JP2527906Y2 - Engine rotation control device for mobile farm machine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to an engine rotation control device equipped on a mobile agricultural machine such as a binder.

[Conventional technology and problems to be solved] Conventionally, in mobile agricultural machines such as binders and walking rice transplanters,
In order to enable safe rotation of the machine, the work machine clutch lever and the control lever of the engine are linked, and when the work machine clutch lever is operated to cut off the transmission of power to the work machine, the running speed of the machine automatically increases. There has been proposed a device in which the speed is gradually reduced (see Japanese Utility Model Publication No. 51-51852).

However, this type of conventional engine rotation control device did not automatically lower the rotation of the engine when the aircraft stopped, so the traveling clutch lever was operated to temporarily move the aircraft during operation. When the engine is stopped at a low speed, the control lever of the engine is still operated to the high speed side, so unless the power transmission to the work equipment is cut off or the engine rotation is operated to the low speed side by operating the control lever. There is a problem that the engine keeps rotating at a high speed, wastefully consumes fuel, and the engine noise is excessive.

In addition, this kind of engine rotation control device has a linkage mechanism for automatically lowering the rotation of the engine, which is different from the operation system of the working machine clutch lever, for example, a linkage provided separately and separately from the base of the working machine clutch lever. Since it is configured using members, there is a problem that the structure is complicated and the engine rotation control device cannot be configured at low cost.

[Means for Solving the Problems] In the present invention, the power of the engine is transmitted to the traveling unit via the traveling clutch, and the traveling clutch is turned on / off by the traveling clutch lever to travel / stop the body. In the mobile agricultural machine, the traveling clutch is always urged by a clutch spring so that the traveling clutch is engaged, and the other end of the traveling clutch wire having one end connected to the traveling clutch lever is freely swingable to engage and disengage the traveling clutch. And the other end of the throttle wire, one end of which is connected to the control lever, is connected to the governor of the engine, and the outer wire of the throttle wire is divided into the control lever side and the engine side. Therefore, the outer wire on the control lever side and the Outer wires on the engine side, one of the outer wires is fixed to the fuselage side and the other of the outer wires is fixed to the clutch arm. Is rotated against the biasing force of the clutch spring, the traveling clutch is disengaged, the aircraft stops, and the other outer stop of the throttle wire swings and displaces with the clutch arm, thereby lowering the engine rotation. In this way, the above problems are solved by interlocking connection.

[Operation] When the traveling clutch lever is operated to "disengage" during work or traveling on the road, the traveling clutch wire is pulled, and the clutch arm of the traveling clutch turns to the "off" side against the biasing force of the clutch spring. I do. Then, the traveling clutch is disengaged by the rotation of the clutch arm, and the aircraft stops.
Also, at this time, the outer wire of the throttle wire fixed to the clutch arm via the outer stop swings and displaces together with the clutch arm, and the inner wire of the throttle wire relatively returns the governor of the engine to the deceleration side. As a result, the rotation of the engine becomes slow.

On the other hand, when resuming the traveling of the aircraft from such a suspended state of work or a stopped state on the road, the traveling clutch lever is operated in reverse to the above. In this case, when the traveling clutch lever is engaged and operated, the traveling clutch wire is returned, and the traveling clutch is turned "on" by the biasing force of the clutch spring, and the aircraft travels. Also, in this case, when the traveling clutch is turned on, the outer wire of the throttle wire returns to the original position together with the clutch arm, so that the inner wire is pulled and the speed governor of the engine returns to the speed increasing side, and the engine speed increases. The rotation gradually becomes faster.

[Embodiment] The structure of the present invention will be described with reference to an embodiment shown in the drawings. In the drawings, a one-wheeled binder is exemplified.
A mowing unit 2 (a pre-processing unit and a binding unit) is provided in front of the wheels 1, and an engine 3 is mounted behind the wheels 1, and the power of the engine 3 is transmitted via a transmission case 4 directly connected to the engine 3. And distributed to the traveling section (wheel 1) and the reaping section 2. A traveling clutch 7 that receives power from an engine gear 6 to “on” and “off” the traveling section 2 is provided on the main shaft 5 in the transmission case 4.
8 is a transmission shaft, 9 is a first shaft, 10 is a second shaft, 11 is a third shaft, 12
Denotes an axle, and the traveling speed can be arbitrarily selected by operating the transmission lever 13. Reference numeral 14 denotes a shifter of the traveling clutch 7, and reference numeral 15 denotes a pre-processing transmission shaft. A reaping clutch (not shown) is disposed between the pre-processing transmission shaft 15 and a pre-processing input shaft (not shown). Reference numeral 16 denotes a loop-shaped steering handle extending obliquely rearward from the middle of the fuselage. A traveling clutch lever 17 and a lever stopper 17a are provided on one side (right side) near the handle portion of the handle 16 and the other side (left side). The control lever 18, the reaping clutch lever 19, and the lever stopper 19a of the engine 3 are mounted on ().

A clutch arm 20 is pivotally supported on the rear side of the transmission case 4 about a support shaft 20a. The clutch arm 20 and the traveling clutch lever 17 are connected by a traveling clutch wire 21. When the clutch lever 17 is grasped, the clutch arm 20 rotates about the support shaft 20a against the clutch spring 22, the traveling clutch 7 is disengaged via the shifter 14, and the traveling clutch 7 is engaged when the lever stopper 17a is pressed. It has become. Reference numeral 23 denotes a throttle wire connected to the control lever 18. The other end of the inner wire 23a of the throttle wire 23 is a cable end fitting 24.
The engine 3 is connected to a governor (not shown) of the engine 3 via a wire stop 25.

The outer wire of the throttle wire 23 is divided into a control lever-side outer wire 23b and an engine-side outer wire 23'b. In the outer wire split portion D, one outer wire is fixed to the body (fixed) side. The outer stop of the other outer wire is fixed to the clutch arm 20. In the illustrated example, the outer stop 26 of the control lever-side outer wire 23b is fixed to the fuselage side, and the outer stop 27 of the engine-side outer wire 23'b is fixed to the clutch arm 20, but is fixed to the fuselage or the clutch arm 20. The outer stops 26, 27 may be on the control lever side or the engine side, respectively. Outer stopper on control lever side
Clamp arm when fixing 26 to clutch arm 20
The turning direction for turning on and off the 20 clutches may be reversed from that in the illustrated example. Reference numeral 28 denotes a cover (rubber boot) of the inner wire in the outer wire division D, and reference numeral 22a denotes an adjusting tool for the traveling clutch 7. In the figure, 29 is a wire band, 30 is a fuel tank, 31 is a fuel hose, 32 is a hood, and 33 is a recoil starter handle.

Adjustment of the throttle wire 23 is performed when the control lever 18 is set to the highest speed position when the traveling clutch is "engaged" and the speed governor of the engine is set to the highest speed. The cable end fitting 24 and the inner wire 23a are fixed with the adjusting screw 24a so that there is no gap between the cable ends.

In the above configuration, for example, at the time of headland circulation or road running in the mowing work, to stop the aircraft,
By gripping the travel clutch lever 17, the travel clutch wire 21 is pulled, and the clutch arm 20 rotates in the direction of arrow A in FIG. 2 against the clutch spring 22, and the travel clutch 7 is disengaged. Further, the rotation of the clutch arm 20 causes the engine-side outer wire 23'b of the throttle wire 23 fixed to the clutch arm 20 via the outer stop 27 to be pulled in the direction of the outer stop 26 of the control lever-side outer wire 23b. , Throttle wire 23
The inner wire 23a is forcibly extended toward the engine 3, and in response to this, the cable end fitting 24 is separated from the wire stop 25, so that the governor of the engine also returns to the low speed direction. As a result, the rotation of the engine 3 is automatically reduced (for example, assuming that the engine speed when the control lever 18 is set to the highest speed position and the traveling clutch lever 17 is turned on is 3500 ± 100 rpm, The engine speed when the "off" operation is performed drops to 2300 ± 300 rpm.) For this reason,
The fuel consumption is improved and noise is reduced. Then, when the traveling clutch lever 17 is turned on again, the clutch arm 20 is rotated in the direction of arrow B by the clutch spring 22.
23'b moves toward the engine 3, and the inner wire 23a of the throttle wire 23 moves in the opposite direction. Thus, after the traveling clutch is re-engaged, the engine speed gradually returns from the low-speed rotation to the original speed. This not only prevents the danger of the aircraft suddenly starting when the traveling clutch is re-engaged, damage to the transmission system due to a sudden impact, etc., but also automatically returns to the original set speed without performing other gear shifting operations. Operation can be facilitated.

In addition, although the outer wire of the throttle wire 23 is divided into two wires, the inner wire 23a can be used with one wire, so that the throttle wire 23 can be easily adjusted.

[Effects of the Invention] Since the present invention is configured as described above, when the traveling clutch lever is operated to "disengage", the traveling clutch is disengaged and the aircraft can be stopped, and at the same time, the engine rotation is automatically started. Since it is possible to reduce the fuel consumption, it is possible to reduce wasteful fuel consumption and engine noise when the aircraft is stopped.

Also, set the traveling clutch lever to "On" to resume work.
When operated, the traveling clutch is engaged and the aircraft can travel, and at that time, the engine rotation gradually returns automatically to the original speed set by the control lever, so the sudden start when the clutch is connected It is possible to prevent danger and damage to each part of the aircraft due to sudden impact, and after the engine rotation returns to the original speed, it is possible to run the aircraft at high speed and perform efficient work it can.

Furthermore, as described above, the traveling clutch lever is turned on.
In configuring a device for controlling the engine rotation in conjunction with the "disengage" operation, the outer end of the outer wire of the throttle wire divided into two parts is attached to a clutch arm which is conventionally provided for engaging / disengaging the traveling clutch. It is possible to construct the apparatus very simply and inexpensively, since it can be configured without separately providing a special connecting member only by fixing with the stopper. In addition, by such a simplification of the configuration, it is possible to provide a highly reliable engine rotation control device with few adjustment points and no failure.

[Brief description of the drawings]

1 is a plan view of a main part, FIG. 2 is a rear view of the main part, FIG. 3 is a side view of the main part, FIG. 4 is a plan view of a throttle wire adjusting unit, and FIG. 5 is an outer wire of a throttle wire. FIG. 6 is a cross-sectional view showing the internal structure of the transmission case, FIG. 7 is a plan view showing the connection structure between the control lever and the throttle wire adjustment unit, and FIG. 8 is a cable end fitting and wire stopper. 9 and 10 are a plan view and a side view of a binder equipped with the present invention, respectively. 3 engine, 7 running clutch, 17 running clutch lever, 18 control lever, 20 clutch arm,
21 ... running clutch wire, 22 ... clutch spring, 23
… Throttle wire, 23a… Throttle wire inner wire, 23b… Control lever side outer wire, 2
3'b: engine side outer wire, 26, 27 ... outer stopper,
D: Outer wire division.

Claims (1)

(57) [Scope of request for utility model registration] 1. A mobile agricultural machine for transmitting engine power to a traveling unit via a traveling clutch, and turning on / off the traveling clutch by a traveling clutch lever to travel / stop the machine body. The traveling clutch is always urged to be engaged, and the other end of the traveling clutch wire having one end connected to the traveling clutch lever is connected to a swingable clutch arm for switching the traveling clutch on and off. The other end of the inner wire of the throttle wire connected to the control lever is connected to the governor of the engine, and the outer wire of the throttle wire is connected to the control lever side and the engine side.
At the split portion of the outer wire, one of the outer wire on the control lever side and the outer wire on the engine side is fixed to the fuselage side, and the other outer wire is fixed to the clutch arm. Therefore, when the traveling clutch lever is disengaged, the clutch arm is rotated against the biasing force of the clutch spring to disconnect the traveling clutch and stop the machine body, and the other outer side of the throttle wire. An engine rotation control device for a mobile agricultural machine, wherein the stop is oscillatingly displaced together with the clutch arm, so that the engine rotation is interlocked so as to reduce the engine rotation.