JPH0848218A - Turning controller of motive power vehicle - Google Patents

Abstract

PURPOSE:To avoid the danger of a machine body falling down sidelong to be caused with the one side effective phenomenon of a brake due to forgetting the mutual connection of brake pedals by making constitution in which right and left brake pedals are connected to each other in a normal state but a connecting lock device is released when steering at more than a predetermined angle is conducted. CONSTITUTION:A connection-engagement portion 50 having an oblong hole 48 is formed at the longitudinal middle portion of a rod 47, and a pin 54 provided at the middle portion of a pitman arm 52 is idly put into the oblong hole 48. When a machine body is made to advance straight, a sleeve is not moved, and when the machine body is being made to turn by rotating a steering wheel 12 large, the pin 54 is stoppingly engaged with the end portion of the oblong hole 48 and the rod 47 is moved longitudinally. As a result, the sleeve is turned and a connection rod is rotated to a release position, and the stepping-on operation of a brake pedal 9 on a turning direction side is made possible. Thus, right and left brake pedals 9 are, in a normal state, connected to each other, and only when turning is conducted by operating the steering wheel 12, the stepping-on operation of a one side brake pedal 9 is made possible.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention can be used in power vehicles such as front mowers and agricultural tractors having a lawn mower mounted on the front of the machine.

[0002]

2. Description of the Related Art Conventionally, a power vehicle of this type is provided with a pair of left and right brake pedals for braking driving wheels on the right side of the floor, and when traveling on the road, an engaging hook pivotally supported on either one of them. Hook it on the other pedal to
The brake pedal was connected so that only one of the brake pedals could be depressed during work.

[0003]

In the case of such a conventional device, however, the operator must always recognize whether or not the left and right brake pedals are connected, and this connection is required. If you forget to operate, if you step on the brake pedal to stop the aircraft, there is a risk of one-sided brakes causing the aircraft to change direction significantly and the operator to be shaken off the seat. Could occur.

[0004]

SUMMARY OF THE INVENTION The present invention has been proposed in view of the above-mentioned problems, and simplifies the turning operation by allowing one-sided braking operation only when the turning operation is started. It is intended to improve safety and safety. Therefore, the following technical measures were taken.

That is, the steering handle and the left and right independent brake pedals are provided, the left and right independent pedals are provided with a lock device for connecting the left and right, and in the normal state, the left and right brake pedals are connected and the steering handle is turned. A turning control device for a power vehicle is provided with release means for releasing the lock device when the steered wheels are steered by a predetermined angle or more.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. First, the structure will be described. 1 is a power vehicle in which an engine 3 is mounted in a bonnet 2, the rotational power of the engine 3 is appropriately decelerated by a transmission in a mission case 4, and the decelerated rotational power is It is configured to transmit to the front wheel 5. The brake pedals 9 and 9 are provided on the front right side of the floor 7. The right front wheel 5 is braked when the right brake pedal 9R is depressed, and the left front wheel 5 is braked when the left brake pedal 9L is depressed. A handle post 10 is provided beside the left and right brake pedals 9 and 9, and a steering handle 12 is supported by the handle post 10. When the steering handle 12 is turned, the rear wheels 13, 13 are steered.

FIG. 2 is a detailed view of the steering operation portion, and FIG. 3 is a detailed view of the brake pedal portion. First, the structure of the brake pedal 9 will be described with reference to FIG. A brake support shaft 16 is laterally laid between the frame frames 15, 15 forming a part of the machine body, and a boss 18 of the right brake pedal 9R is freely rotatably fitted therein. ing. An arm 20 is fixed to the boss 18, and the arm 20 and the arm 22 on the side of the breaking device 21 are connected by a rod 24. The base portion of the left brake pedal 9L is fixed to a pipe-shaped cylindrical body 25 that is freely rotatably fitted on the brake support shaft 16. An arm 26 is provided at the end of the cylindrical body 25.
The arm 26 and the arm (not shown) of the left brake device (not shown) are connected by a rod 28.

A rotary pin 30 is attached to an intermediate portion of the arm portion of the left brake pedal 9L, and a connecting rod 32 composed of two plates is fixed to an end portion of the pin 30. The connecting rod 32 has a substantially triangular shape when viewed from the front as shown in FIG.
Two locking pins 34 are fixed inward at the corners.
The locking pin 34 is fitted in the groove 37 of the sleeve 35. The sleeve 35 is rotatably fitted in the cylindrical body 25 and is configured to rotate in conjunction with the operation of the steering handle 12.

That is, an inclined cam plate 38 formed in a V shape when viewed from above is fixed to the outer periphery of the cylindrical portion of the sleeve 35 so as to face each other, and the guide member 4 integral with the frame frame 15 is provided.
The pin 42 fixed to 0 is brought into contact with the inner peripheral surface of the inclined cam plate 38, and the sleeve 35 as a whole moves toward the brake pedal 9 side by the rotation of the sleeve 35 around its axis. It is configured accordingly.

Reference numeral 44 is a stopper for restricting the movement of the sleeve 35, 45 is a spring, 46 is an arm fixed to the sleeve 35, and 47 is a rod interlocking with a steering system. In the normal state, the spring 45 makes the sleeve
Since the brake 35 is urged in a direction away from the brake pedal 9, the connecting rod 32 causes the brake pedals 9 and 9 on the left and right.
The shape of the arm part of is sandwiched from the front and back, and for this reason,
The left and right brake pedals 9 and 9 remain connected.

As shown in FIG. 2, a linking portion 50 having a long hole 48 is formed at an intermediate portion of the rod 47 in the front-rear direction.
A pin 54 provided at an intermediate portion of the pitman arm 52 is loosely fitted in the elongated hole 48. When the aircraft is moving straight, the sleeve 35 does not move, and when the aircraft is turned by turning the steering handle 12 largely, the pin 5
4 engages with the end of the elongated hole 48 and moves the rod 47 in the front-rear direction. As a result, the sleeve 35 is rotated and the connecting rod 32 is rotated to the release position, so that the swinging-side shake is caused. -The depression operation of the key pedal 9 can be enabled.

As described above, according to the above structure, the left and right brake pedals 9 are normally connected, and when at least one of the brake pedals is stepped on, both brake devices are inevitably operated, and the airframe is reliably stopped. You can let it be safe. Further, since the one-side brake pedal 9 can be depressed only when the steering handle 12 is operated to turn the machine body, the machine body can be further turned with a small turning radius, and the lawn mowing work can be performed. In such cases, the aircraft can be operated with little left over.

Next, an improvement of the brake device shown in FIGS. 6 and 7 will be described. In the above embodiment, the left and right brake pedals 9,
9 is provided on the right side of the front part of the floor 7, but in this improved device, a master brake pedal 55 for simultaneously braking the left and right brake devices is provided on the right side of the handle post 10 for turning below the seat 57. The brake pedals 58, 58 are provided. In FIG. 7, reference numeral 59 denotes an attachment stage fixed to the lower part of the floor 7, and a pedal shaft 60 is supported between the left and right attachment stages 59, and a master brake pedal 55 is attached to the pedal shaft 60. Fan-shaped plates 62 having long holes 61 are fixed to the left and right of 60. Reference numeral 63 denotes an L-shaped brake operating arm located outside the transmission case 4, and a length is provided between the brake operating arm 63 and the fan-shaped plate 62. An adjustable rod 64 is interlocked.

Reference numeral 65 is a mounting stage for supporting a rear pedal shaft 66 having a double shaft structure, 67 is a plate having an elongated hole 68, 6
Reference numeral 9 is a rod for connecting the brake operation arm 63 and the plate 67. In the above structure, when the master brake pedal 55 is depressed, the left and right brake devices are activated, and when the turning brake pedal 58 is depressed, the brake device on the depressed side is activated. In this case, when the turning brake pedal 58 is operated, the master brake pedal 55 does not move,
Even when the master brake pedal 55 is operated, the brake pedal 58 for turning left and right does not operate. Particularly, in the case of this improved device, the left side of the front part of the floor 7 is largely opened, so that the lawn mowing work can be performed in a relaxed state with the legs extended.

Finally, the structure of the mower type engine rotation adjusting mechanism of FIG. 8 will be briefly described. The feature of the device shown in this figure is that when the PTO lever 70 is operated to the clutch engaged side, the rotational speed of the engine 77 increases and the PTO
When the lever 70 is operated to the cutting side, the rotation speed of the engine 77 is lowered accordingly. PT
When the O lever 70 is on the entry side, the two wires 71,
72 is pulled, the arm 73 rotates forward around the fulcrum 74, and the tension clutch 76 is operated toward the clutch engagement side. When the tension clutch 76 is engaged, the rotational power of the engine 77 is taken out through the belt transmission mechanism 78 to drive the mower attached to the lower part of the body belly. When the throttle lever 79 is rotated in this state, the wire 80 is pulled and the throttle arm 82 is rotated around its fulcrum 83. In this case, the throttle arm 82 can be rotated until it comes into contact with the stopper bolt 84 fixed to the arm 73. 85 and 86 are Ritter
Spring.

In this embodiment, when the PTO lever 70 is inserted, the rotation of the engine 77 can be increased to 3200 rpm, and when the PTO lever 70 is turned off, the engine speed is lowered to 2500 rpm. The PTO lever 70 may be operated later and the throttle lever 79 may be operated first. In this case, the PTO lever 70 is operated.
If the throttle is off, the throttle lever 79 is 2500
I can only increase the rotation up to rotation / minute, but PT
When the O lever 70 is operated to the entry side, it can be raised up to 3200 rotations. Thus, the rotation of the engine 77 does not increase when the load is not applied, but the PTO clutch on / off and throttle adjustment are interlocked so that the rotation speed of the engine 77 increases only when the load is applied. The operation is easy, and the engine noise is low when there is no load, so the working environment is not deteriorated.

[0017]

According to the present invention, the steering handle has a steering handle and left and right independent brake pedals, a lock device for connecting the left and right independent pedals is provided, and the left and right brake pedals are normally coupled to the steering handle. Since the unlocking means is provided to unlock the locking device when the steered wheels are steered by a predetermined angle or more by turning the vehicle, the brake pedal is stepped on in order to make an emergency stop of the aircraft while traveling straight ahead. Sometimes both the left and right brake pedals are braked at the same time.
It is possible to avoid the risk that the vehicle body will be overturned due to the one-sided phenomenon of the brake caused by forgetting to connect the key pedal.

Since the one-sided brake operation can be performed only when the steering handle is turned to enter the turning operation, the machine body can be turned in a small radius without any malfunction.

[Brief description of drawings]

FIG. 1 is a side view of the entire power vehicle.

FIG. 2 is a side view of the power vehicle shown with a part cut away.

FIG. 3 is a front view of a main part.

FIG. 4 is a view on arrow A in FIG.

5 is a view on arrow B of FIG.

FIG. 6 is a side view of the improved device.

FIG. 7 is a perspective view of an improved device.

FIG. 8 is a side view of the improved device.

[Explanation of symbols]

 1 Power Vehicle 2 Bonnet 3 Engine 7 Floor 9 Brake Pedal 10 Handle Post 12 Steering Handle

Claims (1)

[Claims] 1. A steering handle and left and right independent brake pedals, a lock device for connecting the left and right independent pedals is provided, and the left and right brake pedals are normally connected, and the steering handle is turned. A turning control device for a power vehicle, comprising: a releasing means for releasing the lock device when the steered wheels are steered by a predetermined angle or more.