JP3234502B2 - Operation structure of walking type work vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation structure of a walk-behind work vehicle in which a clutch lever for connecting and disconnecting transmission to a traveling device is extended upward from a control handle.

[0002]

2. Description of the Related Art In the above-mentioned walking type work vehicle, an auxiliary clutch lever called a safety bar connected to a clutch lever by a connecting rod is conventionally used, as shown in Japanese Utility Model Application Publication No. 52-109102, for example. There was one that was provided to be able to swing freely below the rear end side. That is,
When the aircraft is in a posture lowering forward than a normal traveling posture due to a traveling reaction force or the like, the rear end of the steering handle is lifted high, and the clutch lever is difficult to reach and it is difficult to operate. However, even in this case, the auxiliary clutch lever is located below the steering handle and is easily accessible, and the auxiliary clutch lever can operate the clutch lever to the disengagement side to stop the aircraft traveling. . In addition, when the aircraft approaches the worker due to the delay of the backward movement of the operator while the vehicle is moving backward, the auxiliary clutch lever hits the operator and operates the clutch lever to the disengagement side, and it is possible to stop the aircraft reverse. It was made.

[0003]

In the conventional operating technique, the auxiliary clutch lever operates the clutch lever to the disengagement side only by the downward swing. For this reason, if the auxiliary clutch lever is caught on clothes or the like when hitting the worker, it may be difficult to operate. Also, when the aircraft moves backward, the aircraft is in the forward lowered position due to the running reaction force, the rear end side of the control handle is lifted up, and even if the auxiliary clutch lever hits the operator, the auxiliary clutch lever will not push in the upward direction. There is a possibility that the operating force acts and the auxiliary clutch lever becomes difficult to operate. SUMMARY OF THE INVENTION It is an object of the present invention to provide an operation structure of a walk-behind work vehicle that facilitates manual operation of an auxiliary clutch lever and that operates smoothly when the auxiliary clutch lever hits an operator.

[0004]

The constitution, operation and effect of the invention according to claim 1 are as follows.

[Structure] An operation structure of a walk-behind work vehicle in which a clutch lever for connecting / disconnecting transmission to a traveling device is extended upward from a control handle, and a first structure in a lateral direction of a machine body is provided downward from the control handle.
A proximal lever portion that extends back and forth about the axis, and a pivotable extension about the second axis in the lateral direction of the fuselage from the free end side of the proximal lever portion toward the rear of the fuselage; An auxiliary clutch lever which can be bent freely around the second axis, and a clutch operating portion which presses the clutch lever, and a lowering of the distal side lever portion with respect to the proximal side lever portion. A stopper for setting the swing limit is provided at the waist break of the auxiliary clutch lever,
In the first operation mode in which the proximal-side lever portion and the distal-side lever portion integrally swing around the first shaft center, the distal-side lever portion can be downwardly swing-operated, and the operating portion is moved with the swing operation. Is configured to switch the clutch lever from the clutch engaged position to the disengaged side, and the base end lever portion swings forward around the first shaft center to the fuselage body and the auxiliary clutch lever is bent. In the operation mode, the distal-end-side lever portion can be moved to the front side of the fuselage, and the operation section switches the clutch lever from the clutch-engaged position to the disengaged side in accordance with the moving operation.

[Operation] As described at the beginning, when the clutch lever is lifted and the auxiliary clutch lever is operated by hand, if the tip side lever portion is pulled down, the tip side lever portion is lowered and swung in the first operation mode. Therefore, the clutch lever can be switched to the clutch disengagement side by the auxiliary clutch lever. Thus, the clutch lever can be switched to the disengagement side by operating the auxiliary clutch lever in a downward direction that is easy to operate based on the positional relationship between the auxiliary clutch lever and the worker. If the auxiliary clutch lever hits the worker and the auxiliary clutch lever descends smoothly without being caught by clothes, the auxiliary clutch lever swings down and disengages the clutch lever in the same way as when the lowering operation is performed by hand. Switch to the side. In addition, when the auxiliary clutch lever is difficult to descend due to being caught on clothes, the tip side lever portion is moved to the front side of the fuselage in the second operation mode, regardless of whether the auxiliary clutch lever is caught with clothes or the like. It operates smoothly and switches the clutch lever to the disengagement side.

[Effect] When the auxiliary clutch lever is operated by hand, it can be easily and quickly operated by a pull-down operation to stop the body without going too far. In contrast, when the auxiliary clutch lever hits the worker, the tip side lever portion can be operated in the first operation mode or the second operation mode, so that the situation in which the auxiliary clutch lever is caught on clothes or the like does not occur. Regardless, and regardless of whether or not a pushing force is applied to the auxiliary clutch lever, the auxiliary clutch lever operates smoothly and the aircraft traveling can be stopped.

The structure, operation and effect of the invention according to claim 2 are as follows.

[Structure] An operation structure of a walk-behind work vehicle in which a clutch lever for connecting / disconnecting transmission to a traveling device is extended upward from a control handle, and the first structure is configured to extend downward from the control handle in a lateral direction of the vehicle body.
A proximal lever portion that extends back and forth about the axis, and a pivotable extension about the second axis in the lateral direction of the fuselage from the free end side of the proximal lever portion toward the rear of the fuselage; An auxiliary clutch lever which can be bent freely around the second axis, and a clutch operating portion which presses the clutch lever, and a lowering of the distal side lever portion with respect to the proximal side lever portion. A stopper for setting the swing limit is provided at the waist break of the auxiliary clutch lever,
In the first operation mode in which the proximal-side lever portion and the distal-side lever portion integrally swing around the first shaft center, the distal-side lever portion can be downwardly swing-operated, and the operating portion is moved with the swing operation. Is configured to switch the clutch lever from the clutch engaged position to the disengaged side, and the base end lever portion swings forward around the first shaft center to the fuselage body and the auxiliary clutch lever is bent. In the operation mode, the distal-end-side lever portion can be moved to the front side of the fuselage, and the operating portion switches the clutch lever from the clutch-engaged position to the disengaged side in accordance with the moving operation. Slidably abuts the upper end of the distal lever portion with respect to the proximal lever portion, and moves the distal lever portion to the distal lever portion in the second operation mode. It is equipped with wells.

[Operation] As described at the beginning, when the clutch lever is lifted and the auxiliary clutch lever is operated by hand, if the tip side lever portion is pulled down, the tip side lever portion is lowered and rocked in the first operation mode. Therefore, the clutch lever can be switched to the clutch disengagement side by the auxiliary clutch lever. Thus, the clutch lever can be switched to the disengagement side by operating the auxiliary clutch lever in a downward direction that is easy to operate based on the positional relationship between the auxiliary clutch lever and the worker. If the auxiliary clutch lever hits the worker and the auxiliary clutch lever descends smoothly without being caught by clothes, the auxiliary clutch lever swings down and disengages the clutch lever in the same way as when the lowering operation is performed by hand. Switch to the side. In addition, when the auxiliary clutch lever is difficult to descend due to being caught on clothes, the tip side lever portion is moved to the front side of the fuselage in the second operation mode, regardless of whether the auxiliary clutch lever is caught with clothes or the like. It operates smoothly and switches the clutch lever to the disengagement side. As described at the beginning, when an operating force in the push-up direction is applied to the auxiliary clutch lever, the guide acts to move the distal lever portion in the second operation mode, and the distal lever portion operates in the second operation mode. It will be moved to the front of the aircraft,
The auxiliary clutch lever operates smoothly regardless of the push-up force, and switches the clutch lever to the disengagement side.

[Effect] When the auxiliary clutch lever is operated by hand, it can be easily and quickly operated by a pull-down operation to stop the vehicle body without going too far. In contrast, when the auxiliary clutch lever hits the operator, the tip side lever portion can be operated in the first operation mode or the second operation mode, and furthermore, an operating force in the pushing direction is applied to the auxiliary clutch lever. Even if the auxiliary clutch lever is moved in the second operation mode for guiding even if the auxiliary clutch lever is caught on clothes, etc., and regardless of whether the lifting force acts on the auxiliary clutch lever, Instead, the auxiliary clutch lever operated smoothly and the aircraft stopped running.

The structure, operation and effect of the invention according to claim 3 are as follows.

[0013] [Structure] In the structure of the invention according to claim 1 or 2, a brake operation portion for pressing a brake lever for a traveling device is provided on the hip bent portion, and the distal end side lever portion is operated to move to the front side of the fuselage. Even if the lowering operation is performed around the first shaft center, the auxiliary clutch lever is switched to the clutch disengagement side and the brake lever is switched to the on position from the brake disengagement position. is there.

[Operation] In the case where the clutch lever is operated to the disengagement side by manually operating the auxiliary clutch lever, the case where the clutch lever is operated to the disengagement side by hitting an operator, the brake lever can also be switched to the ON position. .

[Effect] In both the case where the traveling is stopped by manually operating the auxiliary clutch lever and the case where the traveling of the auxiliary clutch is stopped by hitting the worker, not only the transmission to the traveling device is cut off but also the brake is applied to surely. Can be stopped.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, a self-propelled vehicle which is self-propelled by a pair of left and right drivable wheels 1, 1 and includes an engine E located at a front portion of a fuselage and a control handle 2 extending rearward of the fuselage. A rotary tilling device 3 is detachably connected to the rear of the fuselage, and a power transmission is transmitted from the transmission case 4 forming the body frame of the self-propelled airframe to the tilling device 3 to constitute a walking type cultivator. I have.

As shown in FIGS. 1 and 2, the engine E
Belt pulley 5 attached to the output shaft so as to be integrally rotatable
A transmission belt 7 is attached to the transmission case 7 and a belt pulley 6 attached to the input shaft of the transmission case 4 so as to be integrally rotatable. A tension pulley 8a for pressing the transmission belt 7 is self-propelled through a tension arm 8 provided at one end. At the same time as being pivotally supported by the body part of the body, a cutting spring 9 is connected to the base end side of the tension arm 8 to disconnect and connect the transmission from the engine E to the left and right wheels 1, 1 and the tilling device 3 and to the cutting side. A belt tension type main clutch CL that automatically returns is configured. That is, when the clutch cable 10 extending from the tension arm 8 is pulled and the tension pulley 8a presses the transmission belt 7 due to the pulling force to apply the transmission tension, the clutch is engaged. Then, the rotation output of the engine E is transmitted to a traveling transmission (not shown) and a work transmission (not shown) provided inside the transmission case 4 so as to change the speed by changing the shift gear. The left and right wheels 1, 1 and the tilling device 3 can be driven. Then, when the clutch cable 10 is loosened and the tension pulley 8a releases the pressing action on the transmission belt 7 due to the operating force of the cutting spring 9, and the tension is released, the clutch is disconnected. Then, engine E
From the transmission to the traveling transmission (not shown) and the work transmission (not shown),
And the drive of the tillage device 3 is stopped.

A transmission shaft (not shown) of the traveling transmission.
A parking brake BR that applies a brake to the left and right wheels 1 and 1 by applying a braking action is provided inside the transmission case 4.

The main clutch CL and the parking brake B
R is configured to be operated by an operation structure having a main clutch lever 11, an auxiliary clutch lever 12, and a brake lever 13 disposed on the rear end side of the steering handle 2 as shown in FIGS. The structure is specifically configured as shown in FIGS.

That is, as clearly shown in FIG. 8, the steering handle 2 is a handle rod body 2a whose both ends are oriented in the longitudinal direction of the body, and an intermediate portion connects the rear ends of the handle rod bodies 2a. In addition, a bent handle is formed so as to be bent so as to become the connecting rod portion 2b facing the lateral direction of the body. The connecting rod portion 2b is formed in a curved shape that is located on the front side of the fuselage toward the center of the fuselage left and right when viewed in the vertical direction of the fuselage.

The main clutch lever 11 is connected to the steering handle 2.
Lever support frame 1 supported by one of the handle rod main bodies 2a.
An arm portion 11a having one end side rotatably connected to the support cylinder portion 14a of the fourth through a body horizontal connecting shaft and the other end side arranged above the steering handle 2,
One end is rotatably connected to a support cylinder portion 15a of a lever support frame 15 supported by the other handle rod body 2a of the control handle 2 via a connection shaft in a lateral direction of the machine body, and the other end is above the control handle 2. Arm portion 11a arranged so as to be located at a position, and a lateral grip bar portion 11b connecting the other end sides of these arm portions 11a, 11a to each other.
Are formed in an arched lever having three lever portions 11a and 11b. Left and right arm portions 11a, 1
1a, the cable operation arm 11c is extended from the arm portion 11a connected to the lever support frame 14 so as to be integrally rotatable.
The clutch cable 10 is connected to the free end side of 1c. That is, the main clutch lever 11 is
The first guide groove extends upward from the control handle 2 so that the first guide groove 1b is located above the control handle 2. The first guide groove is formed in the resin cover 17 that covers the lever support frame 14 by holding the gripping rod portion 11b by hand. 17a, the front and rear of the body around an axis P in the lateral direction of the body which is the same as the axis of the left and right support cylinders 14a and 15a along the first guide groove 18a formed in the resin cover 18 covering the lever support frame 15. 2, the arm portion 11a is located at the front end side of the guide grooves 17a, 18a and is engaged with the front end side of the lever support frames 14, 15 as shown by the solid line in FIG. The switching operation is performed between CON and the clutch disengagement position COF in which the arm portion 11a is located at the rear end side of the guide grooves 17a and 18a as shown by the two-dot chain line in FIG.
When the main clutch lever 11 is operated to the clutch engagement position CON, the cable operation arm 11c pulls the clutch cable 10 and the main clutch CL is engaged. At this time, the cable connection point of the cable operating arm 11c is located above the pivot axis P of the main clutch lever 11, and the pulling force of the clutch cable 10 applies the main clutch lever 11 to the lever support frames 14, 15. By the urging, the main clutch lever 11 holds the clutch engagement position CON, and the main clutch 10 holds the clutch engagement state against the disconnecting spring 9. When the main clutch lever 11 is operated to the clutch disengagement position COF, the cable operating arm 11c
The main clutch CL is disengaged by the disengagement spring 9.

The base end of the brake lever 13 is connected to the support cylinder portion 15a of the pair of lever support frames 14, 15 which is closer to the lever support frame 15 by the same connection shaft as that of the main clutch lever 11. The main clutch lever 11 is connected to the arm portion 11a so as to be rotatable relative to the arm portion 11a, and is formed as a single rod-shaped lever arranged so that the other end of the grip portion 13a is located above the operation handle 2. A cable operating rod 19 is fixed between a portion of the brake lever 13 that is connected to the support cylinder 15a and the grip 13a, and one end of the cable operating rod 19 has an operating part (shown in the figure) of the parking brake BR. ) Are connected. That is, the brake lever 13 extends upward from the control handle 2 so that the grip portion 13a is located above the control handle 2, holds the grip portion 13a by hand, and rotates the pivot axis P of the main clutch lever 12. The swinging operation is performed in the longitudinal direction of the fuselage along the second guide groove 18b formed on the cover 18 around the same axis P in the lateral direction of the fuselage as shown in FIG. The brake release position BOF where the body is located at the front end side of the second guide groove 18b, and the culm of the brake lever 13 as shown by the two-dot chain line in FIG.
b, a brake-engaged position BO which is located at the rear end side and is received and supported by abutting against the rear end of the lever support frame 15.
Switch to N. And the brake lever 13
Is operated to the brake release position BOF, the cable operating rod 19 loosens the brake cable 20, and the parking brake BR is released by the self-restoring force to the release side. When the brake lever 13 is operated to the brake-engaged position BON, the cable operating rod 19 pulls the brake cable 20, and the parking brake BR is engaged with the brake against the self-restoring force to the cut side. At this time, the connection point between the cable operating rod 19 and the brake cable 20 moves downward beyond the pivot axis P of the brake lever 13, and the pulling force of the brake cable 20 causes the brake lever 13 to hit the lever support frame 15. By applying the force, the brake lever 13 moves to the brake-engaged position BON.
The parking brake BR holds the brake-on state against the restoring force of the parking brake BR.

As shown in FIG. 4, the cable operating rod 1
9 is connected to the end portion 19a of the main clutch lever 11 opposite to the side to which the brake cable 20 is connected.
The main clutch lever 1
1 to enable the operation of the brake lever 13. That is, when the main clutch CL is operated by the main clutch lever 11 to shift from the engaged state to the disengaged state, if the brake lever 13 is at the brake engagement position BON, the main clutch lever 11 moves from the clutch disengagement position COF to the clutch engagement position CON. As you move,
The arm portion 11a of the main clutch lever 11 contacts the end 19a of the cable operating rod, and the main clutch lever 11
The brake lever 13 is switched so that the brake lever 13 comes to the brake release position BOF as the vehicle moves to the clutch engagement position CON.

The auxiliary clutch lever 12 has proximal lever portions 12a, 12a extending downward from portions of the lever support frames 14 and 15 on the rear side of the fuselage with respect to the support cylinder portions 14a, 15a, and both proximal end portions. Lever parts 12a, 12
a end-side lever portion 12b extending rearward from the extension end of the body a at a level lower than the control handle 2.
And is formed by As shown in FIG. 8, the front end side lever portion 12b is a lever main body 12c whose both end sides are directed to the front and rear direction of the fuselage, and an intermediate portion connects the rear end portions of both lever main bodies 12c together with a gripping rod portion in the lateral direction of the fuselage. 1
It is formed on an arch-shaped lever portion which is bent to become 2d. Left and right proximal lever portions 12a, 12a
Is rotatably connected to the lever support frames 14 and 15 by a first connecting pin 21 in the lateral direction of the machine body.
The two lever bodies 12c, 12c of 2b are rotatably connected to the base side lever portion 12a by a second connecting pin 22 in the lateral direction of the machine body. That is, the auxiliary clutch lever 12
Are two proximal lever portions 12a, 12a swinging downward from the steering handle 2 around the first shaft center 21a of the first connecting pin 21 in the lateral direction of the fuselage in the longitudinal direction of the fuselage; 12a, a second shaft center 22 of the second connecting pin 22a in the lateral direction of the body from the free end side of the
The lever is formed by three lever portions 12a, 12a and 12b and one distal side lever portion 12b which swings freely around a. 12a and tip side lever part 12
b, the lever can be bent freely around the second axis 22a.

The lower end portion 23 of the members forming the left and right proximal lever portions 12a, 12a is formed by bending laterally, and this member portion 23 is used to form the proximal lever portion 12a of the distal lever portion 12b. A stopper 23 is formed at the hip bent portion of the auxiliary clutch lever 12 so as to set a lowering swing limit with respect to. That is,
As the distal lever portion 12b swings down relative to the proximal lever portion 12a around the second shaft center 22a of the second connecting pin 22, the front end portion of the distal lever portion 12b contacts the stopper 23. Then, the stopper 23 moves the distal-side lever portion 12b beyond the proximal-side lever portion 1b.
2a is received and supported so as not to swing downward.
A second helical spring 29 is attached to the left and right second connecting pins 22, 22.
And one end of the second helical spring 29 is engaged with the stopper 23 at the other end by the lever body 12c of the distal lever portion 12b, and the second helical spring 29 is used to lock the distal lever portion 12b. It is urged to swing so as to come into contact with the stopper 23.

At the rear ends of the lever support frames 14 and 15, a bracket 2 fixed to the lever support frames 14 and 15 is provided.
4. A roller 26 is supported via a horizontal roller support shaft 25 attached to the bracket 24 so as to rotate around the axis of the roller support shaft 25 in the horizontal direction of the roller. The guided surface 27d of the distal end side lever portion 12b is formed by an end surface 27a of the guided member 27 fixed to the lever body 12c, which is inclined with respect to the axis of the lever body 12c.
The roller 26 is configured to slidably contact the roller 26a. That is, the left and right rollers 26, 26 become guides 26 slidably contacting the distal lever portion 12b, and the distal lever portion 12b is used as the proximal lever portion 12a.
When moving in the fore-and-aft direction while rotating around the second shaft center 22a, the upper swing limit about the second shaft center 22a with respect to the base side lever portion 12a of the front side lever portion 12b, The upper lever portion 1 is set so as to set an ascending limit capable of securing an interval where finger jamming does not occur between the side lever portion 12b and the control handle 2.
The posture of the lever body 12c of the distal-side lever portion 12b with respect to the steering handle 2 is maintained such that the lever body 12c substantially follows the grip portion 2c located at the rear end of the handle rod body 2a of the steering handle 2. .

The first connecting pins 21 and 21 on the left and right sides
The first helical spring 28 is mounted, and one end of the first helical spring 28 is locked by the lever support frames 14 and 15 at the other end to the proximal lever portion 12a. When the side lever portion 12a is pivotally urged rearward, the guided surface 27a of the auxiliary clutch lever 12 is moved to the guide 26 as shown in FIGS.
And the handlebar portion 11b is
Is biased to a non-operation position located on the rear side of the fuselage with respect to the connecting rod portion 2b.

The front end surfaces 30 of the left and right stoppers 23, 23 form a clutch operating portion 30 located at the waist portion of the auxiliary clutch lever 12, and the lever support frame 15 of the left and right second connecting pins 22, 22 is formed. An end portion 31 of the connection pin 22 located on the side protruding laterally outward from the lever main body 12c forms a brake operation portion 31 located at a hip break portion of the auxiliary clutch lever 12. When the proximal lever portion 12a swings forward from the non-operation position shown by the solid line in FIG. 3 to the clutch operation position shown by the two-dot chain line in FIG. 3, the clutch operation portion 30 is moved to the clutch engagement position. The main clutch lever 11 contacts the end 11d of the arm portion 11a of the main clutch lever 11 in the CON.
Is pressed to the clutch disengagement side.
At this time, the clutch operating section 30 is
1 is pressed to the position where the engagement position holding by the tension of the clutch cable 10 is released, and after the clutch operating section 30 is pressed, the main clutch lever 11 is disengaged by the restoring force of the main clutch CL to the disengagement side. Switch to position COF. When the proximal lever portion 12a further swings forward to the fuselage and comes to the brake operating position shown in FIGS. 9B and 10B, the brake operating portion 31 is at the brake release position BOF. 13 and presses the brake lever 13 to the operation position BA on the front side of the fuselage with respect to the brake engagement position BON as shown in FIGS. 9 (c) and 10 (b). This operation position BA of the brake lever 13 is an operation position in which when the pressing operation force is released, the parking brake BR is automatically returned to the brake release position BOF due to the release recovery force of the parking brake BR. Since the operation position is such that a pulling force operable to be applied can be applied to the brake cable 20, the operation position is such that the parking brake BR is switched from the brake-off state to the brake-on state.

That is, the self-propelled body is in a posture lowering forward around the axle axis than the normal working posture or traveling posture due to a traveling reaction force or the like. If it becomes difficult to operate,
The gripping lever portion 12d of the tip side lever portion 12b of the auxiliary clutch lever 12 is pulled down by hand. Then, FIG. 9
As shown in (b), since the stopper 23 acts on the distal lever portion 12b, the first lever portion 12b and the proximal lever portion 12a swing around the first shaft center 21a integrally. In the operation mode, the tip-side lever portion 12b can be lowered and rocked. As a result, the main clutch lever 1
1 is set to the clutch engagement position CO by the clutch operating section 30.
N to the clutch disengagement position COF, and the brake lever 13 is switched from the brake disengagement position BOF to the brake engagement position BA by the brake operation unit 31 as shown in FIG. 9C, and the parking brake BR is used as a traveling brake. Aircraft traveling can be stopped.

Also, when the worker is moving backward, the gripping rod portion 12d of the tip side lever portion 12b is worn by the worker when the tip side lever portion 12b of the auxiliary clutch lever 12 hits the worker due to delay of the backward movement. In the case where the lower portion smoothly descends without being caught by the operator, the tip side lever portion 12b of the auxiliary clutch lever 12 is in the first operation mode as in the case where the lowering operation is performed by hand due to the reaction force due to contact with the operator. Is operated to descend and swing. If the tip side lever portion 12b of the auxiliary clutch lever 12 is difficult to descend due to being caught on clothes, etc.
Since the gripping rod portion 12d of 2b is pushed in the sliding direction to the front of the machine body while being held by the body of the operator, the base end lever 12a swings around the first shaft center 21a to the front of the machine body and In the second operation mode in which the auxiliary clutch lever 12 is bent around the second shaft center 22a, the distal-end-side lever portion 12b is operated to move to the front side of the fuselage. In addition, when the self-propelled body is in the forward lowered position, an operating force in the push-up direction is applied to the gripping rod portion 12d of the distal end lever portion 12b of the auxiliary clutch lever 12 as shown in FIG.
As shown in FIG.
b, and slides on the guided surface 27a of
b is guided so as to be moved and operated in the second operation mode irrespective of the push-up force, and the distal end lever portion 12a is moved and operated in the second operation mode to the front side of the fuselage. Accordingly, in any case, the auxiliary clutch lever 12 causes the clutch operating section 30 to move the main clutch lever 11 from the clutch engagement position CON to the clutch disengagement position COF, as shown in FIG.
As shown at 0 (b), the brake operation unit 31 switches the brake lever 13 from the brake release position BOF to the brake application position BA, and the parking brake B
The vehicle travel is stopped using R as a travel brake.

As shown in FIG. 7, a restraint switch 33 in which an operating portion 33a is interlocked with one arm portion 11a of the main clutch lever 11 by a spring 32 is attached to a lever support frame 15. The check switch 33 is
The main clutch lever 11 is turned on when the main clutch lever 11 is operated to the clutch engagement position CON, and is switched off by the main clutch lever 11 so that the main clutch lever 11 is turned off when the main clutch lever 11 is operated to the clutch disengagement position COF. By detecting which operation position of the clutch lever 11 is in the clutch engagement position CON or the clutch disengagement position COF, it is detected whether the main clutch CL is in the off state or in the on state. When the main control switch CL detects that the main clutch CL is engaged, it switches the engine starting device (not shown) to an inoperable state. An engine starter is associated with the operable switching operation. That is, the main clutch CL
A check mechanism is configured so that the engine E cannot be started when the engine is turned on, thereby preventing the wheels 1 from being driven at the same time as the engine E is started. As shown in FIG. 6, the restraint switch 33 is formed so that the upper plate portion, the lateral plate portion, the guide groove forming side plate portion, and the lever support frame 15 of the resin cover 18 are hardly penetrated by mud or water. It is located in the storage space where it is located. This allows
The check switch 33 is less likely to fail due to water wetting.

The clutch lever 34 shown in FIG. 8 is a lever for operating a work clutch for connecting and disconnecting the transmission to the tilling device 3. The light switch 35 is a switch for turning on and off the headlight. The switch 36 is operated by a detachable key to turn on / off the power and start the engine E. The side clutch lever 37 is a lever that operates a left steering clutch that stops driving of the left wheel 1 and changes the traveling direction of the aircraft. The side clutch lever 38 is a lever that operates a right steering clutch that stops driving of the right wheel 1 and changes the running direction of the aircraft. The throttle lever device 40 is a device that performs an acceleration / deceleration operation and a stop operation of the engine E. The high-speed restraint device 50 shown in FIG. 1 is a device that enables and disables switching of the traveling transmission that can switch between six forward speeds and two reverse speeds to six forward speeds.

As shown in FIGS. 13 and 14, the throttle lever device 40 includes a device body 41 fixed to the handle rod body 2a of the steering handle 2, and a device body 4
Reference numeral 1 denotes a throttle lever 42 rotatably supported around an axis X in the vertical direction of the fuselage. The throttle lever 42 is rotated to pull or loosen the throttle cable. Thus, the throttle device of the engine E is switched to a high speed side or a low speed side, or is operated to an engine stop position. When the throttle lever 42 is operated in the rotation direction D for deceleration and reaches the idling position, the positioning member 43 supported by the boss 42a of the throttle lever 42.
The positioning action portion 43a on the lower end side is configured to contact the end portion 44a of the stopper 44 fixed to the apparatus main body 41. When the throttle lever 42 is further rotated from the idling position toward the engine stop position ST, the end portion 44 of the stopper 44
When the throttle lever 44 is further rotated, the inclined portion 44b following the “a” enters between the positioning action portion 43a and the throttle lever 42.
4b, the positioning action portion 43a and the throttle lever 4 are operated while lowering the positioning body 43 against the upward bias of the spring 45 provided in the boss portion 42a.
2 and the friction between the positioning action portion 43b and the stopper 44 gives the throttle lever 42 a stronger operation resistance than when the throttle lever 42 is operated at an idling position or at a high speed. That is, the positioning body 43
Is positioned at the end 44a of the stopper 44.
, The operator can easily recognize that the throttle lever 42 has reached the idling position. Further, when the throttle lever 42 rotates from the idling position toward the engine stop position ST, the operation resistance increases due to friction between the positioning body 43 and the stopper 44, so that the throttle lever 42 is erroneously moved to the engine stop position ST. It is possible to prevent excessive operation. This makes it easier to adjust the throttle to a low speed without stopping the engine E by mistake.

The high-speed check device 50 is constructed as shown in FIGS. 11 and 12, or as shown in FIG. The high-speed restraint device 50 shown in FIGS. 11 and 12 has a restraint stay 51 fixed to an end of a lever guide 39 for shifting operation of the traveling transmission, and a stopper portion 52a for the shift lever L provided at one end. The restraining tool 52 is attached to the back side of the restraining stay 51 by a restraining bolt 53 slidably inserted through the long hole 51a of the restraining stay 51.
That is, when the restraint bolt 53 is loosened and the fastening of the restraint device 52 to the restraint stay 51 by the restraint bolt 53 is released, the restraint bolt 53 is removed from the elongated hole 51.
The sliding operation can be performed along the line a. Restraint bolt 5
When the sliding operation of 3 is performed, the restraining device 52 moves on the back side of the lever guide 39 together with the restraining bolt 53. Restraint bolt 5
When the screw 3 is operated to the entry position on one end side of the elongated hole 51a and the tightening operation is performed, the stopper portion 52a of the restraint device 52 enters a part 39c of the guide groove 39a of the lever guide 39 and is not moved from this position. It is fixed to the check stay 51, and high-speed check is started. That is, the groove portion 39c forms the forward sixth speed position of the transmission lever L, but the stopper portion 52a is
At the entrance of the vehicle so that the shift lever L cannot be operated to the sixth forward speed position, so that the traveling transmission can not be shifted to the sixth forward speed. Insert the restraint bolt 53 into the long hole 51a
When the tightening operation is performed by operating to the cutting position on the other end side, the stopper portion 52a of the restraint device 52 is fixed to the restraint stay 51 so as to be located outside the groove portion 39c and not moved from this position by vibration or the like. , High-speed check. That is, the shift lever L can be operated to the sixth speed position.

In the high-speed restraint device 50 shown in FIG. 15, a restraint stay 51 is fixed to an end of a lever guide 39 for shifting operation of the traveling transmission, and a stopper 52a for the shift lever L is provided at one end. The restraining device 52 is rotatably attached to the back side of the restraining stay 51 by a connecting pin 54, and a restraining bolt 53 that is slidably inserted through a long hole 51a of the restraining stay 51 is connected to a stopper portion 52a of the restraining device 52. And is connected to the opposite end. That is, when the restraint bolt 53 is loosened and the fastening of the restraint 52 to the restraint stay 51 by the restraint bolt 53 is released, the restraint bolt 5 is released.
3 can be slid along the long hole 51a. When the traction bolt 53 is slid, the stopper 52 a of the traction tool 52 moves on the back side of the lever guide 39 around the axis of the connecting pin 54 for the movement operation by the traction bolt 53. When the tightening operation is performed by operating the restraint bolt 53 to the entry position on one end side of the long hole 51a, the restraint
Of the guide groove 3 of the lever guide 39
9a, it is fixed to the restraint stay 51 so as not to move from a position 39c and from this position, and high-speed restraint is started. That is, the groove portion 39c forms the sixth forward speed position of the transmission lever L, but the stopper portion 52a is provided at the entrance of the groove portion 39c.
Is stopped so that it cannot be operated to the forward sixth speed position,
The traveling transmission is prevented from shifting to the sixth forward speed. When the tightening operation is performed by operating the restraint bolt 53 to the cut position on the other end side of the long hole 51a, the stopper portion 52a of the restraint device 52 is positioned outside the groove portion 39c and is not moved from this position by vibration or the like. Is fastened to the check stay 51, and the high-speed check is turned off. That is, the shift lever L can be operated to the sixth speed position.

[Another Embodiment] The present invention is also applicable to a working machine having a crawler traveling device in place of the wheel 1 or various working devices such as a multi-device in place of the tilling device 3. Therefore, wheel 1
And the crawler traveling device are collectively referred to as a traveling device 1, and various working machines are collectively referred to as a walking-type work vehicle.

The present invention can also be applied to a case where a traveling clutch lever that only connects and disconnects transmission to the traveling device is to be operated by the auxiliary clutch lever 12 instead of the main clutch lever 11. Therefore, the main clutch lever and the traveling clutch lever are collectively referred to as the clutch lever 11.

[Brief description of the drawings]

FIG. 1 is a side view of a walking cultivator as a whole.

FIG. 2 is a side view of a main clutch lever and an auxiliary clutch lever.

FIG. 3 is a side view of a mounting structure of a main clutch lever and an auxiliary clutch lever.

FIG. 4 is a plan view of a main clutch lever mounting portion.

FIG. 5 is a plan view of a main clutch lever and a brake lever mounting portion.

FIG. 6 is a sectional view of a main clutch lever, a brake lever, and a check switch mounting portion.

FIG. 7 is a side view of a check switch disposition portion.

FIG. 8 is a plan view of a rear portion of the steering handle.

FIG. 9 is a diagram illustrating the operation of an auxiliary clutch lever.

FIG. 10 is a diagram illustrating the operation of an auxiliary clutch lever.

FIG. 11 is a plan view of a high-speed check device.

FIG. 12 is a sectional view of a high-speed restraint device.

FIG. 13 is a plan view of a throttle lever device.

FIG. 14 is a sectional view of a throttle lever device.

FIG. 15 is a plan view of a high-speed restraint device according to another embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Traveling device 2 Steering handle 11 Clutch lever 12 Auxiliary clutch lever 12a Base end lever part 12b Distal end lever part 13 Brake lever 21a First shaft core 22a Second shaft core 23 Stopper 30 Clutch operating part 31 Brake operating part CON With clutch Position BOF Brake off position BA Brake on position

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-8-142702 (JP, A) JP-A-7-9876 (JP, A) JP-A-5-131861 (JP, A) 31625 (JP, U) Japanese Utility Model 52-109102 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B62D 51/06

Claims (3)

(57) [Claims] An operation structure of a walk-behind work vehicle in which a clutch lever for connecting and disconnecting transmission to a traveling device is extended upward from a control handle. A proximal end lever portion which extends freely back and forth, and a distal end portion which extends freely from the free end side of the proximal end lever portion to the rear of the fuselage around a second shaft center in the lateral direction of the fuselage. An auxiliary clutch lever comprising a lever portion and capable of freely bending around the second shaft center; a clutch operating portion pressing the clutch lever; and a lowering swing limit of the distal side lever portion with respect to the proximal side lever portion. The auxiliary lever is provided with a stopper at the buckling portion of the auxiliary clutch lever, and the distal lever portion is lowered in the first operation mode in which the proximal lever portion and the distal lever portion swing together about the first axis. The swing operation can be performed, and the clutch operation section switches the clutch lever from the clutch engagement position to the disengagement side in accordance with the swing operation, and the base end lever portion rotates about the first shaft center. In the second operation mode in which the auxiliary clutch lever is bent and the auxiliary clutch lever is bent, the distal-end-side lever portion can be operated to be moved to the front of the aircraft, and the clutch operation section causes the clutch lever to engage the clutch with this movement operation. An operation structure of a walk- behind work vehicle configured to perform a switching operation from an entering position to a cutting side. 2. A clutch lever for connecting and disconnecting transmission to a traveling device.
Walking type work with bar extending upward from the steering handle
An operating structure of an industrial vehicle, around the first axis center in the lateral direction of the aircraft downward from the steering handle
The lever at the base end that extends freely back and forth
Lateral direction of the fuselage from the free end of the end lever to the rear of the aircraft
Tip side lever portion extending swingably around the second axis
And an auxiliary that can be freely bent around the second axis.
With the clutch lever, clutch operating unit that presses acting on the clutch lever, Contact
And the lower part of the distal lever part with respect to the proximal lever part.
Set the stopper for setting the lowering swing limit to the auxiliary clutch lever.
Base lever and distal lever
In the first operation mode, the minute and the unit swing around the first axis.
The tip side lever part can be lowered and swung.
With the swing operation, the clutch operating section moves the clutch lever.
Switch the bar from the clutch engaged position to the disengaged side
And the proximal lever portion is the first shaft
To the front of the fuselage and the auxiliary clutch lever.
In the second operation mode where the lever is bent forward
Can be moved to the side, and
The clutch operating section clutches the clutch lever
It is configured to switch from the position to the cutting side, and slidably abuts on the distal side lever part and
Set the upper swing limit for the proximal lever part of the minute
With the lever in the second operation mode.
Operation structure of a walk- behind work vehicle equipped with a guide to move . (3) Pressing action on the brake lever for traveling equipment
The auxiliary clutch lever
Part, the tip side lever portion is in the first operation mode
And the second operation mode,
In addition to switching the chiller to the clutch release side,
Disengage the brake lever from the brake release position to the on position.
3. The method according to claim 1, wherein the switching operation is performed.
Operation structure of walking type work vehicle.