JP2010006126A - Steering device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering/traveling control system for right and left steering handle bars, improving the steering performance of a vehicle. <P>SOLUTION: A steering device of a vehicle 10 includes powered traveling devices 20L and 20R and turning devices 31L and 31R. This steering device includes right and left operating handle bars 81L and 81R attached to the vehicle and permitted to turn independently from each other, a turning control unit for controlling the turning devices according to a first turning angle when the right and left operating handle bars are turned in the same turning direction, and a traveling control unit for controlling a forward traveling, a reverse traveling, and a traveling speed of the traveling devices according to a second turning angle when the right and left operating handles are turned in mutually opposite directions. The turning control unit and the traveling control unit are included in a control unit 63. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for improving a steering device particularly in a vehicle in which both a power-type traveling device and a turning device are operated by a driver only by hand.

There are various types of vehicles such as work machines that are operated by the driver only by hand. For example, in a working machine, there is a walking type working machine of a type that is driven by power and operates an operating handle while the driver walks in order to reduce the labor of snow removal work, farm work, and the like. In recent years, the development of a steering device in a vehicle operated by a driver only with a hand has been advanced (for example, see Patent Document 1).
JP 2007-56445 A

  The vehicle known from Patent Document 1 extends left and right operation handles rearward from a traveling frame provided with left and right crawlers, and includes an operation box between the left and right operation handles. Provided, and left and right operation handles are respectively provided with turning operation levers. A crawler is a type of traveling device. The directional speed lever controls the forward, backward and travel speeds of the left and right crawlers.

  While the vehicle is traveling, the driver continues to hold the left and right operation handles. The driver holds the left turning operation lever together with the left operation handle when performing a left turning operation, and holds the right turning operation lever together with the right operation handle when performing a right turning operation (first operation). On the other hand, when the left and right crawlers are switched forward, backward, and traveling speed, the driver releases the left or right hand from the operation handle and operates the directional speed lever (second operation). That is, each time the driver operates the directional speed lever, the driver needs to release his / her left and right operation handles. For this reason, there is room for improvement in order to be able to switch quickly and easily from one operation to the other. Furthermore, it is preferable that both the first operation and the second operation can be performed simultaneously. Therefore, a vehicle that can be steered more easily is demanded.

  This invention makes it a subject to provide the technique which can improve the controllability of a vehicle.

  According to the first aspect of the present invention, in a vehicle steering apparatus having a power-type traveling device and a turning device, the left and right operation handles attached to the vehicle body so as to be able to rotate independently from each other, and the left and right operation handles are provided. When the rotation control unit controls the turning device according to the first rotation angle when rotating in the same rotation direction, and the second when the left and right operation handles are rotated in the opposite rotation directions, And a travel control unit that controls forward, reverse, and travel speed of the travel device according to a rotation angle.

  According to a second aspect of the present invention, in the first aspect, the left and right operation handles include bar handles that are rotatable about a single axis.

  The invention according to claim 3 is characterized in that, in claim 2, when the vehicle is viewed from above, the left and right bar handles are rotatable only in the front-rear direction with respect to the vehicle body. To do.

  The invention according to claim 4 further comprises a four-bar link, a same-direction rotation angle sensor, and a reverse rotation angle sensor according to claim 2 or claim 3, wherein the four-bar link is the single link. The left and right bar handles connected to the shaft, the left link whose one end is connected by a first connecting pin in the middle of the left bar handle, and the second connecting pin in the middle of the right bar handle The right and left links are connected to each other by a third connecting pin, and the same-direction rotation angle sensor has the same left and right bar handles. The first rotation angle is detected based on the amount of rotational displacement of the third connecting pin when rotated in the rotational direction, and the left and right bar handles are connected to each other. The second rotation angle is detected based on a linear displacement amount of the third connecting pin when rotated in the reverse rotation direction, and the turning control unit is detected by the same direction rotation angle sensor. The turning device is controlled according to the first rotation angle, and the traveling control unit controls the traveling device according to the second rotation angle detected by the reverse rotation angle sensor. It is the structure.

  The invention according to claim 5 further includes a rotating body that rotates around the single axis in accordance with the rotational displacement of the third connecting pin. A rotation angle sensor is attached.

  According to a sixth aspect of the present invention, in the fifth aspect, the rotating body includes a stopper for restricting a range in which the left and right bar handles rotate in the reverse rotation direction.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, a relative rotation restricting portion that restricts relative rotation of the right operating handle with respect to the left operating handle, and the relative rotation restricting portion. It further has a regulation operation part for operating the rotation regulation part.

  According to an eighth aspect of the present invention, in the seventh aspect, the restricting operation portion includes an operation lever that can be grasped together with any one of the left and right operation handles.

  In the invention according to claim 1, by attaching the left and right operation handles capable of independent rotation to the vehicle body, the driver can perform the following two operations using the left and right operation handles.

  The first operation is to rotate the left and right operation handles in the same rotational direction, that is, to change the direction of the entire left and right operation handles (steer). When the driver performs the first operation, the turning control unit controls the turning device according to the rotation angles (first rotation angle and steering angle) of the entire left and right operation handles. As a result, the vehicle can be steered.

  The second operation is to rotate the left and right operation handles in opposite directions. When the driver performs the second operation, the traveling control unit operates the traveling device, that is, moves forward / reverse (in accordance with the rotation angle (second rotation angle) of the left and right operation handles rotating in opposite directions to each other. Reverse) ・ Controls the running speed. As a result, the forward, reverse, and traveling speed of the vehicle can be changed.

  As described above, the driver can arbitrarily select and execute an operation in which the first operation and the second operation are separately or combined according to the driving situation. By simply operating the left and right operation handles, two operations, (1) steering, (2) forward, reverse, and travel speed changing operations can be performed freely and easily. Switching from one operation to the other can be performed quickly and easily. For this reason, there is no time lag (delay time) when switching operations, and there is no complication when switching operations. Furthermore, both the first operation and the second operation can be performed simultaneously while holding the left and right operation handles. Therefore, the maneuverability of the vehicle can be further enhanced.

  In the invention according to claim 2, the left and right operation handles are constituted by bar handles that are rotatable about a single axis. For this reason, since both the first operation and the second operation can be performed by grasping the left and right bar handles, the maneuverability can be further improved.

In the invention according to claim 3, the left and right operation handles can be rotated only in the front-rear direction with respect to the vehicle body. For this reason, both the first operation and the second operation can be performed by grasping the left and right bar handles and rotating them in the front-rear direction.
When turning the vehicle to the left, the entire left and right bar handles are rotated to the left (steered to the left). When turning the vehicle to the right, the entire left and right bar handles are rotated to the right (steered to the right). That is, when the driver turns the entire left and right operation handles to the left, the vehicle turns to the left, and to the right, the vehicle turns to the right. Since the turning direction of the vehicle coincides with the rotation direction (steering direction) of the entire left and right bar handles, the maneuverability is further improved.

For example, when the vehicle is advanced, both the left and right bar handles are rotated forward. When the vehicle is moved backward, both the left and right bar handles are rotated backward. That is, when the driver turns the left and right operation handles in the direction to open the vehicle forward, the vehicle moves forward, and the forward speed increases as the driver opens. Further, when the driver turns the left and right operation handles toward the front, the vehicle moves backward, and the reverse speed increases as the vehicle is closed. The forward / backward direction of the vehicle coincides with the rotational direction of the left and right bar handles, thereby improving the maneuverability.
As described above, the traveling direction of the vehicle matches the operation direction of the driver, which is excellent in ergonomics and can further enhance the controllability of the vehicle.

  The invention according to claim 4 has a four-bar link using left and right bar handles connected to a single shaft. The third connecting pin in the four-bar link is rotatable (turnable) about a single axis. The third connecting pin is rotationally displaced when the left and right bar handles are rotated in the same rotational direction, and is linearly displaced when the left and right bar handles are rotated in the opposite rotational directions.

The same-direction rotation angle sensor can detect the steering angle (first rotation angle) of the entire left and right bar handles based on the rotational displacement amount of the third connecting pin. Therefore, the steering angle can be detected easily and accurately with a simple configuration using a four-bar link. The traveling control unit may control the turning device according to the detection signal detected by the same direction rotation angle sensor.
The reverse rotation angle sensor can detect the second rotation angle based on the linear displacement amount of the third connecting pin. For this reason, the second rotation angle can be detected easily and accurately with a simple configuration using a four-bar link. The traveling control unit may control the traveling device according to the second rotation angle.

  In this way, by adopting a simple configuration that uses only a four-bar link that skillfully uses the left and right bar handles connected to a single shaft, the behavior of the third connecting pin in the four-bar link can be reduced. Based on this, both the first rotation angle and the second rotation angle can be detected easily and accurately.

  In the invention according to claim 5, the rotating body rotates about the single axis only when the third connecting pin is rotationally displaced. That is, when the third connecting pin is linearly displaced, the rotating body does not rotate. A reverse rotation angle sensor is attached to the rotating body. Therefore, regardless of the steering angle (first rotation angle) of the entire left and right bar handles, the third connection pin can easily and reliably set the second rotation angle corresponding to the linear displacement amount by the reverse rotation angle sensor. Can be detected.

  In the invention according to claim 6, the rotating body has a stopper for restricting the range in which the left and right bar handles rotate in the reverse rotation direction. For this reason, regardless of the steering angle (first rotation angle) of the entire left and right bar handles, the range in which the left and right bar handles rotate in the reverse rotation direction can be reliably regulated by the stopper.

  In the invention which concerns on Claim 7, when a driver | operator operates the control operation part, a relative rotation control part controls relative rotation of the right operation handle with respect to the left operation handle. As a result, the left and right operation handles cannot be rotated in the opposite directions. For this reason, the traveling direction (forward, reverse) and traveling speed of the traveling device are maintained. Since the traveling speed can be maintained, the driver only needs to steer with the left and right operation handles, and the maneuvering is easier.

  In the invention which concerns on Claim 8, the control operation part is comprised by the operation lever. The driver can easily operate the relative rotation restricting portion only by grasping the operation lever together with one of the left and right operation handles. For this reason, the driver can freely and easily select and switch the traveling state of the traveling device or maintain the current state when holding and manipulating the left and right operation handles. it can.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. Hereinafter, an auger type snow remover will be described as an example of a vehicle according to the present invention. "Front", "Rear", "Left", "Right", "Up", "Down" follow the direction seen from the driver, Fr is front, Rr is rear, Le is left, Ri is right , Up is the upper side, Dw is the lower side, and CL is the vehicle width direction center line (vehicle width direction center).

  FIG. 1 is a left side view of an auger type snowplow (vehicle) according to the present invention. FIG. 2 is a control system diagram of the auger type snowplow shown in FIG. 1, and schematically shows the auger type snowplow seen from above.

  As shown in FIGS. 1 and 2, the auger type snow remover 10 (hereinafter simply referred to as “snow remover 10”) is a self-running type that scrapes and removes snow with a front auger 43 while traveling forward. It is a kind of walking type work machine. The snowplow 10 is mounted on a traveling frame 11 so that the rear portion of the vehicle body frame 12 can swing up and down, and the front portion of the vehicle body frame 12 is moved up and down (up and down swing) by the lifting mechanism 13. The blower case 42 is mounted so as to be able to roll, and the auger housing 41 is rolled by the rolling mechanism 14.

  The combined structure of the traveling frame 11 and the vehicle body frame 12 constitutes a vehicle body 15 (airframe 15). The traveling frame 11 includes left and right traveling devices 20L and 20R and left and right electric motors 31L and 31R. The vehicle body frame 12 includes a snow removal working device 40 disposed in the front portion and an engine 51 disposed in the upper portion.

The elevating mechanism 13 is an actuator in which a piston can advance and retreat from a cylinder, and uses the first electric motor 13a as a drive source. The elevating mechanism 13 can swing the front portion of the vehicle body frame 12 up and down. Therefore, the height of the snow removal work device 40, that is, the posture of the auger housing 41 can be adjusted by swinging the snow removal work device 40 up and down together with the vehicle body frame 12. The rolling mechanism 14 is an actuator in which a piston can advance and retreat from a cylinder, and uses the second electric motor 14a as a drive source. The auger housing 41 can be rolled left and right by the rolling mechanism 14.
The first electric motor 13a and the second electric motor 14a are auger housing driving motors for adjusting the posture of the auger housing 41 by power.

Hereinafter, the principal part of the snow removal machine 10 is demonstrated in detail.
The left and right electric motors 31 </ b> L and 31 </ b> R are travel drive sources that drive the left and right travel apparatuses 20 </ b> L and 20 </ b> R, and are supplied with electric power from the generator 52 and the battery 53. The generator 52 is driven by the engine 51 and supplies power to the battery 53 and various electric components. The battery 53 supplies power to various electrical components.

  The left and right traveling devices 20L and 20R include left and right crawler belts 21L and 21R, left and right driving wheels (traveling wheels) 22L and 22R arranged at the rear, and left and right rolling wheels 23L (right on the right). (Omitted). The left crawler belt 21L is driven via the left drive wheel 22L by the torque generated by the left electric motor 31L. The right crawler belt 21R is driven via the right drive wheel 22R by the torque generated by the right electric motor 31R.

The snow removal work device 40 includes an auger housing 41, a blower case 42 integral with the back surface of the auger housing 41, an auger 43 provided in the auger housing 41, a blower 44 provided in the blower case 42, and a shooter 45 (see FIG. 1).
The engine 51 is a snow removal drive source that drives the snow removal work device 40 via the electromagnetic clutch 46. The power of the engine 51 is transmitted to the auger 43 and the blower 44 via the electromagnetic clutch 46 and the transmission shaft 47. The snow scraped by the auger 43 can be blown away by the blower 44 via the shooter 45.

  As shown in FIG. 1, the shooter 45 is attached to the blower case 42 so as to be rotatable left and right, and is driven to rotate by a third electric motor 48. The distal end portion 45a of the shooter 45 is attached to the base end portion so as to be able to swing up and down, and is driven to swing by the fourth electric motor 49 via the wire cable 45b. The third electric motor 48 and the fourth electric motor 49 are shooter driving motors for adjusting the attitude of the shooter 45 by power.

  Further, as shown in FIG. 1, the vehicle body frame 12 includes a stand 61 that extends rearward (more specifically, rearward and upper) from the upper part. The stand 61 is provided with an operation panel 62, a control unit 63, and a steering device 64 (steering mechanism 64) in the upper part. Specifically, the stand 61 has a base 61a at the upper end. An operation panel 62 and a steering device 64 are mounted on the base 61a.

  FIG. 3 is a view of the operation panel and the steering device shown in FIG. As shown in FIG. 3, the operation panel 62 includes a main switch 71 and a battery travel mode switch 72 on the back surface 62 a (the front side in this figure, the surface on the driver side). Further, the operation panel 62 includes a mode switch 73, a throttle lever 74, a reset switch 75, and an auger operation switch 76 on the upper surface 62b. More specifically, the mode changeover switch 73 is disposed at the front left position of the upper surface 62b, the throttle lever 74 is disposed at the front right position of the upper surface 62b, and the reset switch 75 is disposed at the rear left position of the upper surface 62b. The switch 76 is disposed at the right front position of the upper surface 62b.

  Referring to FIG. 2 and referring to FIG. 3, the main switch 71 is a well-known switch that can start the engine 51 by inserting and turning the main key. The battery travel mode switch 72 is a manual switch that temporarily stops the engine 51 and drives the left and right electric motors 31L and 31R only by the electric power supplied from the battery 53, and includes, for example, a push button switch.

  The mode changeover switch 73 is a manual changeover switch that switches the travel control mode in the control unit 63, and is composed of, for example, a rotary switch. The throttle lever 74 is an operation member for controlling opening and closing of the throttle valve by controlling a control motor of an electronic governor (also referred to as an electric governor). The reset switch 75 (auger original position automatic return switch 75) is a manual switch for returning the posture (position) of the auger housing 41 to a preset origin, and is constituted by a push button switch, for example. The auger operation switch 76 is a manual switch that switches on and off the electromagnetic clutch 46 for snow removal, and includes, for example, a push button switch.

  Next, the steering device 64 will be described. 4 is a view of the steering apparatus shown in FIG. 3 as viewed from above. FIG. 5 is a perspective view schematically showing the steering device shown in FIG. 6 is a cross-sectional view of the steering apparatus shown in FIG. 5 as viewed from the left side. FIG. 7 is an exploded view of the steering apparatus shown in FIG. FIG. 8 is a plan view of the steering apparatus shown corresponding to FIG. FIG. 9 is a perspective view of the steering device shown in FIG. 5 as viewed from below. FIG. 10 is a configuration diagram of the main part of the steering apparatus shown in FIG. 6 as viewed from above.

  As shown in FIGS. 4 and 5, the steering device 64 includes left and right operation handles 81L and 81R, a four-joint link 100, a relative rotation restricting portion 131, a restricting operation portion 87, a turning control portion and a traveling control portion which will be described later.

  As shown in FIGS. 6 and 7, the base 61 a has a bearing portion 91 erected from the upper surface. The base 61a and the bearing portion 91 are obtained by rotatably attaching a rotary shaft 92. The rotating shaft 92 extends perpendicularly to the horizontal plane of the base 61a and penetrates the base 61a up and down.

  As shown in FIGS. 5 to 7, the left and right operation handles 81L and 81R are each composed of a bar handle that can rotate around a rotation shaft 92 (single shaft 92), and the operation panel 62 (see FIG. 4 difference). Than to the left and right. A base end portion of the left operation handle 81L is attached such that relative rotation with respect to the rotation shaft 92 is restricted. The base end portion of the right operation handle 81R has a hollow shaft 93 for fitting the rotation shaft 92 rotatably. For this reason, the left and right operation handles 81L and 81R are attached to the vehicle body 15 (see FIG. 1) so that they can rotate independently of each other.

  As shown in FIGS. 5 and 8, the four-bar link 100 is combined in a substantially rhombus shape in plan view, and the left and right operation handles 81L and 81R connected to the rotation shaft 92 and the left and right links 101L and 101R Consists of. One end of the left link 101L is rotatably connected by a first connecting pin 103 to a connecting portion 102 in the middle of the length of the left bar handle 81L. One end portion of the right link 101R is rotatably connected to a connecting portion 104 in the middle of the right bar handle 81R by a second connecting pin 105. The other ends of the left and right links 101L and 101R are rotatably connected by a third connecting pin 106.

  As shown in FIG. 8, when the four-joint link 100 is viewed from above, the rotating shaft 92 and the third connecting pin 106 are disposed on the center line CL in the vehicle width direction. The third connecting pin 106 is disposed behind the rotation shaft 92. The distance from the rotating shaft 92 to the second connecting pin 105 is the same as the distance from the rotating shaft 92 to the first connecting pin 103. The distance from the second connection pin 105 to the third connection pin 106 is the same as the distance from the first connection pin 103 to the third connection pin 106. As described above, the four-joint link 100 is configured to use the left and right bar handles 81L and 81R connected to the single shaft 92.

  As shown in FIGS. 5 to 7, the steering device 64 includes upper and lower rotating bodies 111 and 112 that rotate about the rotation shaft 92 as the third connecting pin 106 rotates. The upper and lower rotating bodies 111 and 112 are substantially semicircular flat plates in a plan view, and are set to have substantially the same size. The upper and lower rotators 111 and 112 are arranged on the upper surface of the base 61a in the vertical direction (longitudinal direction of the rotary shaft 92) with a certain distance from each other and in phase with each other in plan view. . That is, the semicircle of the lower rotator 112 overlaps with the same phase with the semicircle of the upper rotator 111, and is assembled integrally with each other.

  The upper and lower rotating bodies 111 and 112 have through holes 111a and 112a (see FIG. 7) penetrating vertically in the center of the semicircle. The hollow shaft 93 is rotatably fitted in these through holes 111a and 112a. For this reason, the upper and lower rotating bodies 111 and 112 can rotate around the rotation shaft 92.

  Between the upper and lower rotating bodies 111 and 112, left and right operation handles 81L and 81R and a four-bar link 100 are operably disposed. The left and right operation handles 81L and 81R are rotationally displaced between the upper and lower rotating bodies 111 and 112.

  As shown in FIG. 8, the left and right operation handles 81L and 81R have a V-shape in plan view that opens from the center Ps of the rotating shaft 92 to the rear Rr when positioned at the neutral position Pn indicated by the solid line. The neutral position Pn is set so that the driver can steer the left and right operation handles 81L and 81R in the most comfortable posture when the vehicle 10 travels straight.

  Further, the left and right operation handles 81L and 81R are located at the maximum forward position Pf when they are rotated (swing) to the front Opf by an angle α with respect to the neutral position Pn, and are rearward with respect to the neutral position Pn. When it is rotated (swinged) by an angle β to Opr, it is located at the reverse maximum position Pr. The angles α and β are set to 10 to 20 °.

  For example, the left and right operation handles 81L and 81R in a state positioned at the maximum forward position Pf are straight in the left and right directions passing through the center Ps in plan view. The left and right operation handles 81L, 81R in the state of being in the maximum reverse drive position Pr are V-shaped in plan view with a sharper angle than when they are in the neutral position Pn.

  The range in which the left and right operation handles 81L and 81R can be rotated (the range of the angle α + β) is determined by the stoppers 113, 113, and 114. These stoppers 113, 113, 114 are attached to the upper and lower rotating bodies 111, 112.

  As shown in FIG. 7, when the left and right operation handles 81L and 81R are rotated, a click mechanism capable of giving a clear click sound and a clear operation feeling when reaching a new position. 115. The click sound and the operation feeling are generated each time the left and right operation handles 81L and 81R reach the neutral position Pn, the maximum forward position Pf and the maximum reverse position Pr shown in FIG. As shown in FIG. 7, the click mechanism 115 includes, for example, three recesses 116, two balls 117, and two springs 118 formed on the left and right sides of the lower turntable 112.

  As shown in FIGS. 6, 7, and 10 (a), the lower rotating body 112 has a long hole 112 b in which the third connecting pin 106 is fitted via a bush 107. The long hole 112b is a hole that is disposed on the center line CL in the vehicle width direction and is elongated along the vehicle center line CL in the vehicle width direction.

Therefore, when the left and right operation handles 81L and 81R rotate in the opposite rotation directions (both rotated to the front Opf or both rotated to the rear Opr), the third connecting pin 106 is within the elongated hole 112b (center in the vehicle width direction). (On line CL) is linearly displaced back and forth.
On the other hand, when the left and right operation handles 81L and 81R rotate in the same rotational direction (both rotated in the left steering direction StL or both rotated in the right steering direction StR), the third connecting pin 106 is moved to the left and right operation handles 81L. , 81R rotate (turn). As a result, since the inner wall of the elongated hole 112b is pushed by the third connecting pin 106, the upper and lower rotating bodies 111, 112 are rotated in the same direction as the left and right operation handles 81L, 81R.
Thus, the long hole 112b is fitted so that the upper and lower rotating bodies 111 and 112 are rotated by the third connecting pin 106 only when the third connecting pin 106 is rotationally displaced.

  As is clear from the above description, the left and right operation handles 81L and 81R can rotate around the rotation shaft 92 (single shaft 92). For this reason, the third connecting pin 106 is rotationally displaced when the left and right operation handles 81L and 81R rotate in the same rotation direction, and is linear when the left and right operation handles 81L and 81R rotate in the opposite rotation directions. Displace.

  Further, the third connecting pin 106 fitted in the long hole 112b rotates the rotating bodies 111 and 112 in the same direction through the long hole 112b only when the third connecting pin 106 is rotationally displaced. On the other hand, when the third connecting pin 106 is linearly displaced, the rotating bodies 111 and 112 are not rotated by the third connecting pin 106 through the long hole 112b.

  The left and right operation handles 81L and 81R are swung back and forth in opposite directions to operate the rotation speeds of the left and right electric motors 31L and 31R shown in FIG. 2, that is, the traveling speed, and the electric motors 31L and 31R are rotated forward and backward. You can switch between forward and backward.

  That is, if both the left and right operation handles 81L and 81R are swing-operated from the “neutral position” shown in FIG. 8 to the front Opf, the electric motors 31L and 31R shown in FIG. 20R can be moved forward, and speed control according to the amount of swing operation to the forward Opf can be performed. Similarly, if both the left and right operation handles 81L and 81R are swing-operated from the “neutral position” shown in FIG. 8 to the rear Opr, the electric motors 31L and 31R shown in FIG. 20R can be moved backward, and speed control according to the swing operation amount to the backward Opr can also be performed.

  Further, both the left and right operation handles 81L and 81R can be rotated in the same direction. For example, during left steering, both the left operating handle 81L and the right operating handle 81R are rotated in the left steering direction StL (counterclockwise in FIG. 8). Further, at the time of right steering, both the left operation handle 81L and the right operation handle 81R are rotated in the right steering direction StR (clockwise direction in FIG. 8).

Accordingly, by steering the left and right operation handles 81L and 81R in the same direction, the electric motor 31L or 31R inside the turning of the left and right electric motors 31L and 31R shown in FIG. 2 is decelerated, stopped, and reversed. The snowplow 10 can be turned left or right.
The driver can steer the snowplow 10 with the left and right operation handles 81L and 81R while walking with the snowplow 10.

  As shown in FIGS. 5 to 9, the upper rotating body 111 includes a reverse rotation angle sensor 121 at a position facing the elongated hole 112 b of the lower rotating body 112. The reverse rotation angle sensor 121 is composed of, for example, a potentiometer disposed on the vehicle width direction center line CL. The upper end portion of the third connecting pin 106 is connected to a sensor portion (not shown) of the reverse rotation angle sensor 121. When the third connecting pin 106 is linearly displaced back and forth on the vehicle width direction center line CL, the reverse rotation angle sensor 121 (first potentiometer 121) detects the position of the third connecting pin 106 and outputs a detection signal. To emit. That is, the position of the upper end portion of the third connecting pin 106 is detected by the reverse rotation angle sensor 121.

  On the other hand, when the third connecting pin 106 is rotationally displaced about the rotation shaft 92, the rotational displacement position of the third connecting pin 106 is detected by the same-direction rotational angle sensor 122. The same-direction rotation angle sensor 122 is composed of, for example, a potentiometer disposed on the center line CL in the vehicle width direction, and is attached to the base 61a.

FIG. 10B shows the same-direction rotation angle sensor 122 as viewed from above, and is shown according to the position of the long hole 112b shown in FIG. FIG. 11 is a perspective view of the same-direction rotation angle sensor shown in FIG.
As shown in FIGS. 5, 10, and 11, specifically, the lower end portion of the third connection pin 106 is connected to the same-direction rotation angle sensor 122 (second potentiometer 122) via the displacement amount conversion member 123. Has been. The displacement amount conversion member 123 includes a conversion shaft 124 and a conversion arm 125 extending laterally from the side portion of the conversion shaft 124. The conversion shaft 124 is disposed between the rotation shaft 92 and the third connection pin 106 on the center line CL in the vehicle width direction, and is disposed in parallel to the third connection pin 106. Further, the conversion shaft 124 is connected to a sensor unit (not shown) of the displacement amount conversion member 123. The conversion arm 125 has a long and narrow groove 125a by being formed into a bifurcated shape (fork end) in a plan view that is elongated in the front-rear direction on the center line CL in the vehicle width direction. The groove 125a is formed elongated toward the third connecting pin 106, and the lower end portion of the third connecting pin 106 is fitted therein.

  The third connecting pin 106 can move linearly in the groove 125a when linearly displaced back and forth. Further, the third connecting pin 106 rotates the conversion shaft 124 by rotating the conversion arm 125 when it is rotationally displaced about the rotation shaft 92. For this reason, the conversion shaft 124 is rotationally displaced by a displacement amount corresponding to the rotational displacement amount of the third connecting pin 106. As a result, the same-direction rotation angle sensor 122 can detect the position of the third connecting pin 106 that is rotationally displaced about the rotation shaft 92.

Next, based on FIG. 12, the detection effect | action by the reverse rotation angle sensor 121 is demonstrated.
FIG. 12 is an operation diagram of the reverse rotation angle sensor shown in FIG. FIG. 12A shows a state in which the left and right operation handles 81L and 81R are at the maximum forward position. FIG. 12B shows a state in which the left and right operation handles 81L and 81R are in the neutral position. FIG. 12C shows a state in which the left and right operation handles 81L and 81R are at the maximum reverse position.

  Now, as shown in FIG. 12B, the left and right operation handles 81L, 81R are in the neutral position. At this time, the distance from the rotating shaft 92 to the third connecting pin 106 is L1. The reverse rotation angle sensor 121 detects that the left and right operation handles 81L and 81R are in the neutral position.

  Thereafter, the left and right operation handles 81L and 81R are swing-operated forward Opf. As a result, the left and right operation handles 81L and 81R are displaced to the maximum forward position shown in FIG. At this time, the third connecting pin 106 is linearly displaced forward by a displacement amount X1. The reverse rotation angle sensor 121 detects that the left and right operation handles 81L and 81R are at the maximum forward position.

  On the other hand, the left and right operation handles 81L and 81R shown in FIG. As a result, the left and right operation handles 81L and 81R are displaced to the maximum reverse position shown in FIG. At this time, the third connecting pin 106 is linearly displaced rearward by a displacement amount X2. The reverse rotation angle sensor 121 detects that the left and right operation handles 81L and 81R are at the maximum reverse position.

  As described above, when the left and right operation handles 81L and 81R are swung within a range in which the left and right operation handles 81L and 81R can be rotated back and forth (angle α + β range shown in FIG. 8), the third connecting pin 106 is linearly displaced back and forth by a displacement amount “X1 + X2. To do. The swing position information of the left and right operation handles 81L and 81R is detected by the reverse rotation angle sensor 121. In other words, the reverse rotation angle sensor 121 also detects the position information indicating which position each of the operation handles 81L and 81R is in the “neutral position”, “forward position”, and “reverse position”. As described above, the left and right operation handles 81L and 81R can be set as a kind of directional speed lever because they can set the front-rear direction and the high-low speed control.

  Note that when the left and right operation handles 81L and 81R are swung to the front Opf or the rear Opr, the third connecting pin 106 only linearly moves back and forth, which affects the operation of the displacement amount conversion member 123. Don't give. For this reason, the 3rd connection pin 106 does not affect the detection effect | action of the same direction rotation angle sensor 122 (refer FIG. 11).

Next, based on FIG. 13, the detection effect | action by the same direction rotation angle sensor 122 is demonstrated.
FIG. 13 is an operational diagram of the same direction rotation angle sensor shown in FIG. FIG. 13A shows a state in which the left and right operation handles 81L and 81R are at the maximum steering position to the left. FIG. 13B shows a state in which the left and right operation handles 81L and 81R are in the neutral position, and is the same as FIG. 12B. FIG. 13C shows a state in which the left and right operation handles 81L and 81R are at the maximum steering position to the right.

  Now, as shown in FIG. 13B, the left and right operation handles 81L, 81R are in the neutral position. At this time, the third connecting pin 106 is located on the center line CL in the vehicle width direction. The same-direction rotation angle sensor 122 detects that the left and right operation handles 81L and 81R are in the neutral position.

  Thereafter, the left and right operation handles 81L and 81R are steered left (steered in the left steering direction StL). As a result, the left and right operation handles 81L and 81R are displaced to the maximum leftward steering position shown in FIG. At this time, the third connecting pin 106 is rotationally displaced by the rotational angle θ1 in the left steering direction StL, and the displacement amount conversion member 123 is rotationally displaced in the same direction StL. For this reason, the displacement amount conversion member 123 is rotationally displaced by the rotation angle θ2. The same-direction rotation angle sensor 122 detects that the left and right operation handles 81L and 81R are at the maximum left steering position by detecting the rotation angle θ2.

  On the other hand, the left and right operation handles 81L and 81R shown in FIG. 12C are steered to the right (steered in the right steering direction StR). As a result, the left and right operation handles 81L, 81R are displaced to the maximum right steering position shown in FIG. At this time, the third connecting pin 106 is rotationally displaced by the rotational angle θ1 in the right steering direction StR, and the displacement amount conversion member 123 is rotationally displaced in the same direction StR. For this reason, the displacement amount conversion member 123 is rotationally displaced by the rotation angle θ2. The same-direction rotation angle sensor 122 detects that the left and right operation handles 81L and 81R are at the maximum steering position to the right by detecting the rotation angle θ2.

  As shown in FIGS. 5 to 7, the relative rotation restricting portion 131 restricts the relative rotation of the right operation handle 81 </ b> R with respect to the left operation handle 81 </ b> L, and includes, for example, an electromagnetic brake. More specifically, the blocking electromagnetic brake 131 (relative rotation restricting portion 131) has a combined structure of the first rotating disk 132 and the second rotating disk 133.

  The lower end portion of the rotating shaft 92 extends downward from the lower end portion of the hollow shaft 93. A lower end portion of the rotating shaft 92 is connected to the lower first rotating disk 132. The lower end portion of the hollow shaft 93 is connected to the upper second rotating disk 133. When the electromagnetic brake 131 is in the off state (disconnected state), the second rotating disk 133 can be rotated relative to the first rotating disk 132. As a result, the hollow shaft 93 can rotate relative to the rotation shaft 92. On the other hand, when the electromagnetic brake 131 is in the on state (contact state), the relative rotation of the second rotating disk 133 with respect to the first rotating disk 132 is restricted. As a result, the rotation of the hollow shaft 93 is restricted relative to the rotation shaft 92.

  By the way, as shown in FIGS. 3 and 4, the left and right operation handles 81L, 81R have grips 84L, 84R at their tips. The left and right grips 84L, 84R have extending portions 84a, 84a for placing “palms” gripping the grips 84L, 84R.

  The left operation handle 81L includes a travel preparation lever 85 and a travel preparation switch 86. The right operation handle 81R includes a restriction operation portion 87 and a forward / backward movement prevention switch 88.

  The travel preparation lever 85 and the travel preparation switch 86 are attached near the tip of the left grip 84L. The travel preparation lever 85 is a travel preparation member that acts on the travel preparation switch 86, and the travel preparation switch 86 is turned off when the free spring shown in FIG. If the driver prepares the travel preparation lever 85 with the left hand and lowers it to the grip 84L side, the travel preparation switch 86 is turned on. In this way, whether or not the travel preparation lever 85 is gripped can be detected by the travel preparation switch 86.

  The restriction operation portion 87 and the forward / backward movement prevention switch 88 are attached in the vicinity of the right grip 84R. The restriction operating portion 87 is an operating member that acts on the forward / backward movement blocking switch 88 to operate the blocking electromagnetic brake 131 (see FIG. 5), and is operated from an operating lever that can be grasped together with the right operating handle 81R. Become. Hereinafter, the restricting operation portion 87 is appropriately rephrased as a “handle forward / backward movement prevention lever 87”. Whether or not the steering wheel back-and-forth movement prevention lever 87 is gripped can be detected by a back-and-forth movement prevention switch 88.

  Usually, the driver releases his / her hand from the steering wheel back-and-forth movement prevention lever 87. For this reason, the handle back-and-forth movement prevention lever 87 is brought into a free state shown in FIG. Therefore, the electromagnetic brake 131 is turned off (disconnected state). As a result, the right operation handle 81R can be rotated relative to the left operation handle 81L.

  When the driver grips the steering wheel longitudinal movement prevention lever 87 with the right hand and lowers it to the grip 84R side, the longitudinal movement prevention switch 88 is turned on. Accordingly, the electromagnetic brake 131 is turned on (contact state). As a result, the relative rotation of the right operation handle 81R with respect to the left operation handle 81L is restricted.

  In this way, the forward / backward movement prevention switch 88 generates an ON signal only when the driver holds the steering wheel forward / backward movement prevention lever 87 and lowers it to the grip 84R side. For this reason, as shown in FIG. 2, the control unit 63 activates the electromagnetic brake 131 for blocking to be turned on (contacted state), thereby blocking the back-and-forth swing operation of the left and right operation handles 81L and 81R.

  As is clear from the above description, when the driver operates the steering wheel back-and-forth movement prevention lever 87 (restriction operation part 87), the electromagnetic brake 131 for prevention (relative rotation restriction part 131) is operated on the left operation handle 81L. The relative rotation of the right operation handle 81R is restricted. As a result, the left and right operation handles 81R cannot be rotated in the reverse rotation direction. For this reason, the traveling direction (forward, reverse) and traveling speed of the traveling devices 20L and 20R are maintained. Since the traveling speed can be maintained, the driver only needs to steer with the left and right operation handles 81L and 81R, and the steering is further facilitated.

  Furthermore, the restriction operation unit 87 is configured by an operation lever. The driver can easily operate the blocking electromagnetic brake 131 only by grasping the operation lever 87 (handle forward / backward movement blocking lever 87) together with one of the left and right operation handles 81L, 81R. For this reason, the driver can freely and easily select whether to change the traveling state of the traveling devices 20L and 20R or to maintain the current state when holding and manipulating the left and right operation handles 81L and 81R. Can be switched.

Next, the control system of the snow removal machine 10 will be described with reference to FIG.
First, the operation of the system of the snow removal work device 40 will be described. The generator 52 is rotated by a part of the output of the engine 51, and the obtained electric power is supplied to the battery 53 and also supplied to the left and right electric motors 31L and 31R and other electrical components. The remaining output of the engine 51 is used for the rotation of the auger 43 and the blower 44.

  By grasping the travel preparation lever 85 and operating the auger operation switch 76, the electromagnetic clutch 46 can be connected (turned on) at the driver's will and the auger 43 and the blower 44 can be rotated by the torque of the engine 51. The electromagnetic clutch 46 can be disengaged (off) by either making the travel preparation lever 85 free or by turning off the auger operation switch 76.

  Next, the operation of the traveling devices 20L and 20R will be described. The snowplow 10 includes left and right electromagnetic brakes 33L and 33R as brakes corresponding to parking brakes for ordinary vehicles. Specifically, the motor shafts 32L and 32R of the left and right electric motors 31L and 31R are braked by the left and right electromagnetic brakes 33L and 33R. These electromagnetic brakes 33L and 33R are in a brake state (on state) under the control of the control unit 63 during parking. Therefore, the electromagnetic brakes 33L and 33R are released by the following procedure.

  When the two conditions of the condition that the main switch 71 is on and the condition that the travel preparation lever 85 is held are satisfied and the left and right operation handles 81L and 81R are switched forward or backward, the electromagnetic brakes 33L and 33R Is in an open (non-braking) state.

The control unit 63 that obtains the swing position information of the left and right operation handles 81L and 81R from the reverse rotation angle sensor 121 issues a control signal to the left and right driver circuits 34L and 34R to drive the left and right electric motors 31L and 31R. By supplying current, the left and right electric motors 31L and 31R are rotated.
Further, the control unit 63 controls the rotation speeds of the electric motors 31L and 31R to be a predetermined value. As a result, the left and right drive wheels 22L and 22R rotate in a desired direction at a predetermined speed and enter a traveling state. The rotation speeds of the left and right electric motors 31L and 31R are detected by the rotation sensors 35L and 35R.

  And driving | running | working can be stopped by either of following (1)-(3). (1) Return each operation handle 81L, 81R to the neutral position shown in FIG. (2) Release the travel preparation lever 85. (3) Return the main switch 71 to the OFF position. This stop is executed using a short-circuit brake circuit (regenerative brake) that short-circuits both poles of the electric motors 31L and 31R. The left and right driver circuits 34L and 34R include a short circuit brake circuit (regenerative brake). The short-circuit brake circuit is a circuit that literally short-circuits both poles of the electric motors 31L and 31R, and the electric motors 31L and 31R are suddenly braked by this short circuit. If the main switch 71 is returned to the OFF position, the electromagnetic brakes 33L and 33R are brought into a brake state, which is the same as when the parking brake is applied.

  2 and 3, the left operation handle 81L further includes an auger housing operation unit 200. The right operation handle 81R includes a shooter operation unit 210. The auger housing operation unit 200 issues an operation signal to the control unit 63 by pushing the operation surface of the knob 201 up, down, left and right. Based on this operation signal, the control unit 63 drives and controls the first and second electric motors 13a and 14a. As a result, the posture of the auger housing 41 changes. The shooter operation unit 210 issues an operation signal to the control unit 63 by pushing the operation surface of the knob 211 up, down, left and right. Based on this operation signal, the control unit 63 drives and controls the third and fourth electric motors 48 and 49 (see FIG. 1). As a result, the posture of the shooter 45 itself and the tip 45a changes.

  Next, a control flow when the control unit 63 shown in FIG. 2 is a microcomputer will be described with reference to FIGS. 14 and 15 with reference to FIGS. FIG. 14 is a control flowchart showing an example of travel control and steering control executed by the control unit shown in FIG. The control flow shown in FIGS. 14 and 15 is repeatedly executed every predetermined time, for example, every 20 msec (milliseconds).

First, the driver turns on the main switch 71. When the main switch 71 is turned on, the control unit 63 performs control after initial setting. That is, the system is reset.
Next, the control part 63 reads the switch signal of each switch (step ST01). Next, it is determined whether or not the main switch 71 is on (step ST02). When the main switch 71 is off (off), the control by this control flow is terminated.

  If it is determined in step ST02 that the main switch 71 is on, it is determined whether or not the travel preparation switch 86 is on (step ST03). If it is determined in step ST03 that the travel preparation switch 86 is off, the left and right electric motors 31L and 31R are stopped or maintained in a stopped state (step ST04), and then the process returns to step ST01. . On the other hand, if it is determined in step ST03 that the travel preparation switch 86 is on, the front and rear operation directions and the operation amount Op of the left and right operation handles 81L and 81R are read (step ST05). That is, the detection signal of the reverse rotation angle sensor 121 is read.

  Next, it is determined whether the left and right operation handles 81L, 81R are in the neutral position, the forward position, or the reverse position (step ST06). If it is determined in step ST06 that the left and right operation handles 81L and 81R are in the neutral position Pn, the left and right electric motors 31L and 31R are stopped or maintained in a stopped state (step ST07), and then in step ST01. Return to.

  In step ST06, when it is determined that the left and right operation handles 81L and 81R are in the position of the front Opf, the target speed Vt is obtained based on the operation amount Op when the left and right operation handles 81L and 81R are operated to the front Opf. (Step ST08). For example, the target speed Vt is obtained from the operation amount Op by a preset map or arithmetic expression.

  Next, the actual rotational speeds of the left and right electric motors 31L and 31R, that is, the actual speed Vs are read (step ST09). For the actual speed Vs, the rotation speeds of the electric motors 31L and 31R may be measured by the rotation sensors 35L and 35R. Next, the left and right electric motors 31L and 31R are forwardly controlled (step ST10). That is, a control signal is output so that the actual speed Vs becomes the target speed Vt, and the left and right electric motors 31L and 31R are rotated forward. As a result, the snow removal machine 10 moves forward. Next, the turning device, that is, the electric motor 31L or 31R inside the turning is controlled to turn (step ST11). Thereafter, the process returns to step ST01. A specific control flow for executing the turning control process during forward movement is shown in FIG.

  If it is determined in step ST06 that the left and right operation handles 81L and 81R are in the rear Opr position, the target speed Vt is obtained based on the operation amount Op in which the left and right operation handles 81L and 81R are operated to the rear Opr. (Step ST12). For example, the target speed Vt is obtained from the operation amount Op by a preset map or arithmetic expression.

  Next, the actual speed Vs of the left and right electric motors 31L and 31R is read (step ST13). The actual speed Vs is measured by the rotation sensors 35L and 35R. Next, the left and right electric motors 31L and 31R are reversely controlled (step ST14). That is, a control signal is output so that the actual speed Vs becomes the target speed Vt, and the left and right electric motors 31L and 31R are reversed. As a result, the snow removal machine 10 moves backward. Next, turning control is performed on the turning device, that is, the electric motor 31L or 31R inside the turning (step ST15). Thereafter, the process returns to step ST01. A specific control flow for executing the turning control process during reverse traveling is shown in FIG.

FIG. 15 is a control flowchart showing a subroutine for executing the turning control process (steps ST11 and ST15) shown in FIG.
In the subroutine shown in FIG. 15, first, the steering direction and the steering angle St of the left and right operation handles 81L, 81R are read (step ST101). That is, the detection signal of the same direction rotation angle sensor 122 is read.

  Next, the steering direction of the left and right operation handles 81L, 81R is determined (step ST102). That is, it is determined whether the left and right operation handles 81L and 81R are in the neutral position Pn, the left steering direction, or the right steering direction. If it is determined in step ST102 that the left and right operation handles 81L and 81R are in the neutral position Pn, the process returns to step ST11 or ST15 shown in FIG.

  In step ST102, when it is determined that the left and right operation handles 81L and 81R are in the left steering direction StL, the left steering angle St is set to a predetermined first reference steering angle Ss1 and first preset steering angle Ss1. Compared with the second reference steering angle Ss2 (step ST103). Here, the second reference steering angle Ss2 is set to be larger than the first reference steering angle Ss1 (Ss1 <Ss2). The first reference steering angle Ss1 is a reference value for determining whether or not the steering is gentle. The second reference steering angle Ss2 is a reference value for determining whether or not the steering is abrupt.

  In step ST103, when it is determined that the actual steering angle St is smaller than the first reference steering angle Ss1 (St <Ss1), since the steering is gentle, the rotational speed of the electric motor 31L on the inside of the turn (left) is Control is performed to decelerate by a certain value (step ST104). As a result, the snowplow 10 turns relatively slowly to the left. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  In step ST103, when it is determined that the actual steering angle St is within the range from the first reference steering angle Ss1 to the second reference steering angle Ss2 (Ss1 ≦ St ≦ Ss2), the steering is normal. The inner electric motor 31L is stopped (step ST105). As a result, the snowplow 10 easily turns to the left. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  If it is determined in step ST103 that the actual steering angle St is larger than the second reference steering angle Ss2 (Ss2 <St), since the steering is abrupt, control is performed so that the electric motor 31L inside the turning is reversed ( Step ST106). As a result, the snow remover 10 turns sharply to the left. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  On the other hand, when it is determined in step ST102 that the left and right operation handles 81L and 81R are in the right steering direction StR, the same control as in steps ST103 to ST106 is performed. That is, in step ST102, when it is determined that the left and right operation handles 81L and 81R are in the right steering direction StR, the steering angle St to the right is set to the first reference steering angle Ss1 and the second reference steering angle Ss2. (Step ST107).

  If it is determined in step ST107 that “St <Ss1”, the rotational speed of the electric motor 31R inside the turn (right) is controlled to be decelerated by a certain value (step ST108). As a result, the snowplow 10 turns relatively slowly to the right. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  If it is determined in step ST107 that “Ss1 ≦ St ≦ Ss2”, the electric motor 31R inside the turning is stopped (step ST109). As a result, the snowplow 10 easily turns to the right. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  If it is determined in step ST107 that “Ss2 <St”, control is performed so that the electric motor 31R on the inner side of the turn is reversed (step ST110). As a result, the snow remover 10 turns sharply to the right. Thereafter, the process returns to step ST11 or ST15 shown in FIG.

  The set of steps ST05 to ST10 and the set of ST12 to ST14 constitute a travel control unit 141. The travel control unit 141 controls the forward, reverse, and travel speeds of the travel devices 20L and 20R according to the second rotation angle when the left and right operation handles 81L and 81R are rotated in the reverse rotation directions. That is, both the left and right electric motors 31L and 31R are controlled.

  A set of steps ST11 and ST15 (that is, a set of steps ST101 to ST110) constitutes a turning control unit 142. The turning control unit 142 is a turning device, that is, the electric motor 31L inside the turning, according to the steering angle St (first rotation angle) when the left and right operation handles 81L, 81R are rotated in the same rotation direction. 31R is controlled.

  As is clear from the above description, the left and right electric motors 31L and 31R also serve as “swivel devices”. The control unit 63 includes a travel control unit 141 and a turning control unit 142.

The above description is summarized as follows.
By attaching the left and right operation handles 81L and 81R capable of independent rotation to the vehicle body 15, the driver can perform the following two operations using the left and right operation handles 81L and 81R.

  The first operation is that the driver rotates the left and right operation handles 81L and 81R in the same rotational direction, that is, changes the direction of the entire left and right operation handles 81L and 81R (steers). When the driver performs the first operation, the turning control unit 142 turns the turning device according to the rotation angles (first rotation angle and steering angle) of the left and right operation handles 81L and 81R rotating in the same rotation direction. To control. As a result, the snow removal machine 10 (vehicle 10) can be steered.

  The second operation is that the driver rotates the left and right operation handles 81L and 81R in the reverse rotation direction. When the driver performs the second operation, the traveling control unit 141 performs the traveling devices 20L and 20R according to the rotation angles (second rotation angles) of the left and right operation handles 81L and 81R that rotate in the opposite rotation directions. , That is, forward, reverse (reverse), and travel speed are controlled. As a result, the forward, reverse, and traveling speed of the vehicle 10 can be changed.

  As described above, the driver can arbitrarily select and execute an operation in which the first operation and the second operation are separately or combined according to the driving situation. By simply operating the left and right operation handles 81L and 81R, two operations, (1) steering and (2) forward, reverse, and travel speed changing operations can be performed freely and easily. Switching from one operation to the other can be performed quickly and easily. For this reason, there is no time lag (delay time) when switching operations, and there is no complication when switching operations. Furthermore, both the first operation and the second operation can be performed simultaneously while holding the left and right operation handles 81L and 81R. Therefore, the maneuverability of the vehicle 10 can be further enhanced.

  Furthermore, the left and right operation handles 81L and 81R are constituted by bar handles that can rotate around a single shaft 92, respectively. For this reason, it is possible to perform both the first operation and the second operation by grasping the left and right bar handles 81L and 81R, so that the maneuverability can be further enhanced.

  Furthermore, the left and right operation handles 81L and 81R can be rotated only in the front-rear direction with respect to the vehicle body 15. For this reason, both the first operation and the second operation can be performed by grasping the left and right bar handles 81L and 81R and rotating them in the front-rear direction.

  When turning the vehicle 10 to the left, the entire left and right bar handles 81L, 81R are rotated to the left (steered to the left). When turning the vehicle 10 to the right, the entire left and right bar handles 81L, 81R are rotated to the right (steered to the right). That is, when the driver turns the left and right operation handles 81L and 81R to the left, the vehicle 10 turns to the left, and to the right, the vehicle 10 turns to the right. Since the turning direction of the vehicle 10 matches the rotation direction (steering direction) of the entire left and right bar handles 81L, 81R, the maneuverability is further improved.

For example, when the vehicle 10 is advanced, both the left and right bar handles 81L and 81R are rotated forward. When the vehicle 10 is moved backward, both the left and right bar handles 81L, 81R are rotated rearward. That is, when the driver turns the left and right operation handles 81L, 81R in the direction to open the vehicle 10 forward, the vehicle 10 moves forward, and the forward speed increases as the driver opens. Further, when the driver turns the left and right operation handles 81L and 81R toward the front side, the vehicle 10 moves backward, and the reverse speed increases as the vehicle is closed. Since the forward / backward direction of the vehicle 10 matches the rotational direction of the left and right bar handles 81L, 81R, the maneuverability is further improved.
Thus, since the traveling direction of the vehicle 10 matches the driver's operation direction, it is excellent in ergonomics, and the maneuverability of the vehicle 10 can be further enhanced.

  Furthermore, it has a four-bar link 100 using left and right bar handles 81L, 81R connected to a single shaft 92 (rotating shaft 92). The third connecting pin 106 in the four-bar link 100 can rotate around a single axis 92. The third connecting pin 106 is rotationally displaced when the left and right bar handles 81L and 81R are rotated in the same rotational direction, and is linearly displaced when the left and right bar handles 81L and 81R are rotated in the opposite rotational directions.

  The same-direction rotation angle sensor 122 can detect the steering angle (first rotation angle) of the entire left and right bar handles 81L and 81R based on the amount of rotational displacement of the third connecting pin 106. Therefore, the steering angle can be detected easily and accurately with a simple configuration using the four-bar link 100. The traveling control unit 141 may control the turning device (that is, the left and right electric motors 31L and 31R) according to the detection signal detected by the same direction rotation angle sensor 122.

  The reverse rotation angle sensor 121 can detect the second rotation angle based on the linear displacement amount of the third connecting pin 106. For this reason, the second rotation angle can be detected easily and accurately with a simple configuration using the four-bar link 100. The traveling control unit 141 may control the traveling devices 20L and 20R according to the second rotation angle.

  In this way, by adopting a simple configuration using only the four-bar link 100 skillfully using the left and right bar handles 81L and 81R connected to the single shaft 92, the fourth bar link 100 in the fourth bar link 100 is used. Based on the behavior of the three connecting pins 106, both the first rotation angle and the second rotation angle can be easily and accurately detected.

  Furthermore, the rotating bodies 111 and 112 rotate about the single shaft 92 only when the third connecting pin 106 is rotationally displaced. That is, when the third connecting pin 106 is linearly displaced, the rotating bodies 111 and 112 do not rotate. A reverse rotation angle sensor 121 is attached to the rotating bodies 111 and 112. Therefore, regardless of the steering angle (first rotation angle) of the left and right bar handles 81L and 81R as a whole, the third rotation angle of the third connecting pin 106 according to the linear displacement amount is measured by the reverse rotation angle sensor 121. It can be detected easily and reliably.

  Furthermore, the rotating bodies 111 and 112 have stoppers 113 and 114 for restricting the range in which the left and right bar handles 81L and 81R rotate in the reverse rotation direction. Therefore, regardless of the steering angle (first rotation angle) of the left and right bar handles 81L and 81R as a whole, the range in which the left and right bar handles 81L and 81R rotate in the reverse rotation direction is reliably secured by the stoppers 113 and 114. Can be regulated.

In the present invention, the vehicle may be any vehicle as long as the driver operates both the power-type traveling device and the turning device only by hand. For example, in addition to the auger type snowplow, for example, a transport vehicle or a farm work machine. There are various working machines, electric wheelchairs, and vehicles for the disabled.
Further, the left and right traveling devices 20L and 20R are not limited to crawlers, and may be wheels, for example.

  Further, the turning device may be any device that turns various traveling devices (crawlers, wheels, etc.), and is not limited to the configuration in which the left and right electric motors 31L and 31R are also used. For example, the left and right electromagnetic brakes 33L and 33R can also serve as a turning device. Further, the turning mechanism can be constituted by an electromagnetic clutch in addition to the electromagnetic brakes 33L and 33R. When the electromagnetic clutch is used, the action of turning left or turning right is reversed with respect to the electromagnetic brakes 33L and 33R.

  Further, the shape and size of the upper and lower rotating bodies 111 and 112 are arbitrary. Further, the upper and lower rotating bodies 111 and 112 may be configured by one member in addition to the configuration in which different members are combined.

Further, the restriction operation unit 87 only needs to be able to be held together with one of the left and right operation handles 81L and 81R. That is, the restriction operation portion 87 may be disposed on either of the left and right operation handles 81L and 81R.
The relative rotation restricting portion 131 may be any member that restricts relative rotation of the right operation handle 81R with respect to the left operation handle 81L, and is not limited to an electromagnetic brake. For example, the relative rotation restricting portion 131 can be configured by an electromagnetic clutch. When the electromagnetic clutch is used, the operation is reversed with respect to the electromagnetic brake.

  Moreover, the traveling control unit 141 and the turning control unit 142 are not limited to electrical control, and may be a mechanical control mechanism.

  It should be noted that the left and right operation handles 81L and 81R are given some operation resistance so as to rotate around the rotation shaft 92 (single shaft 92) only when the driver operates with a predetermined operation force or more. It is more preferable.

  The steering device 64 of the present invention is suitable for use in an auger type snow remover that scrapes snow by a front auger and removes snow while traveling forward.

1 is a left side view of an auger type snowplow (vehicle) according to the present invention. FIG. 2 is a control system diagram of the auger type snowplow shown in FIG. 1. It is the figure which looked at the operation panel and steering device shown in FIG. 1 from back upper direction. It is the figure which looked at the steering apparatus shown in FIG. 3 from upper direction. FIG. 5 is a perspective view schematically showing the steering device shown in FIG. 4. It is sectional drawing which looked at the steering apparatus shown in FIG. 5 from the left side. FIG. 7 is an exploded view of the steering device shown in FIG. 6. It is a top view of the steering device represented corresponding to FIG. It is the perspective view which looked at the steering apparatus shown in FIG. 5 from the downward direction. It is the block diagram which looked at the principal part of the steering apparatus shown in FIG. 6 from the top. FIG. 6 is a perspective view of the same direction rotation angle sensor shown in FIG. 5. It is an effect | action figure of the reverse rotation angle sensor shown in FIG. It is an effect | action figure of the same direction rotation angle sensor shown by FIG. It is a control flowchart which shows an example of the traveling control and steering control which are performed by the control part shown by FIG. It is a control flowchart which shows the subroutine for performing the turning control process (step ST11 and ST15) shown by FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle (auger type snowplow), 15 ... Car body, 20L, 20R ... Traveling device, 31L, 31R ... Turning device (left and right electric motor), 63 ... Control part, 64 ... Steering device, 81L, 81R ... Operation handle (Bar handle), 87 ... restriction operation part (operation lever), 92 ... single axis (rotary axis), 100 ... four-node link, 101L, 101R ... link, 103 ... first connection pin, 105 ... second connection Pin 106, third connecting pin 111, 112, upper and lower rotating body, 112 b, elongated hole, 121, reverse rotation angle sensor, 122, same direction rotation angle sensor, 131, relative rotation restriction unit, 141, travel control unit 142, turning control unit, α, β, first rotation angle, θ1, second rotation angle.

Claims (8)

In a vehicle steering apparatus having a power traveling device and a turning device,
Left and right operation handles attached to the vehicle body so that they can rotate independently from each other;
A turning control unit for controlling the turning device according to a first rotation angle when the left and right operation handles are rotated in the same rotation direction;
A travel control unit that controls the forward, reverse, and travel speeds of the travel device according to a second rotation angle when the left and right operation handles are rotated in directions opposite to each other;
A vehicle steering apparatus characterized by comprising:   The vehicle steering apparatus according to claim 1, wherein the left and right operation handles are bar handles that are rotatable about a single axis.   3. The vehicle steering apparatus according to claim 2, wherein when the vehicle is viewed from above, the left and right bar handles are rotatable only in the front-rear direction with respect to the vehicle body. It further has a four-bar link, the same direction rotation angle sensor and a reverse rotation angle sensor,
The four-bar link includes the left and right bar handles connected to the single shaft, a left link whose one end is connected by a first connecting pin in the longitudinal direction of the left bar handle, and the right link It consists of a right link with one end connected by a second connecting pin in the middle of the length of the bar handle, and the other ends of the left and right links are connected by a third connecting pin,
The same-direction rotation angle sensor is configured to detect the first rotation angle based on a rotational displacement amount of the third connection pin when the left and right bar handles rotate in the same rotation direction.
The reverse rotation angle sensor is configured to detect the second rotation angle based on a linear displacement amount of the third connecting pin when the left and right bar handles rotate in the reverse rotation direction.
The turning control unit is configured to control the turning device according to the first rotation angle detected by the same-direction rotation angle sensor.
4. The vehicle steering according to claim 2, wherein the travel control unit is configured to control the travel device according to the second rotation angle detected by the reverse rotation angle sensor. 5. apparatus.   It further has a rotating body that rotates about the single axis in accordance with the rotational displacement of the third connecting pin, and the reverse rotation angle sensor is attached to the rotating body. The vehicle steering apparatus according to claim 4.   6. The vehicle steering apparatus according to claim 5, wherein the rotating body includes a stopper for restricting a range in which the left and right bar handles rotate in directions opposite to each other.   A relative rotation restricting portion for restricting relative rotation of the right operation handle with respect to the left operation handle; and a restricting operation portion for operating the relative rotation restricting portion. The vehicle steering apparatus according to any one of claims 1 to 6.   The vehicle steering apparatus according to claim 7, wherein the restriction operation unit includes an operation lever that can be grasped together with one of the left and right operation handles.

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