JP2003333907A - Operating device of traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem such that since conventional devices have a constitution in which a brake pedal and transmission lever have a widely separated positional relationship in left and right direction, and in addition, both are linked and coupled with a link arm, etc., the constitution of the coupling becomes complex, a timing for a speed reduction coupling to the transmission lever lacks accuracy and maintenance is not easily performed. <P>SOLUTION: This operating device of a traveling vehicle is characterized by having a constitution of braking with a stepping for rotating operation of an arm of the brake pedal in front side direction, setting that the transmission zone becomes a high speed side by a rotating operation of the transmission lever in front side direction, arranging the rotating shaft of the brake pedal with the rotational shaft of the transmission lever becoming close to each other, and constituting relationally so that the an actuating part rotating with the brake pedal arm as one unit makes a contact with an actuated part rotating with the transmission lever in one unit on operating the brake so as to return the transmission lever from its high speed side to low speed side forcibly. <P>COPYRIGHT: (C)2004,JPO

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operating device for a traveling vehicle such as a rice transplanter and the like, and belongs to the technical field of agricultural machinery. 2. Description of the Related Art There is an interlocking structure in which a speed change lever is returned to a neutral position only when left and right brake pedals are simultaneously braked. [0003] In the prior art, the brake pedal and the speed change lever are in a positional relationship largely separated in the left-right direction, and furthermore, the two are interlocked and connected by a link arm or the like. Therefore, the interlocking structure becomes complicated and lacks accuracy even in the deceleration interlocking timing to the shift lever,
There was a problem that maintenance was difficult to perform easily. [0004] An object of the present invention is to solve such a problem. [0005] The present invention takes the following technical means to solve the above-mentioned problems. That is,
According to a first aspect of the present invention, there is provided a brake pedal for operating a brake device by a rotation operation in a front-rear direction or a vertical direction with a left-right lateral rotation axis serving as a fulcrum, and a left-right lateral rotation shaft. A shift lever that operates the transmission to shift up and down by a turning operation in the front-rear direction with the fulcrum as a fulcrum. The shift range is set to the high-speed side by the turning operation of the brake pedal in the forward direction, the brake pedal turning shaft and the shift lever turning shaft are arranged close to each other, and integrated with the brake pedal arm. It is characterized in that the rotating operating part is brought into contact with an actuated part that rotates integrally with the shift lever during the brake operation, and the shift lever is forcibly returned from the high speed side to the low speed side. And The brake pedal operates the brake device by a turning operation in the front-rear direction, and switches between a braking state and a non-braking state. The speed change lever drives the transmission by turning operation in the front-rear direction to control the speed of the traveling speed arbitrarily. If the brake pedal is depressed and turned while the gearshift lever is being operated to the high speed side, a braking force is applied to the traveling portion and the brake is simultaneously applied.
When the operating portion that rotates integrally with the key pedal arm contacts the actuated portion that rotates integrally with the shift lever, the shift lever is forcibly returned from the high speed side to the low speed side neutral position. In high-speed running, when the vehicle is suddenly stopped with braking in an emergency, the gearshift lever is always forcibly returned from the high-speed position to the neutral position, so that the vehicle is securely stopped and safe. In addition, since the brake pedal rotation shaft and the transmission lever rotation shaft are disposed close to each other, the return interlocking structure of the transmission lever is facilitated, and the forced return to the neutral position can be ensured. Moreover, since they are not connected and held together by a link arm, etc.,
Each maintenance can be easily performed. In summary, according to the first aspect of the present invention, the brake pedal and the speed change lever are integrally decelerated by being brought into contact with each other, whereby the brake pedal and the speed change lever are brought into contact with each other. The deceleration interlocking mechanism becomes simple, and the deceleration interlocking timing can be made accurately. There is no timing delay, and safety is ensured in an emergency or the like. Further, since the operation interlocking system using the brake pedal and the operation interlocking system using the shift lever are not connected to each other, the maintenance can be facilitated. Embodiments of the present invention will be described with reference to the drawings. 1 and 2 show an eight-row riding type rice transplanter as an example of a traveling vehicle. A pair of left and right front wheels 2, 2 and rear wheels 3, 3 as traveling wheels are provided before and after a vehicle body 1. FIG.
Has been erected. A steering device having an operation box 4 and a steering handle 5 at the upper front of the vehicle body is a step 6
A seedling planting section 7, which is an example of a working device, is mounted on the rear of the vehicle body so as to be able to move up and down. Operation box 4
A driver's seat 8 is installed on the rear side of the vehicle, and an engine 9 for transmitting power to various parts of the rice transplanter is mounted below the driver's seat. The seedling planting section 7 includes a seedling loading tank 10 that reciprocates left and right, a planting device 11 having a planting rod for cutting and planting seedlings for one plant, and cultivating the seedling planting surface. And the like. The traveling transmission device is disposed below the step 6 on the front side of the vehicle body 1 so as to transmit the rotational power input from the engine 9 to the left and right front wheels 2 and 2 and the right and left rear wheels 3 and 3. It has a configuration equipped with. Power is transmitted to the seedling planting section 7 via a planting transmission shaft 14 extending rearward from the transmission case 13 to operate the seedling planting section. The seedling planting section 7 is mounted via an elevating link mechanism 15 provided at the rear of the vehicle body 1.
6 is provided so as to be able to move up and down by the expansion and contraction of a hydraulic lifting cylinder 17 operated by the hydraulic pressure from the cylinder 6. The switching of the oil passage to the hydraulic lifting cylinder 17 is performed by a hydraulic switching valve provided at the rear of the vehicle body 1. The rotational power of the engine 9 is transmitted from the output pulley 9a via a belt 18 to a hydraulic stepless transmission (HS).
T) 19 to the input shaft 20, and from the output shaft 21 of the HST 19 to the transmission input shaft 23 via the belt 22. The hydraulic pump 16
Are driven to rotate by driving the HST input shaft 20. A main clutch 43 is provided on the transmission input shaft 23, and the driving force of the HST 19 is transmitted to the transmission input shaft 23 via the main clutch 43. The main clutch 43 comprises a well-known multi-plate clutch. A friction plate 44 on the main clutch shaft side, a friction plate 45 on the transmission input shaft side, a spring 46 for pressing and holding both friction plates, and a switching operation It comprises a fixed member 47 and a sliding member 48. On the front side of the transmission case 13, a transmission input shaft 23, a counter shaft 50, a traveling primary shaft 51, a traveling secondary shaft 52, a planting primary shaft 53, and a planting secondary shaft 54 are respectively installed in parallel. Have been. The gear G1 of the transmission input shaft 23 and the gear G2 of the counter-shaft 50, and the gear G2 and the gear G3 of the traveling primary shaft 51 mesh with each other, and the rotation of the transmission input 23 is transmitted to the traveling primary shaft 51. As the main transmission B, the gears G3 and G4 are respectively fitted to fixed positions on the traveling primary shaft 51, and the gears G5 and G6 are integrally molded on the traveling secondary shaft 52.
Are slidably fitted in the axial direction. The gears G5 and G6 are moved by the shifter 56. When the gears G4 and G5 mesh, the working speed becomes low, and when the gears G3 and G4 mesh, the running speed becomes high. A gear G4 is attached to the planted primary shaft 53.
A gear G7 and a back gear G8 that always mesh with the gear G7 are fitted. When the gear G6 is meshed with the back gear G8, the reverse speed is reached. The position where the gears G5 and G6 do not mesh with any of the gears is neutral. Reference numeral 90 denotes a change lever for shifting the speed of the main transmission B. As the inter-stock transmission C, gears G9 and G10 integrally molded with the primary shaft 53 are slidably fitted in the axial direction, and a gear is mounted on the secondary shaft 54. G11 and G12 are respectively attached. Gear 9 and gear 11, gear G10 and gear G1 by shifter 57
1, and three combinations of the gear G10 and the gear G12 are obtained, and three-stage stock switching can be performed. Planted secondary shaft 54
Transmission shaft 14 from bevel gears via bevel gears G13, G14.
It is transmitted to. Rear axles 60, 60 and front axles 61, 61 are supported on the rear side of the transmission case 13, and are transmitted from the traveling secondary shaft 52 to the rear axles 60, 60 via a rear differential device D. Is transmitted from the rear differential device D to the left and right front axles 61 via the front differential device E. Then, the left and right front wheels 2, 2 are driven and rotated by the left and right front axles 61, 61. The rear differential device D is provided with a differential gear box 63 having a gear G16 meshing with a gear G15 of the traveling secondary shaft 52 formed on an outer peripheral portion, and a primary bevel gear G17 mounted on a longitudinal axis 64 in the differential gear box 63. Secondary bevel gears G18, G18 respectively attached to the left and right rear axles 60, 60 are housed in mesh with each other, so that the driving force transmitted to each axle is appropriately transmitted. The front differential device E has the same configuration as the rear differential device D. In the figure, 65 is a differential gear box, 66 is a vertical axis, G19 is a gear on the rear differential device side, G20 is a gear on the front differential device side, and G21 is a vertical. A bevel gear G22 attached to the shaft 66 is a bevel gear attached to the front axle 61. The rear differential device D and the front differential device E are provided with differential lock devices F and H for stopping the differential function and transmitting the driving force evenly to both the left and right axles. The differential lock device F (H) is provided with a claw 69 (70) formed on the differential gear box 63 (64).
And a differential lock member 71 (7
2), the pawl 73 (74) and the axle 50 (51) are fixed to each other. A differential lock lever 91 operates the differential lock device F for the rear wheel, and a differential lock device H for the front wheel is configured to stop the differential function when the differential lock pedal 92 is depressed. The rear axles 60, 60 are bevel gears G2.
3 and G24, the power transmission is connected to the side clutch shafts 76, 76, and further, the rear output shaft 7
7 and 77 via the side clutches I and I.
The side clutch I is constituted by a multi-plate clutch. That is, the friction plate 80 on the side clutch shaft 76 side, the friction plate 81 on the rear output shaft 77 side, the operating cylinder 82 slidably fitted to the rear output shaft, and the direction in which both friction plates 80, 81 are pressed. It is made up of a biasing leaf spring 83 and the like, and is always in a state where the side clutch I is engaged. Shifter-85I
When the operating cylinder 82 is moved in the direction opposite to the biasing direction, the side clutch I is disengaged. Further, rear output shafts 77, 77 are provided with rear wheel braking devices J, J. Rear wheel brake device J
Are used to apply pressure plates 88,... To discs 87,... Attached to the rear output shaft 77 for braking, and the operation of the pressure plates 88,. That is, the side clutch I is normally engaged, and the rear wheel brake device J is not engaged. When the shifter 85I is operated to move the operating cylinder 82 in the direction opposite to the biasing direction, the side clutch I is disengaged. Is turned off, and when the shifter 85J is operated, the rear wheel brake device J is engaged. The base of the left and right clutch operation arm 86I is fixed to the left and right shifter 85I.
The base of the left and right brake operation arm 86J is fixed to 5J. The rear ends of the rear outputs 77, 77 are connected to the left and right rear wheel transmission shafts 8 which are transmitted to the gear transmission in the rear wheel support case 24.
9 is connected. The left and right rear wheel transmission shafts 89
Thus, the left and right rear wheels 3, 3 are driven and rotated. When the steering handle 5 is rotated, the pitman arm 175 and the right and left rods 17 are moved from the steering shaft.
6. The left and right front wheels 2, 2 are transmitted to the left and right front wheel support cases 25, 25 to be steered in the left and right direction. Further, the side clutch I on the side on which the steering operation has been performed (the inside of the turn) is disengaged due to the predetermined amount of the turn operation of the steering handle 5. That is, when the handle 5 is turned by a predetermined amount or more, the pitman arm 17 is rotated.
5, an interlocking structure is provided such that the side clutch I on the turning side is disengaged via the operating mechanism 177, the left and right rods 180, and the left and right clutch operation arms 86I. The brake pedal 26 is connected to the main clutch 4
3 and the left and right rear wheel brake devices J are arranged to be operated together. The brake pedal 140 is disposed on the lower right side of the steering handle 5, and when the brake pedal 140 is depressed and turned, the main clutch 43 is disengaged. Then, right and left rear wheel shake
The brake device J is activated to apply a brake, and the aircraft stops. A boss 27a provided at the base of the pedal arm 27 of the brake pedal 26 is fixed by being externally fitted to a left and right lateral rotation shaft 28 rotatably supported by the body. When the stepping operation is performed, the rotation shaft 28 is also configured to rotate integrally. An operating portion 29 projects from the base of the pedal arm 27 in the opposite direction from the pedal arm 27 side, and a left and right brake operating arm 30 projects downward from the operating portion 29. Have been. Then, from the left and right brake operating arm 30, a brake rod 144,
Rotatable counter-shaft 145, this counter-shaft 14
Left and right swing arms 146R, 146 fixed to both ends of
L, left and right shifters 85J for operating left and right rear wheel brake devices J, J via left and right connecting rods 147R, 147L,
The 85J left and right brake operation arms 86J, 86J are interlocked to operate. On the other hand, an arm 148 is fixed to the brake pedal rotating shaft 28, and a main clutch actuating cam roller 148a is provided at a tip end of the arm 148, and the pedal 26 is depressed. When the arm 148 is moved upward by operation, the clutch cam arm 149 is pushed up around the fulcrum P to be operated. When the clutch cam arm 149 is pushed up, the clutch rod 150, the clutch arm 152, the clutch shifter-1
The sliding member 48 is actuated via 51 to turn on / off the main clutch 43. The shift lever 31 is used to operate the hydraulic continuously variable transmission (HST) 19, and is disposed near the brake pedal 26, and is capable of rotating horizontally in the left and right direction and rotatably supported by the body. The swinging operation is performed in the front-rear direction with the driving shaft 32 as a fulcrum. The turning speed from the neutral position N to the front direction becomes the forward speed, and the turning operation from the neutral position N to the rear direction becomes the reverse speed. It is linked. Gear lever 31
A lever arm 33 protrudes toward one side of the base, and an actuated portion 34 formed of a cam roller 34a faces the side opposite to the side where the lever arm 33 protrudes. The operated portion 34 is pushed up by the operating portion 29 of the brake pedal 26. Then, the shift lever 31 is moved from the neutral position N to the forward maximum speed position F.
, The lever arm 3 at the base of the transmission lever
3, transmission rod 112, bell crank 113, rod 1
14, the arm 116, the positioning shaft 115, the HST operation arm 120, the push / pull rod 123, the trunnion operation arm 122, and the trunnion shaft 121 are operated in cooperation with each other, and the trunnion shaft 121 is operated in the forward direction. The forward speed of the aircraft gradually increases. Conversely, when the shift lever 31 is operated from the neutral position N to the reverse maximum speed position R, the tron shaft 121 is operated in the reverse direction, and the vehicle gradually increases the reverse speed. is there. Here, the shift lever 31 and the brake
The operation interlocking relationship with the key pedal 26 will be described. As shown in FIGS. 5 and 6, the shift lever rotating shaft 32 and the brake pedal rotating shaft 28 are disposed close to a vertically parallel relationship. When the brake pedal 26 is depressed and rotated at the time of the brake operation only when the speed change lever 31 is operated to the forward high speed side, the operating portion 29 of the brake pedal is shifted. Actuated part 3 of lever 31
4, so that the actuated part is pushed up and actuated,
The gearshift lever 31 is configured so as to return to the neutral position N at once from the forward high speed side F. In FIG. 9, the accelerator pedal 13
Reference numeral 0 indicates that the accelerator operation rotating arm 130a and the arm 133 provided on the positioning shaft 115 are connected by two vertical operation rods 134F and 134R, and the shift lever 31 is in the neutral position. As the operation is advanced from N to the forward maximum speed position F, the upper operation rod 134F is pushed by the rotation of the arm 133, and the accelerator operation rotation arm 130a is rotated in the direction A to lower the operation wire 131. Direction to operate the accelerator operation mechanism in the fully open direction so as to increase the rotation of the engine 9,
The lower the operation rod 134R is pushed by the rotation of the arm 133, the lower the operation of the arm 133 is.
By rotating Oa in the direction A and pulling the operation wire 131 in the direction B, the accelerator operation mechanism is operated in the fully open direction to increase the rotation of the engine 9. As shown in FIG. 9, the positioning shaft 115 of the transmission lever 31 is provided with a fan-shaped cam plate 1.
The cam plate 117 has a cam groove VN into which a position roller 119 urged by a spring 118 when the shift lever 31 is in the neutral position N is fitted, and a shift lever 31. The cam groove VF into which the position roller 119 urged by the spring 118 is fitted at the maximum forward position F, and the spring 1 when the shift lever 31 is at the maximum reverse position R.
A cam groove VR into which the position roller 119 urged at 18 is fitted is formed. Further, such a structure will be specifically described with reference to the embodiment shown in FIGS. 10 and 11.
Are two cam plates 117a, 117 left and right at predetermined intervals.
17b and one side of the cam plate 1
The ridge M of 17a and the valley (cam groove V) of the cam plate 117b on the other side, and the ridge M of the cam plate 117b on the other side and the valley V of the cam plate 117a on one side face each other. And the number of positioning steps is increased. The position rollers 119 to be fitted into the respective cam grooves V are a plurality of position rollers 119a and 119b, and the positions are shifted forward and backward. Position arms Pa, Pb with position rollers 119a, 119b
Are configured to swing independently about the support shaft Q, and the cam plates 117a and 117b are
Are biased toward the cam groove V side. Therefore, according to this configuration, the number of stages can be increased without reducing the diameter of the position roller, and the lever operation load can be stabilized. The embodiment shown in FIGS. 12 and 13 will be described. In the multi-row rice transplanter, each of the two-row seedling planting apparatuses 11A, 11B, 11C, and 11D (see FIG. 2) has the same
Each of the ridge clutch levers 201a, 201b, 201c, 201d for turning on and off the power transmission to the seedling planting device for row planting is disposed on the back side of the operation box 4 at a position closer to the right side than the center in the width direction, In particular, the main clutch
By arranging it on the side opposite to the brake pedal 260 side,
Incorrect operation is prevented and operability is improved. The ridge clutch lever 201 extends vertically in the rear portion of the operation box 4 when operating in the clutch "on" direction, and projects rearward in the front-rear direction when operating in the clutch "off" direction. Ridge clutch lever
Is "off". The embodiment shown in FIG. 14 will be described. A left side brake pedal 36L which can be depressed and turned integrally with the turning shaft 35, and a right side brake pedal 36R which is fitted on the turning shaft 35 and can be turned around the turning axis. A main clutch pedal 37 which can be depressed and turned integrally with the turning shaft 35;
A connecting plate 38 that connects both the left and right side brake pedals 36L, 36R so that the brakes can be operated simultaneously.
A switch SW1 that is turned on by connecting the left and right side brake pedals 36L and 36R by a connecting plate 38, and a switch SW2 that is turned on when the left and right side brake pedals 36L and 36R are simultaneously depressed and turned. The solenoid SOL is configured to actuate the main clutch in the direction of "disengagement" due to the switch SW2 being turned on. When the left side brake pedal 36L is depressed and turned, the left side brake rod 202L is turned on.
Through the rear wheel left side brake (left side clutch
Activate the brake). Right side brake pedal 36
When the R is depressed and turned, the right side brake (right side clutch / brake) of the rear wheel is operated via the right side brake rod 202R. When the left and right side brake pedals 36L, 36R are connected by the connecting plate 38, when both pedals are simultaneously depressed and turned, the left and right side brakes (left and right side clutches / brakes) are simultaneously operated. ing. When the main clutch pedal 37 is depressed and rotated, the main clutch pedal 37 is interlocked so as to operate the main clutch in the "disengage" direction via the main clutch rod 203. The solenoid SOL is extended when the switch SW2 is turned on, and the solenoid SOL is extended.
3, the main clutch is operated in the direction of "disengagement". The embodiment shown in FIGS. 15 and 16 will be described. FIG. 15 shows an automatic straight-ahead control mode in which the steering wheel is given a manual priority. An automatic switching lever 39 for switching the automatic operation ON / OFF is provided near the steering handle 5.
By installing it on the side opposite to the side where the planting elevating lever 40 is located, erroneous operation is prevented. This automatic straight-ahead control is for automatically controlling a power steering control mechanism 41 to be described later so as to travel on a desired route based on, for example, detection of an orientation sensor (not shown) of the aircraft. When performing automatic straight-ahead control, the automatic switching lever 39 is switched to "automatic". When "automatic" is ON, the automatic straight-ahead control is performed via the power steering control mechanism 41. That is, "automatic" ON
Then, the plunger 205 of the solenoid 204 is fitted into the lock hole 207 of the electromagnetic clutch (upper) 206u to lock the handle 5 so that automatic straight-ahead control can be performed. At this time, the electromagnetic clutch (upper) 206u
And the electromagnetic clutch (lower) 206d are in a state where their engagement is disengaged. If the operator releases the automatic operation or feels a danger and the operator forcibly turns the steering wheel, and the torque exceeds a certain level, the plunger 205 is released from the lock hole and turned "automatic" OFF, and the electromagnetic clutches 206u and 206d are engaged to manually operate. Operable state. The steering shaft 5a is input to a traveling mission and is interlocked to operate left and right side clutches and brakes. When the main clutch pedal 37 or the left and right side brake pedals 36L and 36R are depressed and rotated during automatic straight traveling, the switch S
The automatic straight-ahead control is canceled via the WM or the switches SWL and SWR, and a manual operation is enabled. Further, the planting elevating lever 40 is "planting".
If "automatic" is operated only when "down", it is safe that "automatic" is not accidentally turned on when driving on a road.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of a rice transplanter. FIG. 2 is a plan view of a rice transplanter. FIG. 3 is a schematic plan view of essential parts of the rice transplanter. FIG. 4 shows a transmission path in a mission case. FIG. 5 is a side view showing the operation interlocking configuration between the brake pedal and the speed change lever. FIG. 6 is a front view of the same. FIG. 7 is a perspective view showing the operation interlocking configuration of the main clutch and the rear wheel brake. FIG. 8 is a right side view showing an operation interlocking configuration of the rear wheel brake. FIG. 9 is a perspective view showing an operation interlocking configuration of the transmission. FIG. 10 is a side view of the same main part. Front view [Fig. 12] Rear view of main part of rice transplanter [Fig. 13] Side view of main part of same [Fig. 14] Perspective view showing operation interlocking configuration of brake pedal and clutch pedal [Fig. 15] Interlocking configuration of steering operation [Figure 16] Schematic cut-away plan view of part of the same [Description of reference numerals] 1 Body, 2 Front wheel 3 Rear wheel 4 Operation box 5 Steer Ring handle 7 seedling planting unit 8 driver seat 9 engine 10 seedlings placing tank 11 Planting device 13 Mission Ke - scan 14 Planting transmission shaft 15 lifting link mechanism 16 hydraulic pump 17 hydraulic lifting cylinder 18 Planting &
Elevating lever 19 Transmission (HST) 20 HST
Input shaft 23 Mission input shaft 26 Brakes
Key pedal 27 Pedal arm 28 Braking
Key pedal rotating shaft 29 Operating part 30 Braking
Key operating arm 31 Gear lever 32 Gear lever rotating shaft 33 Lever arm 34 Actuated part (cam roller) J brake device

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) G05G 1/24 G05G 1/24 F F term (reference) 2B062 AA02 AB01 BA04 BA06 BA07 BA11 BA22 3D040 AA01 AA03 AA10 AA14 AA28 AA35 AB04 AC15 AC24 AC27 AC50 AC65 AD06 AD13 AE09 AF08 AF22 3J070 AA03 AA32 BA05 BA32 BA34 BA36 BA41 CA51 CC02 CC12 DA24 EA11

Claims (1)

Claims: 1. A brake pedal for operating a brake device by a rotation operation in a front-rear direction or a vertical direction with a left-right lateral rotation axis as a fulcrum, and a left-right lateral rotation as well. A speed change lever for shifting the transmission up and down by a turning operation in the front-rear direction with the driving shaft as a fulcrum, wherein the brake is operated by a stepping turning operation of the arm of the brake pedal in a forward direction, and the speed is changed. The shift range is set to the high speed side by turning the lever forward, the brake pedal turning shaft and the shift lever turning shaft are arranged close to each other, and the brake pedal arm is arranged. And an operating part which rotates integrally with the shift lever when the brake operation is performed, so that the operating lever rotates integrally with the shift lever so that the shift lever is forcibly returned from the high speed side to the low speed side. An operating device for a traveling vehicle, comprising: