
速レバー５０に設けたスイッチ５１、バケット保持機２
０ａに設けたスイッチ５２、ブレーキペダル７０に設け
たスイッチ及び作業機操作レバー８０に設けたスイッチ
８１からなる各車両状態検出手段が制御器９０なる可変
絞り弁駆動手段に接続され、該制御器９０の出力信号線
が可変絞り弁３２に接続されている。前記制御器９０
は、前述の論理和、論理積、優先回路、遅延回路等が予
め設定されており、各車両状態検出手段からの信号を整
理し、可変絞り弁を種々切り替える駆動信号Ｓを可変絞
り弁３２へ出力する。尚、同図破線で示されるものは、
前記ブレーキペダル７０のスイッチ５３に替わるブレー
キ油空圧の検出スイッチの装着例を示したものである。FIG. 1 is also a schematic diagram of this combination example. The wheel type shovel includes a rotation detection sensor 41, a switch 51 provided on the speed change lever 50, and a bucket holder 2.
0a, a switch 52 provided on the brake pedal 70, and a switch 81 provided on the working machine operating lever 80, each vehicle state detecting means is connected to a variable throttle valve driving means which is a controller 90, and the controller 90 The output signal line of is connected to the variable throttle valve 32. The controller 90
Are preset with the above-mentioned logical sum, logical product, priority circuit, delay circuit, etc., arrange signals from each vehicle state detecting means, and drive signal S for switching various variable throttle valves to variable throttle valve 32. Output. In addition, what is shown by the broken line in the figure is
It shows an example of mounting a brake fluid air pressure detection switch in place of the switch 53 of the brake pedal 70.
【００６８】勿論、車両自体も、上記実施例のように、
ホイール式ショベルに限る必要はなく、ホイール式クレ
ーン等であってもよく、また、サスペンション方式も、
上記実施例のように、左右一体形車軸式に限定されるも
のではなく、前後いずれか一方が独立懸架であっても、
又は全輪独立懸架式であってもよい。As a matter of course, the vehicle itself, as in the above embodiment,
It is not limited to the wheel type shovel, and it may be a wheel type crane or the like, and the suspension type is also
As in the above embodiment, it is not limited to the left and right integrated axle type, and even if one of the front and rear is independent suspension,
Alternatively, all wheels may be independently suspended.
【００６９】[0069]
【発明の効果】以上説明したように、本発明に係わるホ
イール式建設車両のサスペンション装置によれば、次の
効果を奏する。 （１）サスペンション回路に設けた可変絞り弁を切り換
えることにより、走行時と作業時とに最適減哀量を与え
ることができる。即ち、車両状態に応じて最適減哀量が
得られるため、快適作業性及び快適走行性が確保できる
ことが可能となる。As described above, the suspension device for a wheel-type construction vehicle according to the present invention has the following effects. (1) By switching the variable throttle valve provided in the suspension circuit, it is possible to provide an optimal amount of reduction during running and during work. That is, since the optimum amount of reduction is obtained according to the vehicle state, it is possible to ensure comfortable workability and comfortable traveling performance.
【００７０】（２）サスペンション回路に設けた可変絞
り弁と、車両状態検出手段と、可変絞り弁駆動手段と備
えたため、作業時、走行時、作業時ならば各状態毎に、
又は、走行時ならば各状態毎等に、最適減衰量を与える
ことができる。また複数個の車両状態検出手段からの検
出値に対してこれらを各種最適組み合わせて可変絞り弁
を作動させる可変絞り弁駆動手段を備えた構成によれ
ば、より細やかに、各車両状態に応じた減衰量を与える
ことができる。即ち、車両状態に応じて各種最適減衰量
が得られるため、快適作業性及び快適走行性が確保で
き、作業効率を高めることが可能となる。(2) Since the variable throttle valve provided in the suspension circuit, the vehicle state detecting means, and the variable throttle valve driving means are provided, each state can be obtained during work, traveling, and work.
Alternatively, when traveling, an optimum amount of attenuation can be given for each state. Further, according to the configuration provided with the variable throttle valve drive means for operating the variable throttle valve by variously optimally combining the detected values from the plurality of vehicle state detection means, it is possible to more finely respond to each vehicle state. Attenuation can be given. That is, since various optimum attenuations are obtained according to the vehicle state, comfortable workability and comfortable traveling performance can be secured, and work efficiency can be improved.
【図１】実施例の全体構成図である。FIG. 1 is an overall configuration diagram of an embodiment.
【図２】実施例におけるホイール式建設車両の前視図で
ある。FIG. 2 is a front view of the wheel-type construction vehicle in the embodiment.
【図３】実施例のおけるサスペンション回路の要部図で
ある。FIG. 3 is a main part diagram of a suspension circuit according to an embodiment.
【図４】実施例のおける可変絞り弁である２位置切り替
え弁の回路例の図であり、図（ａ）〜図（ｅ）はいずれ
も態様例である。FIG. 4 is a diagram of a circuit example of a two-position switching valve that is a variable throttle valve according to an embodiment, and FIGS. 4A to 4E are examples of embodiments.
【図５】第１実施例における車両状態検出手段と可変絞
り弁駆動手段と可変絞り弁との結線例を示す図である。FIG. 5 is a diagram showing a connection example of a vehicle state detecting means, a variable throttle valve driving means, and a variable throttle valve in the first embodiment.
【図６】第３実施例における車両状態検出手段と可変絞
り弁駆動手段と可変絞り弁との結線例を示す図である。FIG. 6 is a diagram showing a connection example of a vehicle state detecting means, a variable throttle valve driving means, and a variable throttle valve in the third embodiment.
【図７】第４実施例における車両状態検出手段と可変絞
り弁駆動手段と可変絞り弁との結線例を示す図である。FIG. 7 is a diagram showing a connection example of a vehicle state detecting means, a variable throttle valve driving means, and a variable throttle valve in a fourth embodiment.
【図８】第６実施例における車両状態検出手段の装着図
であり、図（ａ）はサービスブレーキへの装着例、図
（ｂ）はパーキングブレーキへの装着である。FIG. 8 is a mounting view of a vehicle state detecting means in a sixth embodiment, FIG. 8A is a mounting example on a service brake, and FIG. 8B is a mounting on a parking brake.
【図９】第６実施例における各車両状態検出手段と可変
絞り弁駆動手段と可変絞り弁との結線例を示す図であ
る。FIG. 9 is a diagram showing an example of connection of each vehicle state detecting means, variable throttle valve driving means, and variable throttle valve in the sixth embodiment.
【図１０】他の実施例なる各車両状態検出手段と可変絞
り弁駆動手段と可変絞り弁との結線例を示す図である。FIG. 10 is a diagram showing an example of connection between each vehicle state detecting means, variable throttle valve driving means, and variable throttle valve according to another embodiment.
【図１１】第８実施例における各車両状態検出手段と可
変絞り弁駆動手段と可変絞り弁との結線例を示す図であ
る。FIG. 11 is a diagram showing an example of connection between each vehicle state detecting means, variable throttle valve driving means, and variable throttle valve in the eighth embodiment.
【図１２】従来技術である固定式サスペンション装置の
前視図である。FIG. 12 is a front view of a conventional fixed suspension device.
【図１３】従来技術であるピン結合サスペンション装置
の前視図である。FIG. 13 is a front view of a conventional pin-coupled suspension device.
【図１４】従来技術であるピン結合サスペンション装置
におけるサスロック回路例を示す図である。FIG. 14 is a diagram showing an example of a suspension lock circuit in a conventional pin coupling suspension device.
【図１５】ホイール式建設車両の姿勢図である。FIG. 15 is a posture view of a wheel-type construction vehicle.
【図１６】ホイール式建設車両の姿勢図である。FIG. 16 is a posture view of a wheel-type construction vehicle.
２０ａ・・・・バケット保持機 ２２・・・・油圧サスペンションシリンダ ３１ａ〜３１ｄ・・・・管路 ３２・・・・２位置切り替え弁（可変絞り弁） ３３・・・・アキュームレータ ４１・・・・回転検出センサ ５０・・・・変速レバー ５１〜５３、６１・・・・スイッチ ６０・・・・作業機操作レバー ７０・・・・ブレーキペダル ９０・・・・制御機 Ｓ・・・・駆動電流（駆動信号） 20a ... Bucket holder 22 ... Hydraulic suspension cylinders 31a to 31d ... Pipe line 32 ... Two-position switching valve (variable throttle valve) 33 ... Accumulator 41 ... Rotation detection sensor 50 ... Gear shift levers 51 to 53, 61 ... Switch 60 ... Working machine operating lever 70 ... Brake pedal 90 ... Controller S ... Drive current (Drive signal)
Claims (10)
ボトム側と後輪右側油圧サスペンションシリンダのヘッ
ド側とを接続する管路、前輪左側油圧サスペンションシ
リンダのヘッド側と後輪右側油圧サスペンションシリン
ダのボトム側とを接続する管路、前輪右側油圧サスペン
ションシリンダのボトム側と後輪左側油圧サスペンショ
ンシリンダのヘッド側とを接続する管路、及び、前輪右
側油圧サスペンションシリンダのヘッド側と後輪左側油
圧サスペンションシリンダのボトム側とを接続する管路
のそれぞれに可変絞り弁を介してアキュームレータを接
続してなるサスペンション回路と、車両状態検出手段
と、この車両状態検出手段が検出した値に応じて前記可
変絞り弁を切り替える可変絞り弁駆動手段とを備えるこ
とを特徴とするホイール式建設車両のサスペンション装
置。1. A pipe line connecting the bottom side of the front left hydraulic suspension cylinder and the head side of the rear right hydraulic suspension cylinder, the head side of the front left hydraulic suspension cylinder and the bottom side of the rear right hydraulic suspension cylinder. Pipe lines to connect, a pipe line connecting the bottom side of the front right hydraulic suspension cylinder and the head side of the rear left hydraulic suspension cylinder, and the head side of the front right hydraulic suspension cylinder and the bottom side of the rear left hydraulic suspension cylinder A suspension circuit in which an accumulator is connected via a variable throttle valve to each of the pipes that connect to the vehicle, a vehicle state detecting means, and a variable switch for switching the variable throttle valve according to a value detected by the vehicle state detecting means. A wheel having a throttle valve drive means Le type suspension system for construction vehicles.
ボトム側と後輪右側油圧サスペンションシリンダのヘッ
ド側とを接続する管路、前輪左側油圧サスペンションシ
リンダのヘッド側と後輪右側油圧サスペンションシリン
ダのボトム側とを接続する管路、前輪右側油圧サスペン
ションシリンダのボトム側と後輪左側油圧サスペンショ
ンシリンダのヘッド側とを接続する管路、及び、前輪右
側油圧サスペンションシリンダのヘッド側と後輪左側油
圧サスペンションシリンダのボトム側とを接続する管路
のそれぞれに可変絞り弁を介してアキュームレータを接
続してなるサスペンション回路と、検出対象が異なる複
数個の車両状態検出手段と、各車両状態検出手段に対し
て予め指定してなる順位に従い、各車両状態検出手段が
検出した値に応じて可変絞り弁を切り替える可変絞り弁
駆動手段とを備えることを特徴とするホイール式建設車
両のサスペンション装置。2. A conduit connecting the bottom side of the front left hydraulic suspension cylinder and the head side of the rear right hydraulic suspension cylinder, the head side of the front left hydraulic suspension cylinder and the bottom side of the rear right hydraulic suspension cylinder. Pipe lines to connect, a pipe line connecting the bottom side of the front right hydraulic suspension cylinder and the head side of the rear left hydraulic suspension cylinder, and the head side of the front right hydraulic suspension cylinder and the bottom side of the rear left hydraulic suspension cylinder A suspension circuit in which an accumulator is connected via a variable throttle valve to each of the pipelines that connect with each other, a plurality of vehicle state detection means with different detection targets, and a vehicle state detection means According to the value detected by each vehicle state detection means A suspension device for a wheel-type construction vehicle, comprising: a variable throttle valve drive means for switching the variable throttle valve.
り、かつ、可変絞り弁駆動手段は、前記車速検出手段が
検出した値を予め設定してなる駐車と走行との弁別基準
値と比較し、駐車ならば小さな絞り側へ、走行ならば大
きな絞り側へと可変絞り弁を切り替える可変絞り弁駆動
手段であることを特徴とする請求項１又は請求項２記載
のホイール式建設車両のサスペンション装置。3. The vehicle state detecting means is a vehicle speed detecting means, and the variable throttle valve driving means compares a value detected by the vehicle speed detecting means with a preset reference value for discrimination between parking and traveling. However, the suspension of the wheel-type construction vehicle according to claim 1 or 2, wherein the variable throttle valve drive means switches the variable throttle valve to a small throttle side when parking and to a large throttle side when traveling. apparatus.
り、かつ、可変絞り弁駆動手段は、前記車速検出手段が
検出した値を予め設定してなる駐車と走行との弁別基準
値及び低速から高速までの段階的走行速度基準値と比較
し、駐車ならば小さな絞り側へ、走行ならば低速から高
速の順に大きな絞り側から小さな絞り側へと可変絞り弁
を段階的に切り替える可変絞り弁駆動手段であることを
特徴とする請求項１又は請求項２記載のホイール式建設
車両のサスペンション装置。4. The vehicle state detection means is a vehicle speed detection means, and the variable throttle valve drive means sets a value detected by the vehicle speed detection means in advance to discriminate between a parking reference value and a traveling reference value and a low speed. Variable throttle valve that switches the variable throttle valve stepwise from the large throttle side to the small throttle side in order from low speed to high speed when traveling, compared with the stepwise traveling speed reference value from high speed to high speed The suspension device for a wheeled construction vehicle according to claim 1 or 2, which is a drive means.
置検出手段であり、かつ、可変絞り弁駆動手段は、前記
変速レバー中立位置検出手段が検出した値に基づき、中
立位置ならば小さな絞り側へ、他の位置ならば大きな絞
り側へと可変絞り弁を切り替える可変絞り弁駆動手段で
あることを特徴とする請求項１又は請求項２記載のホイ
ール式建設車両のサスペンション装置。5. The vehicle state detecting means is a shift lever neutral position detecting means, and the variable throttle valve driving means is based on a value detected by the shift lever neutral position detecting means, and is a small throttle side if the neutral position. The suspension device for a wheeled construction vehicle according to claim 1 or 2, wherein the suspension device is a variable throttle valve drive means for switching the variable throttle valve to a larger throttle side at other positions.
出手段であり、かつ、可変絞り弁駆動手段は、前記作業
機格納姿勢検出手段が検出した値に基づき、格納姿勢な
らば大きな絞り側へ、他の姿勢ならば小さな絞り側へと
可変絞り弁を切り替える可変絞り弁駆動手段であること
を特徴とする請求項１又は請求項２記載のホイール式建
設車両のサスペンション装置。6. The vehicle state detecting means is a working machine storage attitude detecting means, and the variable throttle valve driving means is based on a value detected by the working machine storage attitude detecting means, and if the storing attitude is a large throttle side. The suspension device for a wheeled construction vehicle according to claim 1 or 2, wherein the suspension device is a variable throttle valve drive means for switching the variable throttle valve to a smaller throttle side in other postures.
中立位置検出手段であり、かつ、可変絞り弁駆動手段
は、前記作業機操作レバー中立位置検出手段が検出した
値に基づき、中立位置ならば大きな絞り側へ、他の位置
ならば小さな絞り側へと可変絞り弁を切り替える可変絞
り弁駆動手段であることを特徴とする請求項１又は請求
項２記載のホイール式建設車両のサスペンション装置。7. The vehicle state detecting means is a working machine operating lever neutral position detecting means, and the variable throttle valve driving means is a neutral position based on a value detected by the working machine operating lever neutral position detecting means. The suspension device for a wheel-type construction vehicle according to claim 1 or 2, wherein the suspension device is a variable throttle valve drive means for switching the variable throttle valve to a large throttle side and a small throttle side at other positions.
手段であり、かつ、可変絞り弁駆動手段は、前記ブレー
キ作動検出手段が検出した値に基づき、ブレーキ作動な
らば小さな絞り側へ、他ならば大きな絞り側へと可変絞
り弁を切り替える可変絞り弁駆動手段であることを特徴
とする請求項１又は請求項２記載のホイール式建設車両
のサスペンション装置。8. The vehicle state detection means is a brake actuation detection means, and the variable throttle valve drive means is based on a value detected by the brake actuation detection means, if the brake operation is performed, to a small throttle side, otherwise. The suspension device for a wheel-type construction vehicle according to claim 1 or 2, wherein the suspension device is a variable throttle valve drive means for switching the variable throttle valve to a larger throttle side.
出手段であり、かつ、可変絞り弁駆動手段は、前記作業
機旋回位置検出手段が検出した値に応じて可変絞り弁を
段階的に切り替える可変絞り弁駆動手段であることを特
徴とする請求項１又は請求項２記載のホイール式建設車
両のサスペンション装置。9. The vehicle state detecting means is a working machine turning position detecting means, and the variable throttle valve driving means gradually changes the variable throttle valve according to a value detected by the working machine turning position detecting means. The suspension device for a wheeled construction vehicle according to claim 1 or 2, wherein the suspension device is a variable throttle valve drive means for switching.
れた走行と作業との切り替えスイッチであり、かつ、可
変絞り弁駆動手段は、前記スイッチが走行側であれば大
きな絞り側へ、作業側であれば小さな絞り側へと可変絞
り弁を切り替える可変絞り弁駆動手段であることを特徴
とする請求項１又は請求項２記載のホイール式建設車両
サスペンション装置。10. The vehicle state detecting means is a switch for switching between running and working provided in a driver's seat, and the variable throttle valve driving means works to a large throttle side when the switch is on the running side. 3. The wheel-type construction vehicle suspension device according to claim 1, wherein the wheel type construction vehicle suspension device is variable throttle valve drive means for switching the variable throttle valve to a smaller throttle side if it is on the side.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6034230A JPH07223419A (en) | 1994-02-08 | 1994-02-08 | Suspension device for wheel type construction vehicle |
| KR1019950001916A KR0167856B1 (en) | 1994-02-08 | 1995-02-03 | Suspension device for wheel type constructon vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6034230A JPH07223419A (en) | 1994-02-08 | 1994-02-08 | Suspension device for wheel type construction vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07223419A true JPH07223419A (en) | 1995-08-22 |
Family
ID=12408353
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6034230A Pending JPH07223419A (en) | 1994-02-08 | 1994-02-08 | Suspension device for wheel type construction vehicle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH07223419A (en) |
| KR (1) | KR0167856B1 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2000047433A1 (en) * | 1999-02-09 | 2000-08-17 | Hitachi Construction Machinery Co., Ltd. | Wheel type working vehicle |
| JP2000233624A (en) * | 1999-02-15 | 2000-08-29 | Hitachi Constr Mach Co Ltd | Wheel shovel having suspension device |
| JP2006322608A (en) * | 2005-04-18 | 2006-11-30 | Shin Caterpillar Mitsubishi Ltd | Mount device |
| DE10356171B4 (en) * | 2002-12-17 | 2007-04-05 | Komatsu Ltd. | System for damping vibrations during operation of a work vehicle |
| JP2009137371A (en) * | 2007-12-05 | 2009-06-25 | Kubota Corp | Suspension device for working vehicle |
| JP2009137372A (en) * | 2007-12-05 | 2009-06-25 | Kubota Corp | Suspension device for working vehicle |
| JP2009196591A (en) * | 2008-02-25 | 2009-09-03 | Kubota Corp | Suspension structure for working vehicle |
| JP2009255731A (en) * | 2008-04-16 | 2009-11-05 | Kubota Corp | Suspension structure of work vehicle |
| CN111946678A (en) * | 2020-07-27 | 2020-11-17 | 南京理工大学 | Seat disc hydraulic system with pressure feedback type adjustable throttle valve |
-
1994
- 1994-02-08 JP JP6034230A patent/JPH07223419A/en active Pending
-
1995
- 1995-02-03 KR KR1019950001916A patent/KR0167856B1/en not_active IP Right Cessation
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2000047433A1 (en) * | 1999-02-09 | 2000-08-17 | Hitachi Construction Machinery Co., Ltd. | Wheel type working vehicle |
| US6820877B1 (en) | 1999-02-09 | 2004-11-23 | Hitachi Construction Machinery Co., Ltd. | Wheeled type working vehicle |
| US7104548B2 (en) | 1999-02-09 | 2006-09-12 | Hitachi Construction Machinery Co., Ltd. | Wheeled type working vehicle |
| JP2000233624A (en) * | 1999-02-15 | 2000-08-29 | Hitachi Constr Mach Co Ltd | Wheel shovel having suspension device |
| DE10356171B4 (en) * | 2002-12-17 | 2007-04-05 | Komatsu Ltd. | System for damping vibrations during operation of a work vehicle |
| JP2006322608A (en) * | 2005-04-18 | 2006-11-30 | Shin Caterpillar Mitsubishi Ltd | Mount device |
| JP2009137371A (en) * | 2007-12-05 | 2009-06-25 | Kubota Corp | Suspension device for working vehicle |
| JP2009137372A (en) * | 2007-12-05 | 2009-06-25 | Kubota Corp | Suspension device for working vehicle |
| JP2009196591A (en) * | 2008-02-25 | 2009-09-03 | Kubota Corp | Suspension structure for working vehicle |
| JP2009255731A (en) * | 2008-04-16 | 2009-11-05 | Kubota Corp | Suspension structure of work vehicle |
| CN111946678A (en) * | 2020-07-27 | 2020-11-17 | 南京理工大学 | Seat disc hydraulic system with pressure feedback type adjustable throttle valve |
| CN111946678B (en) * | 2020-07-27 | 2022-07-19 | 南京理工大学 | Seat disc hydraulic system with pressure feedback type adjustable throttle valve |
Also Published As
| Publication number | Publication date |
|---|---|
| KR950024904A (en) | 1995-09-15 |
| KR0167856B1 (en) | 1999-01-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| WO2007052692A1 (en) | Travel control device for working vehicle and working vehicle | |
| JPH07223419A (en) | Suspension device for wheel type construction vehicle | |
| JP2009196591A (en) | Suspension structure for working vehicle | |
| JP2017518224A (en) | Improved trim control system for vehicles with more than two wheels | |
| JP4606228B2 (en) | HST traveling system for work machines | |
| JP7451789B2 (en) | work equipment | |
| CN102510922A (en) | Device for suppressing travel vibration in a working vehicle | |
| JP5800846B2 (en) | Driving control device for wheeled work vehicle | |
| JPH1044735A (en) | Suspension device and its controlling method in excavation working vehicle | |
| JP3155621B2 (en) | Work vehicle controller | |
| JP4282871B2 (en) | Hydraulic traveling vehicle | |
| JP2009051259A (en) | Control mechanism of independent type suspension for work vehicle | |
| JP3965932B2 (en) | Hydraulic control circuit of excavator | |
| JP6648296B2 (en) | Work vehicle | |
| JPH0245076Y2 (en) | ||
| WO2023175914A1 (en) | Power transmitting device for vehicle | |
| CA2008280C (en) | Hydraulic propelling apparatus for a vehicle | |
| JP3145036B2 (en) | Work vehicle counterweight | |
| JPH08277547A (en) | Traveling system control circuit for car | |
| JPH0880722A (en) | Suspension device for vehicle | |
| JP4186479B2 (en) | Braking force control device for hydraulic traveling vehicle | |
| JPH03244720A (en) | Damping device for vibration of working vehicle | |
| WO2022070579A1 (en) | Work machine | |
| JPH083748Y2 (en) | Control device for hydraulically driven vehicle | |
| JPH0513818Y2 (en) |