JP2007056445A - Snow blower - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To arrange a mode setting switch (mode selecting switch) enabling the selective setting of a snow removing mode in a position to sufficiently give consideration to the operation of a snow blower, when the mode setting switch is arranged in an operation part. <P>SOLUTION: A snow-removing-part attitude operating member (auger-housing attitude operating lever) 55 for operating the snow removing attitude of the snow removing part 13 is arranged on one side of the operation part 40; a traveling preparation lever 42 which is gripped to put the machine body into a travelable state and released to put the machine body into a traveling-stopped state is arranged in the operation handle 17L which is provided on the other side of the operation part 40; and the mode setting switch (mode selecting switch) 51 for arbitrarily selecting a plurality of snow removing modes which are preset by a combination of the traveling speed of the machine body 19 controlled by a control part 61, the revolving speed of an engine 14, and the degree of the opening of the throttle of the engine 14 is arranged ahead of the lever 42 and in the operation part 40. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a snow removal machine that includes an engine-driven snow removal unit that performs snow removal work on a machine body, and that is configured to allow the machine body to run independently.

As a snowplow, what has left and right operation handles extended behind the machine and an operation unit for operating the machine is provided between these operation handles is practically used.
Practical snow blowers have an operation lever that operates the snow removal part consisting of an auger and shooter in the operation part, a throttle lever that adjusts the output of the engine, and a direction speed that sets the traveling direction of the machine and adjusts the speed of the machine It was practically sufficient to arrange the lever (front / rear speed adjusting lever) appropriately.

As such a snow remover, one that adjusts the engine speed and the running speed by changing the snow removal load is known (see, for example, Patent Document 1).
Japanese Utility Model Publication No. 3-32617 (page 13, FIG. 3)

  FIG. 17 is a diagram for explaining a conventional basic configuration. In the snow remover 210, an automatic transmission mechanism 213 is interposed between the engine 211 and the blower shaft 212, and the automatic transmission mechanism 215 is interposed between the engine 211 and the traveling axle 214. The load torque sensor 216 is attached to the blower shaft 212, the rotational speed sensor 217 is attached to the engine 211, the torque detected by the load torque sensor 216 is small, and the rotational speed of the engine 211 detected by the rotational speed sensor 216 is low. Under the condition that the engine speed has decreased, the rotational speed of the blower shaft 212 is increased and the traveling speed is controlled by the control unit 218, and the torque detected by the load torque sensor 216 is large and the engine 211 detected by the rotational speed sensor 216. Under the condition that the rotation speed has decreased, the rotation speed of the blower shaft 212 is decreased and the vehicle runs. It is obtained by configured to control at slow controller 218 speed. That is, the vehicle speed is automatically changed according to the snow quality.

  In general, in snow removal work, it is known that the load applied to the auger and blower described above is greatly different between a case where the snow quality is hard and frozen snow and a case where the snow is soft like fresh snow. Further, the snow remover 210 configured to automatically change the vehicle speed according to the snow quality shown above can be said to be a snow remover suitable for a person unaccustomed to snow removal work, for example. For those who are used to it, it may not always be an appropriate snowplow. Thus, a person accustomed to the snow removal work can accurately perform the speed change operation during the snow removal, which may cause a decrease in snow removal efficiency.

  In other words, people who are unfamiliar with snow removal work can perform snow removal work, and when a person who is used to snow removal work uses it, it is desirable that the work vehicle can arbitrarily adjust the traveling speed. When provided in an operation unit such as an operation panel, it is desirable to arrange the snowplow at a position that fully considers the operation of the snowplow.

  The present invention is a snow remover suitable for a person unfamiliar with snow removal work, but solves a problem that is not necessarily suitable for a person accustomed to snow removal work, and is suitable for both a person unfamiliar with snow removal work and a person familiar with snow removal work. The challenge is to provide a snowplow that can handle the problem, and when such settings are provided on the operation panel or other operation unit, it is necessary to place the snowplow operation in a fully-considered position. And

  According to the first aspect of the present invention, a snow removal unit is provided at the front of the aircraft, an engine is provided at the center of the aircraft, a control unit that controls the running speed of the aircraft and the snow removal unit is provided, and an operation command is input to the control unit. In the snowplow that has an operation part at the rear of the machine and sandwiches the operation part and extends the left and right operation handles to the rear of the machine, the snow removal that operates the snow removal posture of the snow removal part on one side of the operation part This unit is equipped with a travel preparation lever, which is placed on the operating handle located on the other side of the operation unit, and a travel preparation lever is placed to bring the aircraft into a runnable state by grasping it and to release it by releasing it. A mode setting switch for arbitrarily selecting a plurality of snow removal modes set in advance by a combination of the traveling speed of the airframe controlled by the control unit, the engine speed and the engine throttle opening, in front of the preparation lever. Characterized in that a switch.

  For example, it would be preferable to be able to use a snowplow for both those who are unfamiliar with snow removal work and those who are accustomed to snow removal work, because this can expand the layer of snowplow users.

Therefore, it is unfamiliar to snow removal work by arranging a mode setting switch to arbitrarily select a plurality of snow removal modes set in advance by a combination of the traveling speed of the aircraft controlled by the control unit, the engine speed and the throttle opening of the engine. It is possible to realize a snowplow that can be used by both new and familiar people.
Also, the snow removal mode only needs to be determined once by the operator before the start of snow removal, and the mode setting switch that is set before the start of snow removal work is placed in front of the travel preparation lever during the snow removal. It is possible to avoid hindering the operation of the snow removal part posture operation member that is frequently operated.

The invention according to claim 2 is provided with an adjustment member that adjusts the engine output between the mode setting switch and the travel preparation lever or adjusts the snow throwing distance when the snow removed from the snow removing portion is thrown. Features.
For example, when the manual operation mode in which the operator can freely set the combination of the running speed, the engine speed and the engine throttle opening is set in the snow removal mode, the engine output can be adjusted, The adjustment member that adjusts the snow throwing distance when throwing snow removed from snow removes the relationship between the mode setting switch and the operation. Even during snow removal work, the travel preparation lever is a lever that can be operated by holding it. Therefore, by adjusting the engine output between the mode setting switch and the travel preparation lever, or by providing an adjustment member that adjusts the snow throwing distance when snow is removed from the snow removal part, operability in snow removal work is improved. Improvements can be made.

In the invention according to claim 1, since the mode setting switch for arbitrarily selecting a plurality of snow removal modes set in advance by a combination of the traveling speed of the airframe controlled by the control unit, the engine speed and the throttle opening of the engine is disposed. Therefore, it is possible to realize a snow remover that can cope with both those who are unfamiliar with snow removal work and those who are used to snow removal. As a result, there is an advantage that the layer of users of the snowplow can be expanded.
Also, the snow removal mode only needs to be determined once by the operator before the start of snow removal, and the mode setting switch that is set before the start of snow removal work is placed in front of the travel preparation lever during the snow removal. It is possible to avoid hindering the operation of the snow removal part posture operation member that is frequently operated. As a result, there is an advantage that the operability of the snow removal unit operation can be improved.

  In the invention according to claim 2, since the engine output is adjusted between the mode setting switch and the travel preparation lever, or the adjustment member for adjusting the snow throwing distance when the snow removed from the snow removing portion is provided, There is an advantage that the operability in the snow removal work can be improved.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. “Front”, “Rear”, “Left”, “Right”, “Up”, “Down” follow the direction viewed from the operator, Fr is front, Rr is rear, Le is left, Ri is right Indicates.
FIG. 1 is a side view of a snowplow according to the present invention. FIG. 2 is a schematic plan view and control system diagram of the snowplow according to the present invention.

  As shown in FIGS. 1 and 2, the snowplow 10 includes an auger-type working unit (snow removal unit) 13 and an engine 14 that drives the working unit 13 on a traveling frame 12 that includes left and right traveling units 11L and 11R. The rear part of the vehicle body frame 15 provided with a vertical swing is attached so that the front part of the vehicle body frame 15 can be moved up and down by the lift drive mechanism 16, and the left and right operation handles 17L from the rear part of the traveling frame 12 to the rear upper part , 17R, and grips 18L, 18R are provided at the tips of these operation handles 17L, 17R.

  Such a snow removal machine 10 is said to be an auger type snow removal machine. Hereinafter, the working unit 13 is referred to as a snow removal working unit 13. An operator can operate the snow removal machine 10 with the operation handles 17L and 17R while walking with the snow removal machine 10.

The combined structure of the traveling frame 12 and the vehicle body frame 15 forms an airframe 19. The traveling frame 12 includes left and right electric motors 21L and 21R that drive the traveling units 11L and 11R. The left and right traveling units 11L and 11R include left and right crawler belts 22L and 22R, left and right driving wheels 23L and 23R disposed at the rear as traveling wheels, and left and right rolling wheels 24L and 24R disposed at the front. .
The left crawler belt 22L can be driven via the left driving wheel 23L by the driving force of the left electric motor 21L. The right crawler belt 22R can be driven via the right drive wheel 23R by the driving force of the right electric motor 21R.

  The snow removal working unit 13 includes an auger housing 25, a blower case 26 integrated with the back surface of the auger housing 25, an auger 27 provided in the auger housing 25, a blower 28 provided in the blower case 26, and a shooter 29.

As shown in FIG. 1, the engine 14 is a snow removal drive source that drives the snow removal working unit 13 via an electromagnetic clutch 31 and a transmission mechanism 32.
The transmission mechanism 32 is a belt-type transmission mechanism that transmits power from the electromagnetic clutch 31 attached to the crankshaft 14 a of the engine 14 to the auger transmission shaft 33 using a belt. The power of the engine 14 is transmitted to the auger 27 and the blower 28 through a path of the crankshaft 14 a → the electromagnetic clutch 31 → the transmission mechanism 32 → the auger transmission shaft 33. The snow collected by the auger 27 can be blown away by the blower 28 via the shooter 29.
The auger housing 25 includes a scraper 35 and left and right sleds 36L and 36R at the rear lower end.

  The elevating drive mechanism 16 is an actuator in which a piston can advance and retreat from a cylinder. This actuator is a type of electric hydraulic cylinder in which a piston is extended and contracted by hydraulic pressure generated from a hydraulic pump (not shown) by an electric motor 16a (see FIG. 2). The electric motor 16 a is an elevating drive source that is integrated into the side of the cylinder of the elevating drive mechanism 16.

Such a snowplow 10 has a configuration in which the auger housing 25 and the blower case 26 are attached to the traveling frame 12 so as to be able to roll, and the auger housing 25 is rolled left and right (rolled) by a rolling drive mechanism 38.
More specifically, the auger transmission shaft 33 extending in the front-rear direction is rotatably supported by the auger housing 25 and the blower case 26, and the blower case 26 is attached to the front end portion of the vehicle body frame 15 so as to be rotatable left and right (rollable). is there.

  As described above, the traveling frame 12 has a configuration in which the vehicle body frame 15 is attached. For this reason, the auger housing 25 and the blower case 26 are attached to the traveling frame 12 so as to be able to roll. As a result, the auger housing 25 can be lifted and lowered with respect to the traveling frame 12.

  The rolling drive mechanism 38 is an actuator capable of moving a piston back and forth from a cylinder. This actuator is a type of electric hydraulic cylinder in which a piston is extended and contracted by hydraulic pressure generated from a hydraulic pump (not shown) by an electric motor 38a (see FIG. 2). The electric motor 38 a is a rolling drive source that is integrated into the side of the cylinder of the rolling drive mechanism 38.

  By the way, an operation unit 40, a control unit 61, and a battery 62 are arranged between the left and right operation handles 17L and 17R. Hereinafter, the operation unit 40 will be described.

  FIG. 3 is a perspective view of the operation unit of the snowplow according to the present invention, and FIG. 4 is a plan view of the operation unit of the snowplow according to the present invention. 3 and 4, the operation unit 40 includes an operation box 41 provided between the left and right operation handles 17L and 17R, a travel preparation lever 42 provided on the left operation handle 17L in the vicinity of the grip 18L, and a left side. Turning control lever 43L and a right turning operation lever 43R attached to the right operation handle 17R in the vicinity of the grip 18R.

  The travel preparation lever 42 is a travel preparation member that acts on the switch 42a (see FIG. 2), and the switch 42a is turned off when the free spring shown in FIG. If the travel preparation lever 42 is grasped with the operator's left hand and lowered to the grip 18L side, the switch 42a is turned on.

The left and right turning operation levers 43L and 43R are turning operation members that are respectively operated by the hands holding the left and right grips 18L and 18R, and are mechanisms that act on the corresponding turning switches 43La and 43Ra (see FIG. 2).
When these left and right turning operation levers 43L and 43R are brought into a free state shown in the figure by the pulling action of the return spring, the turning switches 43La and 43Ra are turned off. If the operator turns the left turning lever 43L with the left hand and raises it to the grip 18L side, the left turning switch 43La is turned on. The same applies to the right turning switch 43Ra. In this way, whether or not the left and right turning operation levers 43L and 43R are being gripped can be detected by the turning switches 43La and 43Ra.

Referring to FIG. 2 as well, the operation box 41 includes a main switch 44 and an auger switch 45 (also referred to as a “clutch operation switch 45”) as a drive instruction switch on the back surface 41a (surface on the operator side). .
The engine 14 can be started by turning the main switch 44 on. The auger switch 45 is a manual switch that switches the electromagnetic clutch 31 on and off, and includes, for example, a push button switch.

Further, the operation box 41 has a mode changeover switch (mode setting switch) 51, a throttle lever 52 as an adjustment member, a direction speed lever 53, a reset switch 54 as a return member, and an auger as a snow removal portion posture operation member. The housing posture operation lever 55 and the shooter operation lever 56 are arranged in this order from the left side to the right side.
More specifically, a directional speed lever 53 is arranged on the upper surface 41b of the operation box 41 on the left side of the vehicle width center CL, and a reset switch 54 is arranged on the right side of the vehicle width center CL.

  The mode changeover switch 51 is a manual changeover switch that switches the travel control mode in the control unit 61, and is formed of, for example, a rotary switch. It is possible to switch to the first control position P1, the second control position P2, and the third control position P3 by turning the knob 51a counterclockwise. When switching to each of these positions P1, P2, P3, the mode changeover switch 51 issues a corresponding switch signal.

  That is, the mode changeover switch (mode setting switch) 51 is a switch that can set the snow removal mode (snow removal work mode) according to the level of proficiency in the snow removal work of the worker and the state of snow to be removed.

  Specifically, the first control position P1 is a manual position and the second control position P2 is a power position. In the first control position manual (manual position) P1, the engine speed, the throttle opening degree, and the traveling speed are set. The second control position (power position) P2 is a semi-automatic mode in which the engine speed and throttle opening can be arbitrarily set, but the traveling speed is automatically set. The third control position (auto position) P3 as an automatic position is a position where the engine speed, throttle opening and travel speed are automatically set. is there.

  The first control position P1 is a switch position for causing the control unit 61 to perform control in the “first control mode”. The second control position P2 is a switch position for causing the control unit 61 to perform control in the “second control mode”. The third control position P3 is a switch position for causing the control unit 61 to perform control in the “third control mode”.

  The throttle lever 52 is an operating member for controlling the opening and closing of the throttle valve 71 by controlling a control motor 72 of an electronic governor (also referred to as an electric governor). The voltage can be reciprocated in the front-rear direction, and a voltage corresponding to the position is generated by the potentiometer 52a. When the throttle lever 52 is tilted in the direction of the arrow De, the throttle valve 71 can be closed until it is fully closed, and when the throttle lever 52 is tilted in the direction of the arrow In, the throttle valve 71 can be opened until it is fully opened. As a result, the rotational speed of the engine 14 can be adjusted.

  The direction speed lever 53 is an operation member for controlling the rotation of the electric motors 21L and 21R, and details thereof will be described later (see FIG. 5).

  The reset switch 54 (auger original position automatic return switch 54) is a manual switch for returning the attitude (position) of the auger housing 25 to a preset origin, and is composed of, for example, a push button switch. Is provided.

The auger housing posture operation lever 55 is an operation member for changing the posture of the auger housing 25. In other words, the auger housing posture operation lever 55 is an operation member for operating the elevating drive mechanism 16 and the rolling drive mechanism 38 to elevate and roll the auger housing 25 in accordance with the snow surface when the auger 27 performs snow removal work. . When the auger housing posture operation lever 55 is swung to the front side Frs, the rear side Rrs, the left side Les, and the right side Ris, the corresponding switches can be turned on.
The shooter operating lever 56 is an operating member for changing the direction of the shooter 29 (see FIG. 1).

FIG. 5 is an operation explanatory view of the directional speed lever employed in the snowplow according to the present invention.
As shown in FIG. 5, the directional speed lever 53 (also referred to as “forward / reverse speed adjusting lever 53”) can be reciprocated back and forth as indicated by arrows Ad and Ba by the operator's hand, and the “neutral range” ( The snowplow 10 (see FIG. 1) can be moved forward by tilting from the “neutral position” to the “forward” (forward position) side, and in the “forward” region, Lf is forward at low speed and Hf is forward at high speed. In addition, speed control can be performed. Similarly, the snowplow 10 can be moved backward by tilting from the “neutral range” to the “reverse” (reverse position) side, and in the “reverse” region, Lr is reverse at low speed and Hr is reverse at high speed. Speed control is also possible.

  In this example, as indicated at the left end of the figure, the potentiometer 53a (see FIG. 2) is set so that the maximum reverse speed is 0 V (volt), the maximum forward speed is 5 V, and the neutral range is 2.3 V to 2.7 V. ) To generate a voltage according to the position. The front / rear direction and the high / low speed control can be set with one lever, so the direction speed lever 53 is named.

  Next, the control system of the snow removal machine 10 will be described with reference to FIG. The control system of the snowplow 10 is centralized in the control unit 61. The control unit 61 has a configuration in which a memory 63 is built in, and various information stored in the memory 63 is appropriately read and controlled.

First, the operation of the system of the snow removal working unit 13 will be described.
The intake system of the engine 14 has a configuration in which the throttle valve 71 is controlled to open and close by the control motor 72 and the choke valve 73 is controlled to open and close by the control motor 74. That is, the control motor 72 of the electronic governor 65 automatically adjusts the opening degree of the throttle valve 71 based on the signal from the control unit 61, and the control motor 74 of the electronic governor 65 adjusts the opening degree of the choke valve 73. It is a configuration that automatically adjusts.

The opening of the throttle valve 71 is detected by a throttle position sensor 75, the opening of the choke valve 73 is detected by a choke position sensor 76, and these detection signals are sent to the control unit 61.
The rotation speed (rotation speed) of the engine 14 is detected by the engine rotation sensor 77 and a detection signal is issued to the control unit 61.

  The generator 81 is rotated by a part of the output of the engine 14, and the obtained electric power is supplied to the battery 62 and also supplied to the left and right electric motors 21L and 21R and other electrical components. The remaining output of the engine 14 is used for the rotation of the auger 27 and the blower 28.

  By grasping the travel preparation lever 42 and operating the auger switch 45, the electromagnetic clutch 31 can be connected (turned on), and the auger 27 and the blower 28 can be rotated by the power of the engine 14. The electromagnetic clutch 31 can be turned off by turning the traveling preparation lever 42 free or operating the auger switch 45.

Next, the operation of the traveling units 11L and 11R will be described.
The snow remover 10 of the present invention includes left and right electromagnetic brakes 82L and 82R as brakes corresponding to parking brakes for ordinary vehicles. Specifically, the left and right electric motors 21L and 21R are braked by the left and right electromagnetic brakes 82L and 82R. These electromagnetic brakes 82L and 82R are in a brake state (on state) under the control of the control unit 61 during parking. Therefore, the electromagnetic brakes 82L and 82R are released by the following procedure.

  When the two conditions of the main switch 44 being in the ON position and the travel preparation lever 42 being gripped are satisfied and the directional speed lever 53 is switched to forward or reverse, the electromagnetic brakes 82L and 82R are in the OFF state. become.

  The control unit 61 that has obtained the position information of the directional speed lever 53 from the potentiometer 53a rotates the left and right electric motors 21L and 21R via the left and right motor drivers 84L and 84R, and rotates the rotation speed (the number of rotations) of the electric motors 21L and 21R. ) Is detected by the motor rotation sensors 83L and 83R, and feedback control is executed based on the detection signals so that the rotation speed becomes a predetermined value. As a result, the left and right drive wheels 21L, 21R rotate in a desired direction at a predetermined speed and enter a traveling state.

  Braking while driving is performed according to the following procedure. Motor drivers 84L and 84R include regenerative brake circuits 85L and 85R and short-circuit brake circuits 86L and 86R. The short circuit brake circuits 86L and 86R are brake means.

While holding the left turning lever 43L and turning on the left turning switch 43La, the control unit 61 activates the left regenerative brake circuit 85L based on the switch-on switch signal, and the left electric motor Decrease the speed of 21L.
While gripping the right turning operation lever 43R and turning on the right turning switch 43Ra, the control unit 61 operates the right regenerative brake circuit 85R based on the switch-on switch signal, and the right electric motor Decrease the speed of 21R.
That is, the snowplow 10 can be turned left only while the left turning lever 43L is being gripped. Further, the snowplow 10 can be turned to the right only while holding the right turning operation lever 43R.

  The travel can be stopped by either (1) releasing the travel preparation lever 42, (2) returning the main switch 44 to the OFF position, or (3) returning the direction speed lever 53 to the neutral position. it can.

  By swinging the auger housing posture operation lever 55 back and forth, the electric motor 16a rotates forward and backward, and the piston of the elevating drive mechanism 16 expands and contracts. As a result, the auger housing 25 and the blower case 26 move up and down. The elevation position of the auger housing 25 is detected by a height position sensor 87 (vertical movement detection unit 87), and a detection signal is issued to the control unit 61.

  By swinging the auger housing posture operation lever 55 left and right, the electric motor 38a rotates in the forward direction, and the piston of the rolling drive mechanism 38 is expanded and contracted. As a result, the auger housing 25 and the blower case 26 roll left and right. The rolling position of the auger housing 25 is detected by a rolling position sensor 88 (left / right tilt detection unit 88), and the detection signal is sent to the control unit 61.

  Next, when snow removal work is performed by the snow removal working unit 13 while the snow remover 10 is traveling forward, that is, when the position of the directional speed lever 53 is on the forward side Ad and the auger switch 45 is on. The control mode of the control unit 61 will be described with reference to FIGS.

  This control will be described with reference to a control flow when the control unit 61 shown in FIG. 2 is a microcomputer. This control flow starts when the main switch 44 is turned on, for example, and ends when the main switch 44 is turned off. In the figure, STxx indicates a step number. Step numbers that are not specifically described proceed in numerical order. Hereinafter, a description will be given with reference to FIGS.

FIG. 6 is a control flowchart (part 1) of the control unit of the snowplow according to the present invention, and shows a main routine for controlling the engine 14 and the electric motors 21L and 21R.
ST01: The switch signal of the mode switch 51 is read.
ST02: The switching position of the mode changeover switch 51 is checked. If it is the first control position P1, the process proceeds to ST03, if it is the second control position P2, the process proceeds to ST04, and if it is the third control position P3, the process proceeds to ST05.

ST03: By controlling the engine 14 and the electric motors 21L and 21R by executing the first control mode, the process returns to ST01. A subroutine for specifically executing ST03 is shown in FIG.
ST04: By controlling the engine 14 and the electric motors 21L and 21R by executing the second control mode, the process returns to ST01. A subroutine for concretely executing this ST04 is shown in FIG. 9 described later.
ST05: By controlling the engine 14 and the electric motors 21L and 21R by executing the third control mode, the process returns to ST01. A subroutine for specifically executing ST05 is shown in FIG. 11 described later.

FIG. 7 is a control flowchart (part 2) of the control unit of the snowplow according to the present invention, and shows a subroutine for concretely executing the first control mode shown in step ST03 of FIG.
ST101: The operation amount Sop of the throttle lever 52 is read. Regarding the operation amount Sop, a voltage corresponding to the position of the throttle lever 52 may be detected by the potentiometer 52a.
ST102: The target rotational speed Es of the engine 14 is obtained from the operation amount Sop of the throttle lever 52.

ST103: The operation amount Rop of the direction speed lever 53 is read. Regarding the operation amount Rop, a voltage corresponding to the position of the directional speed lever 53 may be detected by the potentiometer 53a.
ST104: From the operation amount Rop of the direction speed lever 53, the target travel speed Ms of the travel electric motors 21L and 21R is obtained.

ST105: Select and read the first reference acceleration and first reference deceleration data stored in the memory 63. These first reference acceleration / decelerations are acceleration constants and deceleration constants that serve as references when the electric motors 21L, 21R for traveling are subjected to acceleration control or deceleration control.
ST106: The data of the first reference PID stored in the memory 63 is selected and read. The first reference PID is a PID constant serving as a reference when PID control is performed on the rotational speeds of the traveling electric motors 21L and 21R.

ST107: The actual rotational speed Ne of the engine 14 (hereinafter referred to as “actual rotational speed Ne”) is detected. The actual rotation speed Ne may be detected by the engine rotation sensor 77.
ST108: The first load control map shown in FIG. 8 stored in the memory 63 is selected and read.

Here, the first load control map will be described with reference to FIG.
FIG. 8 is an explanatory diagram of a first load control map employed in the snowplow according to the present invention, where the vertical axis represents the actual engine speed Ne (rpm), and the horizontal axis represents the deceleration Rd (%) of the traveling unit. FIG. 5 shows a first load control map for obtaining a deceleration Rd corresponding to the actual rotational speed Ne.

In the present invention, “deceleration Rd” refers to the rotation speed of the electric motors 21L and 21R for traveling, that is, the rate at which the traveling speeds of the traveling portions 11L and 11R decrease, and is also referred to as a deceleration correction coefficient (hereinafter referred to as a deceleration correction coefficient). the same). When the actual rotational speed of the electric motors 21L and 21R for travel is Mnr, the rotational speed Mnr is reduced by the deceleration Rd. The rotational speed Mdr of the traveling electric motors 21L and 21R after being decelerated can be obtained by the following equation.
Mdr = Mnr × (100−Rd) / 100

  The characteristic of the first load control map is a straight line. When the actual rotational speed Ne is the same as the target rotational speed Es, the deceleration Rd is 0%, and the actual rotational speed Ne is reduced to 0. Sometimes the deceleration Rd is Rd 1%. The value of Rd1 is set to be relatively small. According to the first load control map, the deceleration Rd of the rotational speeds of the electric motors 21L, 21R for traveling (that is, the traveling speeds of the traveling portions 11L, 11R) is set according to the decrease in the actual rotational speed Ne of the engine 14. Slightly increased and decelerated.

The actual rotation speed of the electric motors 21L and 21R during traveling is specifically described as Mnr as follows.
In the case of the deceleration Rd = 0%, the rotational speed after deceleration is “Mdr = Mnr”. That is, the rotational speed Mnr of the electric motors 21L and 21R is not decelerated at all.
When the deceleration is Rd = Rd1%, the rotational speed after deceleration is “Mdr = Mnr × (100−Rd1) / 100”.
When the deceleration Rd = 100%, the rotational speed after deceleration is “Mdr = 0”. That is, the rotational speed Mnr of the electric motors 21L and 21R is fully decelerated (stopped).

Returning to FIG. 7, the description will be continued.
ST109: The rotational speed of the engine 14 is controlled based on the target rotational speed Es.
ST110: After controlling the rotational speeds of the electric motors 21L, 21R for traveling based on the target traveling speed Ms, the first reference acceleration / deceleration, the first reference PID, and the first load control map, FIG. Return to ST03.
In ST110, when the actual rotational speed Ne decreases with respect to the target rotational speed Es of the engine 14, the rotational speeds of the electric motors 21L and 21R for traveling, that is, the traveling speeds of the traveling units 11L and 11R are determined as “first Decelerate based on “load control map”.

FIG. 9 is a control flowchart (part 3) of the control unit of the snowplow according to the present invention, and shows a subroutine for specifically executing the second control mode shown in step ST04 of FIG.
ST201: The operation amount Rop of the direction speed lever 53 is read.
ST202: The target travel speed Ms of the travel electric motors 21L, 21R is obtained from the operation amount Rop.

ST203: Select and read the data of the second reference acceleration and the second reference deceleration stored in the memory 63. These second reference acceleration / decelerations are acceleration constants and deceleration constants that serve as references when the electric motors 21L, 21R for traveling are subjected to acceleration control or deceleration control.
ST204: Select and read the data of the second reference PID stored in the memory 63. The second reference PID is a PID constant serving as a reference when PID control is performed on the rotational speeds of the traveling electric motors 21L and 21R.

ST205: The opening degree Sa of the throttle valve 71 is detected. The opening degree Sa may be detected by the throttle position sensor 75.
ST206: The second load control map shown in FIG. 10 stored in the memory 63 is selected and read.

Here, the second load control map will be described with reference to FIG.
FIG. 10 is an explanatory diagram of a second load control map employed in the snowplow according to the present invention, wherein the vertical axis represents the throttle valve opening degree Sa (%), and the horizontal axis represents the deceleration Rd (%) of the traveling unit. As shown, a second load control map for obtaining a deceleration Rd corresponding to the opening degree Sa is shown.
The characteristic of the second load control map is that the rotational speed of the electric motors 21L, 21R for travel (that is, the travel speed of the travel units 11L, 11R) is reduced with respect to the increase amount of the opening degree Sa of the throttle valve 71. The ratio of increasing Rd is set to be small in the first half of the opening range where the opening degree Sa is small, and is set to be large in the second half of the opening range where the opening degree Sa is large.

  More specifically, in the opening degree Sa of the throttle valve 71, the opening degree Sa1 is larger than 0% (fully closed), and the opening degree Sa2 is larger than the opening degree Sa1 and smaller than 100% (fully opened). The deceleration Rd was set to 0% when the opening was Sa1, the deceleration was set to Rd2 when the opening was Sa2, and the deceleration was set to Rd3 when the opening was 100%.

  The slope of the first half characteristic line Q1 of the straight line in which the opening degree Sa increases from Sa1 to Sa2 is tight, and the slope of the second half characteristic line Q2 of the straight line in which the opening degree Sa increases from 100% to 100% is gentle. That is, the characteristic of the second load control map is a curved curve characteristic that is substantially upwardly convex in FIG. 10 by the characteristic lines Q1 and Q2.

Thus, in the first-half opening range until the opening degree Sa increases from 0% to Sa2, the rate of increase of the deceleration Rd with respect to the increase amount of the opening degree Sa is small. On the other hand, in the latter half of the opening range until the opening degree Sa increases from Sa2 to 100%, the rate of increase of the deceleration Rd with respect to the increase amount of the opening degree Sa is large.
According to the second load control map, the opening degree Sa of the throttle valve 71 increases as the actual rotational speed Ne of the engine 14 decreases as the load increases. As a result, the opening degree Sa As the speed increases, the rotational speeds of the traveling electric motors 21L and 21R (that is, the traveling speeds of the traveling units 11L and 11R) can be reduced slightly.

Returning to FIG. 9, the description will be continued.
ST207: The rotational speed of the engine 14 is controlled based on the target rotational speed Es.
ST208: After controlling the rotational speeds of the electric motors 21L, 21R for traveling based on the target traveling speed Ms, the second reference acceleration / deceleration, the second reference PID, and the second load control map, FIG. Return to ST04.
In ST208, when the actual rotational speed Ne of the engine 14 decreases as the load increases, the rotational speeds of the traveling electric motors 21L and 21R, that is, the traveling speeds of the traveling units 11L and 11R are determined as “second load control. Decelerate based on the map.

FIG. 11 is a control flowchart (No. 4) of the control unit of the snowplow according to the present invention, and shows a subroutine for specifically executing the third control mode shown in step ST05 of FIG.
ST301: The target rotational speed Es of the engine 14 stored in the memory 63 is obtained.
ST302: The operation amount Rop of the direction speed lever 53 is read.
ST303: The target travel speed Ms of the travel electric motors 21L, 21R is obtained from the operation amount Rop.

ST304: The third reference acceleration and third reference deceleration data stored in the memory 63 are selected and read. These third reference acceleration / decelerations are acceleration constants and deceleration constants that serve as references when the electric motors 21L, 21R for traveling are subjected to acceleration control or deceleration control.
ST305: Select and read the data of the third reference PID stored in the memory 63. The third reference PID is a PID constant serving as a reference when PID control is performed on the rotational speed of the electric motors 21L and 21R for traveling.

ST306: The opening degree Sa of the throttle valve 71 is detected.
ST307: A predetermined fixed speed limit is provided for the rotational speed of the electric motors 21L and 21R for traveling. In the third control mode, the traveling speed of the traveling units 11L and 11R is limited to about half in order to carry out snow removal more carefully while performing more stable traveling than in the first and second control modes. Thus, the rotational speeds of the electric motors 21L and 21R are limited.

  ST308: The third load control map shown in FIG. 12 stored in the memory 63 is selected and read.

Here, the third load control map will be described with reference to FIG.
FIG. 12 is an explanatory diagram of a third load control map employed in the snowplow according to the present invention, wherein the vertical axis represents the throttle valve opening degree Sa (%), and the horizontal axis represents the deceleration Rd (%) of the traveling unit. FIG. 9 shows a third load control map for obtaining a deceleration Rd corresponding to the opening degree Sa.
The characteristic of the third load control map is that the rotational speed of the electric motors 21L, 21R for traveling (that is, the traveling speed of the traveling portions 11L, 11R) is reduced with respect to the increase amount of the opening degree Sa of the throttle valve 71. The ratio of increasing Rd is set to be large in the opening range of the first half where the opening degree Sa is small, and is set to be small in the opening range of the latter half where the opening degree Sa is large.

  More specifically, in the opening degree Sa of the throttle valve 71, the opening degree Sa3 is larger than 0% (fully closed), and the opening degree Sa4 is larger than the opening degree Sa3 and smaller than 100% (fully opened). The deceleration Rd was set to 0% when the opening was Sa3, the deceleration was set to Rd4 when the opening was Sa4, and the deceleration was set to 100% when the opening was 100%.

  The slope of the first half characteristic line Q3 of the straight line where the opening degree Sa increases from Sa3 to Sa4 is gentle, and the slope of the second half characteristic line Q4 of the straight line where the opening degree Sa increases from 100% to 100% is tight. That is, the characteristic of the third load control map is a curved curve characteristic that is substantially downwardly convex in FIG. 12 by the characteristic lines Q3 and Q4.

Thus, in the first-half opening range until the opening degree Sa increases from 0% to Sa4, the rate of increase of the deceleration Rd with respect to the increase amount of the opening degree Sa is large. On the other hand, in the latter half of the opening range until the opening degree Sa increases from Sa4 to 100%, the rate of increase of the deceleration Rd with respect to the increase amount of the opening degree Sa is small.
According to the third load control map, the opening degree Sa of the throttle valve 71 increases as the actual rotational speed Ne of the engine 14 decreases as the load increases. As a result, the opening degree Sa As the speed increases, the rotational speeds of the traveling electric motors 21L and 21R (that is, the traveling speeds of the traveling units 11L and 11R) can be reduced more strongly.

Returning to FIG. 11, the description will be continued.
ST309: The rotational speed of the engine 14 is controlled based on the target rotational speed Es.
ST310: Based on the target travel speed Ms, the third reference acceleration / deceleration, the third reference PID, the third load control map, and the travel speed limit, the rotational speeds of the travel electric motors 21L and 21R are controlled. Later, the process returns to ST05 in FIG.
In ST310, when the actual rotational speed Ne of the engine 14 decreases as the load increases, the rotational speeds of the traveling electric motors 21L and 21R, that is, the traveling speeds of the traveling units 11L and 11R are determined as “third load control. Decelerate based on the map.

Incidentally, the reference acceleration and deceleration constants shown in ST105, ST205, and ST304 are as follows.
Using the second reference acceleration and the second reference deceleration as a standard, the first reference acceleration and the first reference deceleration are set larger than the second reference acceleration / deceleration, and the first reference acceleration and the first reference acceleration are set. The reference deceleration was set smaller than the second reference acceleration / deceleration.
That is, the reference acceleration and deceleration are set so that the rotational speeds of the electric motors 21L and 21R for traveling are high in the first control mode, medium in the second control mode, and low in the third control mode. The constant of was set.

  In addition, for PID constants used in PID control of travel speed (a control method including three operations of proportional operation, integral operation and differential operation), the response in the first control mode and the second control mode is fast. On the other hand, the setting is made in ST106, ST206, and ST305 so that the response in the third control mode is delayed.

Adjustment of the rotational speed Ne of the engine 14 in each control mode is as follows.
In the first control mode, the rotational speed Ne of the engine 14 can be arbitrarily adjusted by manually operating the throttle lever 52 regardless of whether the auger switch 45 is on or off. It should be noted that only when the auger switch 45 is on, the rotational speed Ne of the engine 14 may be adjusted by manual operation.

  In the second control mode, when the auger switch 45 is off, the rotational speed Ne of the engine 14 is maintained at a predetermined low speed, and when the auger switch 45 is on, the throttle is By manually operating the lever 52, the rotational speed Ne of the engine 14 can be arbitrarily adjusted (the maximum value substantially corresponds to the maximum power of the engine 14).

  In the third control mode, when the auger switch 45 is off, the rotational speed Ne of the engine 14 is maintained at a predetermined low speed, and when the auger switch 45 is on, The rotational speed Ne of 14 is maintained at a predetermined high speed value (high speed value substantially corresponding to the maximum torque of the engine 14).

  As is apparent from the above description, the traveling speed of the traveling units 11L and 11R is controlled based on each load control map only when the auger switch 45 is on in consideration of the relationship between the snow removal load and the traveling speed. I made it.

  In the control flow, the drive control method for the left and right electric motors 21L, 21R is, for example, a pulse width modulation method (PWM method) for supplying a pulse voltage to the motor terminals. In response to the control signal of the control unit 61, the motor drivers 84L and 84R can control the rotation of the electric motors 21L and 21R by issuing a pulse signal whose pulse width is controlled.

The above description is summarized as follows.
The present invention includes an engine 14 that drives a snow removal working unit 13 provided in the body 19, electric motors 21L and 21R that vary the traveling speed of the traveling units 11L and 11R that travel the body 19, and the engine 14 and the electric motor. 21L, 21R is a working machine 10 that includes a control unit 61 that controls the traveling speed in association with each other, and the control unit 61 is based on a plurality of load control modes corresponding to the load of the snow removal working unit 13. In the work machine 10 that controls the output and traveling speed of 14,
In the plurality of load control modes, the traveling speed is moderated with respect to the first control mode that is controlled manually based on the rotational speed Ne of the engine 14 and the increase amount of the opening degree Sa in the throttle valve 71 for the engine 14. And a third control for controlling the traveling speed to be greatly decreased as compared with the second control mode with respect to the increase amount of the opening degree Sa of the throttle valve 71. And a mode.

Accordingly, the three load control modes have the following uses.
The first control mode is a so-called manual mode in which control is performed manually based on the rotational speed of the engine 14.
When the load applied to the snow removal working unit 13 increases, the rotational speed Ne of the engine 14 decreases. The operator can recognize that the load has increased by perceiving the decrease in the rotational speed Ne. Therefore, the operator only needs to manually increase the opening degree Sa of the throttle valve 71 appropriately to maintain the rotational speed Ne of the engine 14. That is, the first control mode performs only load control based on the rotational speed Ne of the engine 14, and can be used when it is sufficient for the operator to know the trigger of the load. Since there is little intervention of the control part 61, an operator's will can be fully reflected.
As described above, when the operator wants to freely operate the work machine 10 according to the change in the load state, it is preferable to select the first control mode. An advanced worker who is used to the work may select the first control mode.

The second control mode is a so-called power mode in which the traveling speed is controlled to be gradually decreased with respect to the increase amount of the opening degree Sa in the throttle valve 71.
When the load applied to the snow removal working unit 13 increases, the rotational speed Ne of the engine 14 decreases. On the other hand, when the operator increases the opening degree Sa of the throttle valve 71, the rotational speed Ne of the engine 14 can be maintained. That is, while the snow removal working unit 13 can be driven by the power of the engine 14, the intervention by the control unit 61 is small.
In the second control mode, the travel speed is controlled to be gradually decreased with respect to the increase amount of the opening degree Sa in the throttle valve 71. Therefore, although the load applied to the snow removal working unit 13 is increased, a decrease in traveling speed can be suppressed. As described above, it is preferable to select the second control mode when it is not desired to greatly reduce the traveling speed even if the load applied to the snow removal working unit 13 increases. That is, it is possible to perform a relatively careful work at a stable traveling speed. A worker who wants to work quickly and efficiently or an intermediate worker who is used to a certain degree of work may select the second control mode.
In the second control mode, the snow throwing distance from the shooter 29 can be adjusted by operating the throttle lever 52 to increase or decrease the rotational speed Ne of the engine 14.

In the third control mode, in the so-called auto mode (automatic mode), the travel speed is controlled so as to decrease more greatly than in the second control mode with respect to the increase amount of the opening degree Sa of the throttle valve 71. is there.
For example, the rotational speed Ne of the engine 14 can be maintained by automatically increasing the opening degree Sa of the throttle valve 71 when the load applied to the snow removal working unit 13 increases. In this case, the traveling speed is greatly reduced with respect to the increase amount of the opening degree Sa. Thus, when the load applied to the snow removal working unit 13 increases, the traveling speed is greatly reduced correspondingly. Since the traveling speed may be decreased, it is preferable to select the third control mode when it is desired to suppress the load applied to the snow removal working unit 13. In other words, it is possible to perform polite work, and it is easy to operate and easy to use. A beginner who is unfamiliar with work may select the third control mode.

  As described above, the load control mode of the control unit 61 is changed to (1) a first manually operated control mode used by an experienced expert, and (2) a second semi-automatic second used by an intermediate worker who is used to some extent. And (3) an automatic third control mode used by unfamiliar beginners. By appropriately selecting these modes, a single work machine 10 can be easily used from beginners to advanced workers in a work mode that is optimal for them.

Further, in the present invention, the first control mode is a mode set to increase the deceleration of the traveling speed in accordance with the decrease in the rotational speed Ne of the engine 14.
In the second control mode, the rate of increase in the deceleration of the traveling speed with respect to the increase amount of the opening degree Sa of the throttle valve 71 is set to be small in the first opening range where the opening degree Sa is small, and the opening degree Sa is set. In the second half of the opening range where the
In the third control mode, the rate at which the traveling speed deceleration increases with respect to the increase amount of the opening degree Sa of the throttle valve 71 is large in the first half opening range where the opening degree Sa is small and in the second half where the opening degree Sa is large. In the opening range, the mode is set to be small.

Therefore, by arbitrarily selecting each of the first, second, and third control modes, the work content according to the operator's preference can be obtained. That is,
Since the first control mode is a mode that only alerts the operator that the load is excessive, it is only necessary to increase the deceleration of the traveling speed in accordance with the decrease in the rotational speed Ne of the engine 14. . When the first control mode is selected, if the load applied to the snow removal working unit 13 becomes excessive, the rotational speed Ne of the engine 14 decreases, and the traveling speed deceleration increases accordingly. The operator can recognize that the load has become excessive by perceiving the deceleration. The operator can operate the work machine 10 more freely according to the change in the load status.

  When the second control mode is selected, the opening Sa of the throttle valve 71 is increased without significantly reducing the current traveling speed (that is, while the working machine 10 is traveling substantially at the current traveling speed), and the engine It is possible to continue to apply a large load to the working part up to near the limit of capacity. As a result, work can be performed quickly and efficiently.

  The case where the second control mode is selected will be described more specifically. As shown in the second load control map shown in FIG. 10, even if the opening degree Sa of the throttle valve 71 changes from 0% to Sa2 close to full open, the deceleration Rd changes only from 0% to Rd2. That is, in the first opening range, the rate of increase of the deceleration Rd with respect to the increase amount of the opening Sa is small. After entering the region in which the opening degree Sa changes from Sa2 close to full open to 100%, that is, the second opening degree region, the deceleration Rd greatly changes with respect to the change in the opening degree Sa.

For example, in the snowplow 10, the auger 27 and the blower 28 rotate at a higher speed as the engine 14 rotates at a higher speed, so that the ability of scraping the snow with the auger 27 increases and the scraped snow is passed through the shooter 29 by the blower 28. Increases ability to fly far. As a result, the processing capacity of the snow removal working unit 13 is increased. In order to rotate the engine 14 at a high speed, the opening degree Sa of the throttle valve 71 may be increased. Even if the opening degree Sa is greatly increased, the rate of increase of the deceleration Rd is small. Thus, even if the load applied to the engine 14 increases, the traveling speed of the snowplow 10 need not be excessively reduced.
While the snowplow 10 is running at substantially the current running speed, the throttle valve 71 can be opened widely, and a heavy load can be continuously applied to the snow removal working unit 13 to the limit of the capacity of the engine 14. As a result, the snow removal work can be performed quickly and efficiently.

  When the third control mode is selected, the current travel speed of the work implement 10 is greatly reduced only by slightly increasing the opening degree Sa of the throttle valve 71. As a result, the load applied to the snow removal working unit 13 is suppressed. Therefore, the burden on the engine 14 can be reduced.

  In this way, it is possible to perform optimal control that suits usability. Therefore, the work machine 10 can be a work machine that can be operated more easily by any worker from beginners to advanced workers.

  The snowplow 10 (see FIG. 1) is characterized in that the first control mode, the second control mode, and the third control mode are switched by a manual switch 51 (mode switch 51). . Since the manual changeover switch 51 can freely switch to the first control mode, the second control mode, and the third control mode, the mode switching operation is simple.

  Further, since the snow removal machine 10 (see FIG. 1) uses the snow removal operation unit 13 as a snow removal operation unit including the auger 27 and the blower 28, the speed adjustment of the traveling units 11L and 11R and the engine rotation speed adjustment are performed. From beginners to advanced workers, it is easy to operate in the work mode that is best for you.

An example of the operation procedure of the snow removal machine 10 (see FIG. 1) described above will be described.
FIGS. 13A to 13C are first operation explanatory views showing an example of an operation procedure of the snowplow according to the present invention.
In (a), the engine 14 (see FIG. 1) is started by rotating the main switch 44 as shown by the arrow a1 with the right hand 49R.

  In (b), the snow removal mode is set by rotating the knob 51a of the mode changeover switch 51 (hereinafter referred to as “mode setting switch 51”) with the left hand 49L as shown by the arrow a2. Here, the snow removal mode is set to the third control position (auto position) P3 (see FIG. 3).

  In (c), the travel preparation lever 42 is grasped with the left hand 49L, and the directional speed lever 53 is set in the forward movement region (forward position) with the right hand 49R as shown by the arrow a3. In this state, the airframe 19 (see FIG. 1) can be moved forward.

FIGS. 14A to 14C are second operation explanatory views showing an example of the operation procedure of the snowplow according to the present invention.
In (a), the right hand 49R is moved to the right grip 18R as shown by the arrow a4, and the forward running is continued.

  In (b), the auger switch 45 is pushed with the right hand 49R as shown by the arrow a5, the auger 27 (see FIG. 1) is rotated, and the preparation for snow removal is started.

  In (c), for example, when the mode changeover switch 51 is set to the first control position manual (manual position) P1 in FIG. 13B, the directional speed lever 53 is adjusted with the right hand 49R as shown by the arrow a6, It becomes necessary to adjust the traveling speed of the forward movement. In (a) to (c), the left hand 49L indicates that the traveling preparation lever 42 is still held.

FIGS. 15A to 15C are third operation explanatory views showing an example of the operation procedure of the snowplow according to the present invention.
In (a), the height of the auger 27 (see FIG. 2) and the left / right inclination of the auger 27 are adjusted by operating the auger housing posture operation lever 55 with the right hand 49R to the right / left / back / right / left direction of the arrow a7. Proceed with snow removal work.

  In (b), when it becomes necessary to return the height of the auger 27 (see FIG. 2) and the left / right inclination of the auger 27 to the initial position (original position), for example, the reset switch 54 is moved to the arrow with the thumb of the right hand 49R. By pushing like a8, the auger 27 can be returned to the initial position.

  In (c), the shooter operating lever 56 is operated back and forth and left and right as indicated by the arrow a9, and the snow throwing direction (vertical angle and left and right angle) of the shooter is adjusted to change the snow throwing direction of the removed snow. Can do. In (a) to (c), the left hand 49L indicates that the traveling preparation lever 42 is still held.

FIGS. 16A to 16C are fourth operation explanatory views showing an example of the operation procedure of the snowplow according to the present invention.
13A, when the third control position (auto position) P3 (see FIG. 3) is selected with the mode switch 51 in FIG. 13B, it is not necessary to operate the throttle lever (adjusting member) 52. When the first control position manual (manual position) P1 is selected, the right hand 49R operates the throttle lever 52 as indicated by arrow a10 to adjust the rotational speed of the engine 14 (see FIG. 1) and proceed with the snow removal work. . Further, when the second control position (power position) P2 is selected, the snow throwing distance of snow to be snowed from the shooter 29 (see FIG. 1) can be adjusted.

  In (b), the vehicle body 19 (see FIG. 1) can be moved backward by moving the directional speed lever 53 to the reverse area (reverse position) with the right hand 49R as indicated by the arrow a8.

  In (c), by moving the directional speed lever 53 to the forward region (forward position) with the right hand 49R as shown by the arrow a12, the machine body 19 (see FIG. 1) can be advanced, and the snow removal operation can be continued. . In (a) to (c), the left hand 49L indicates that the traveling preparation lever 42 is still held.

  From FIG. 13 to FIG. 16, it can be said that the mode setting switch 51 is a switch that can be operated at the start of the snow removal work, and the traveling preparation lever 42 is a lever that is always held during the snow removal work.

  That is, the snowplow 10 shown in FIG. 1 is provided with a snow removal unit (snow removal work unit) 13 at the front of the machine body 19 and an engine 14 at the center of the machine body 19 to control the running speed of the machine body 19 and the snow removal unit 13. A control unit 61 is provided, and an operation unit 40 is provided at the rear of the machine body 19 in order to input an operation command to the control unit 51. The operation unit 40 is sandwiched and the left and right operation handles 17L and 17R are moved to the rear of the machine body 19. In the extended snow removal machine, a snow removal unit posture operation member (auger housing posture operation lever) 55 for operating the snow removal posture of the snow removal unit 13 is disposed on one side of the operation unit 40 and is located on the other side of the operation unit 40. A travel preparation lever 42 is disposed on the operation handle 17L to bring the aircraft into a travelable state by grasping it and to release the vehicle from a travel stop state by releasing it. A mode setting switch (mode changeover switch) for arbitrarily selecting a plurality of snow removal modes set in advance by a combination of the traveling speed of the airframe 19 controlled by the control unit 61, the rotational speed of the engine 14, and the throttle opening of the engine 14 ) 51 was placed.

  For example, it would be preferable to be able to use a snowplow for both those who are unfamiliar with snow removal work and those who are accustomed to snow removal work, because this can expand the layer of snowplow users.

  Therefore, a mode setting switch (mode changeover switch) 51 for arbitrarily selecting a plurality of snow removal modes set in advance by a combination of the traveling speed of the airframe 19 controlled by the control unit 61, the rotational speed of the engine 14, and the throttle opening of the engine 14. By arranging the above, it is possible to realize the snow removal machine 10 that can cope with both those who are unfamiliar with snow removal work and those who are accustomed to snow removal work. As a result, the user layer of the snow removal machine 10 can be expanded.

  Also, the snow removal mode may be determined once by the operator before the start of snow removal, and the mode setting switch 51 that is set before the start of snow removal work is disposed in front of the travel preparation lever 42 that is released during snow removal. It is possible to prevent the operation of the snow removal portion posture operation member (auger housing posture operation lever) 55 that is frequently operated during operation from being hindered. As a result, the operability of the snow removal unit operation can be improved.

In the snowplow 10 (see FIG. 1), the snow throwing distance when adjusting the output of the engine 14 between the mode setting switch (mode changeover switch) 51 and the travel preparation lever 42 or when the snow removed from the snow removing portion is snowed. An adjustment member (throttle lever) 52 for adjusting the angle is provided.
For example, when the manual operation mode (manual position P1 shown in FIG. 3) in which the operator can freely set the combination of the running speed, the engine speed, and the engine throttle opening is set in the snow removal mode, The adjusting member 52 that adjusts the 14 output and adjusts the snow throwing distance when the snow removed by the snow removing section 13 is thrown is related to the mode setting switch 51 in operation. Further, even during snow removal work, the travel preparation lever 42 is a lever that can be operated by holding it. Therefore, an adjustment member (throttle lever) that adjusts the output of the engine 14 between the mode setting switch (mode changeover switch) 51 and the travel preparation lever 42 or adjusts the snow throwing distance when snow is removed from the snow removing portion. ) 52 can improve the operability in the snow removal work.

In the snowplow 10 (see FIG. 1), a rotary switch is adopted as the mode setting switch 51.
When the mode setting switch 51 is a rotary switch, an arbitrary snow removal mode can be quickly set, and the set snow removal mode can be directly confirmed. As a result, it is possible to improve the convenience of snow removal work.

Further, in the snow removal machine 10 (see FIG. 1), the adjustment member (throttle lever) 52 employs a slide type in which the operation unit can be moved back and forth.
By making the adjustment member (throttle lever) 52 slidable so that it can be moved back and forth in the operation portion, for example, the adjustment member 52 can be arranged compactly between the mode setting switch 51 and the travel preparation lever 42. it can. As a result, the member including the adjustment member (throttle lever) 52 can be divided into blocks for each function in the operation unit 40, and the operability of the snow removal machine 10 can be improved.

  As shown in FIG. 3, the snowplow according to the present invention has a traveling speed of the machine body 19 in which the mode setting switch (mode changeover switch) 51 is controlled by the control unit 61, the rotational speed of the engine 14, and the throttle opening of the engine 14. A plurality of snow removal modes are set according to the combination of degrees, but the present invention is not limited to this, and it may be determined based on the traveling speed of the airframe and the rotational speed of the engine.

  As shown in FIG. 1, the snow removal machine according to the present invention is a snow removal machine for snow removal work. However, the present invention is not limited to this, and the snow removal machine may be another work machine. May be used for other working machines.

  The snow removal machine according to the present invention is suitable for use in an auger type snow removal machine that collects snow with a front auger and removes snow while traveling forward.

1 is a side view of a snowplow according to the present invention. It is a typical top view and control system diagram of the snowplow according to the present invention. It is a perspective view of the operation part of the snow remover which concerns on this invention. It is a top view of the operation part of the snow remover which concerns on this invention. It is action | operation explanatory drawing of the direction speed lever employ | adopted as the snowplow based on this invention. It is a control flowchart (the 1) of the control part of the snow remover which concerns on this invention. It is a control flowchart (the 2) of the control part of the snow remover which concerns on this invention. It is explanatory drawing of the 1st load control map employ | adopted as the snow remover which concerns on this invention. It is a control flowchart (the 3) of the control part of the snow remover which concerns on this invention. It is explanatory drawing of the 2nd load control map employ | adopted as the snow remover which concerns on this invention. It is a control flowchart (the 4) of the control part of the snow remover which concerns on this invention. It is explanatory drawing of the 3rd load control map employ | adopted as the snow remover which concerns on this invention. It is the 1st operation explanatory view showing an example of the operation procedure of the snowplow according to the present invention. It is 2nd effect | action explanatory drawing which shows an example of the operation procedure of the snow remover which concerns on this invention. It is 3rd effect | action explanatory drawing which shows an example of the operation procedure of the snow remover which concerns on this invention. It is a 4th operation explanatory view showing an example of the operation procedure of the snowplow according to the present invention. It is a figure explaining the conventional basic composition.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Snow removal machine, 13 ... Snow removal part (snow removal working part), 14 ... Engine, 17L, 17R ... Operation handle, 19 ... Airframe, 40 ... Operation part, 42 ... Travel preparation lever, 51 ... Mode setting switch (mode change switch) ), 52... Adjustment member (throttle lever), 55... Snow removal portion posture operation member (auger housing posture operation lever), 61.

Claims (2)

A snow removal unit is provided at the front of the aircraft, an engine is installed at the center of the aircraft, a control unit is provided to control the running speed and snow removal unit of the aircraft, and an operation command is input to this control unit. In the snowplow that has a left and right operation handle extending to the rear of the machine,
A snow removal unit posture operation member for operating the snow removal posture of the snow removal unit is disposed on one side of the operation unit, and the vehicle body is allowed to travel by gripping the operation handle located on the other side of the operation unit. And a travel preparation lever that puts the airframe in a travel stop state by separating the airframe, and in front of the travel preparation lever and in the operation section, the travel speed of the airframe controlled by the control section, the engine speed, and the engine speed A snow remover comprising a mode setting switch for arbitrarily selecting a plurality of snow removal modes set in advance by a combination of throttle openings. An adjusting member is provided between the mode setting switch and the travel preparation lever to adjust the engine output, or to adjust a snow throwing distance when the snow removed by the snow removing portion is thrown. Item 1. A snowblower according to Item 1.

Images