JPH0444429Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention interlocks and connects the output shaft of an engine and the input shaft of a transmission case disposed at the rear of the engine via a belt transmission mechanism. The present invention relates to a walking management machine equipped with a friction-type continuously variable transmission that changes the speed of the power input to the input shaft.

[Prior Art] In such a walk-behind management machine, for example, in order to perform intercultivation management work such as weeding between furrows and lifting soil into furrows, the width of the case at the bottom of the cultivation case is made as narrow as possible so that the machine can move between the furrows. It is hoped that it will be able to run.

Conventionally, as described above, in order to make the case width at the lower part of the mission case as narrow as possible, various power transmission members provided inside the mission case were concentrated in the upper part of the mission case.

[Problem that the invention attempts to solve]

However, as mentioned above, if the various power transmission components are concentrated in the upper part of the mission case, the upper part of the mission case becomes large.
This is not desirable in this type of walking management machine, which is desired to be downsized.

For example, if the upper part of the transmission case becomes larger in the width direction of the aircraft, it becomes difficult to work in a narrow work area, and if the upper part of the mission case becomes larger in the longitudinal direction of the aircraft, it becomes difficult to turn around when changing direction of the aircraft. becomes difficult to do.

An object of the present invention is to make it possible to construct a transmission structure suitable for a walking control machine by rationally arranging the engine accessories and the transmission case.

[Means for solving problems]

The characteristic configuration of the present invention is that the front part of the transmission case is offset to one side laterally to form a narrow width, and the accessory parts of the engine are offset to the other side laterally to the rear of the engine. The present invention is configured such that the front part of the transmission case and the accessory part overlap when viewed from the side of the aircraft body.

[Effect]

That is, the attached parts of the engine and the narrow front part of the transmission case are arranged so that they do not protrude significantly in the width direction of the aircraft when viewed in the longitudinal direction of the aircraft, and so that they overlap when viewed from the side of the aircraft.

[Effect of idea]

Therefore, by rationally arranging the engine accessories and the narrow front part of the transmission case at the rear of the engine, it is possible to reduce the size of the aircraft in the width direction and longitudinal direction of the aircraft. Therefore, it is also advantageous in mid-tillage management work in which work is carried out by traveling between furrows, and as a result, a transmission structure for a walking type management machine suitable for expanding the work range has been obtained.

〔Example〕

Figure 5 shows the walking management machine of the present invention, which has an engine installed in the front of the machine.
A vertically long transmission case 2 is provided behind the engine 1, and a pair of left and right wheels 3, 3 are pivotally supported at the bottom of the transmission case 2, and a control handle 4 and a control handle for connecting working equipment are provided at the rear of the machine. The transmission structure of this walking management machine will be described below.

As shown in FIGS. 3 and 4, an output pulley 7 is fixed to the output shaft 6 of the engine 1, and an input pulley 9 is fixed to the first input shaft 8 protruding from one side of the transmission case 2. The belt 10 is wound over the belt transmission mechanism A with a tension main clutch.
has been configured. Further, a split pulley 11 is fitted onto the first input shaft 8 so as to be located between the input pulley 9 and the transmission case 2. The split pulley 13 externally fitted onto the second input shaft 12 and the belt 14
The outer movable pulley 11b, which is slidably movable with respect to the inner fixed pulley 11a of the split pulleys 11, is operated outward by a shift fork (not shown). The belt type continuously variable transmission device B is configured such that the higher the speed is, the higher the speed is.

The shift fork is operated by a control lever L provided on the control handle 4 side.

By providing the second input shaft 12 on the engine side with respect to the first input shaft 8, the common cover 15 for the belt transmission mechanism A and the belt type continuously variable transmission device B can be made smaller. This is possible.

When power from the engine 1 is input to the first input shaft 8, the power is transmitted to the PTO system and the first input shaft 8, which reduces the input power through the intermediate transmission shaft 16 and transmits the output to the PTO shaft 17. The input power is shifted by a belt-type continuously variable transmission device B, and a sun gear 18 is provided on the first input shaft 8 concentrically therewith.
The transmission system in the transmission case 2 is composed of a traveling system that transmits the output decelerated by the planetary reduction mechanism C equipped with
The transmission structures of the transmission system and the traveling system will be explained in detail.

PTO system transmission structure A large diameter gear 21 that meshes with a small diameter gear 20 fixed to the first input shaft 8 is fixed to one end of the intermediate transmission shaft 16, and a small diameter gear 22 fixed to the other end of the intermediate transmission shaft 16. The large diameter gear 23 that engages with the first input shaft 8
The PTO shaft 17 is fixed to the loosely fitted PTO shaft 17 to form a PTO system gear reduction mechanism D.
It is connected to the input shaft 8 for deceleration.

Transmission structure of the running system: The power input to the first input shaft 8 is shifted by the belt type continuously variable transmission device B, and the shifted output is transmitted from the second input shaft 12 via the chain transmission mechanism 24. The gear 25 is connected to the intermediate transmission shaft 16
It is loosely fitted. Then, an internal gear 26 that meshes with the idle gear 25 is loosely fitted into the first input shaft 8, and meshes with the internal gear 26 and meshes with the sun gear 18 externally fitted onto the first input shaft 8. Planetary gear 2
7 is freely rotatably supported by a carrier 28 fitted externally to the first input shaft 8 so as to be relatively rotatable, thereby forming a planetary speed reduction mechanism C. Further, the power outputted with the revolution speed of the planetary gear 27, that is, the rotation speed of the carrier 28 as the traveling speed, is transmitted to the transmission shaft 30 via the gear reduction mechanism 29, and then the chain transmission mechanism 31 is transmitted from the transmission shaft 30 to the transmission shaft 30. Through the left and right axles 19,
19 will be transmitted. Incidentally, each axle 19 is provided with a side clutch 32, so that the power transmitted to the axle 19 can be switched on and off.

The front part of the transmission case 2 and the engine 1
To be more specific about the arrangement with the rear part, as shown in FIGS. 1 and 2, the front part of the transmission case 2 is shifted to one side to form a narrow width.
A carburetor 33 and an air cleaner 34 as accessory parts of the engine 1 are disposed at the rear of the engine 1 so as to be offset laterally to the other side, and the front part of the transmission case 2 and the accessory parts are arranged on the side of the fuselage. They are configured so that they overlap in view, thereby reducing the size of the aircraft.

Incidentally, the continuously variable transmission device B is disposed on the lateral side where the transmission case 2 overlaps.

[Brief explanation of the drawing]

The drawings show an embodiment of the walking management machine according to the present invention, in which Fig. 1 is a partially cutaway side view showing the arrangement of engine accessories, and Fig. 2 is a plan view showing the arrangement of the engine and transmission case. 3 is a sectional view showing the transmission structure inside the transmission case, FIG. 4 is a side view showing the transmission part of the walking management machine, and FIG. 5 is a side view of the entire walking management machine. 1... Engine, 2... Mission case, 6
...Output shaft, 8...Input shaft, A...Belt transmission mechanism, B...Continuously variable transmission.

Claims (1)

[Claims for Utility Model Registration] The output shaft 6 of the engine 1 and the input shaft 8 of the transmission case 2 disposed at the rear of the engine 1 are interlocked and connected via a belt transmission mechanism A. The walking management machine is equipped with a friction-type continuously variable transmission device B that changes the speed of power input to the transmission case 2, and the front part of the transmission case 2 is shifted to one side to form a narrow width. , the accessory parts of the engine 1 are disposed at the rear of the engine 1 and laterally shifted to the other side, and the front part of the transmission case 2 and the accessory parts overlap when viewed from the side of the aircraft body. A walking management machine. A walking management machine in which the continuously variable transmission B section is arranged on the side where the transmission case 2 overlaps.