JPH10250643A - Handle supporting structure of walk type working machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent unexpected high speed reverse moving and preclude occurrence of high speed reversing by hindering unexpected inverting motion of a handle through a simple operation. SOLUTION: A handle supporting structure of a walk type management machine equipped with a lock mechanism E to fix a steering handle to a cradle 33 in the standard condition, in which the handle is facing back, and in the inverted condition facing ahead is equipped with an inversion restraining mechanism H which is provided separately from the lock mechanism E and hinders the steering handle from reverse movement. The mechanism H includes a swing plate 42 which selects either of a first restraining member 40 and a second restraining member 41, wherein the first 40 hinders the handle from moving from the backward facing position to the ahead facing position and admits movement from the ahead facing position to the backward facing position while the second member 41 hinders the handle from moving from the ahead facing position to the backward facing position and admits movement from the backward facing position to the ahead facing position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a handle support structure for a walk-behind type working machine having a steering handle capable of reversing the front and rear directions. It is an object of the present invention to provide a technology for linking an inversion prevention function and a high-speed reverse check function for preventing selection of a reverse speed at high speed.

[0002]

2. Description of the Related Art A handle supporting structure of this kind is disclosed in
As disclosed in JP-A-84787 and JP-A-3-80774, the steering handle is fixed to the pedestal at the standard position and the reverse position by a lock mechanism using pin engagement or bolting.

[0003]

When the steering handle is turned back and forth, the traveling direction for the driver is also reversed, for example, when the forward travel is backward and the reverse travel is forward.
In the case where a transmission having six forward speeds and two reverse speeds is provided in the standard state, the transmission is changed to two forward speeds and six reverse speeds in the reverse state. Therefore, if the direction of the steering wheel is incorrectly changed, there is a risk of inconvenience that an unintended high reverse speed appears or only a low forward speed can be obtained. To prevent this, it is important that the set handle direction cannot be easily changed only by operating the lock mechanism.

A first object of the present invention is to provide a mechanism for preventing the steering handle from reversing, thereby eliminating the above-described inconvenience and realizing the mechanism as a rational one which can easily operate the mechanism. is there. The second purpose is
At the time of reverse running where the aircraft advances toward the pilot,
It is an easy operation to realize a reverse check function for preventing a high-speed state from appearing.

[0005]

[Means for Solving the Problems]

[Structure] In the first invention, a steering wheel is mounted so that its orientation with respect to the aircraft can be reversed, and the steering wheel is arranged rearward on the side opposite to the engine arrangement side with respect to the transmission case. In the handle support structure of a walk-behind type working machine, which is configured so that the inverted state arranged forward and can be selectively set and has a lock mechanism for fixing the control handle to the body in each of the standard and inverted states, the lock mechanism is Separately, a reversing restraint mechanism for preventing the reversing movement of the steering handle is provided, and the reversing restraint mechanism is prevented from moving the steering handle from the rearward position to the forward position, and is allowed to move from the forward position to the rearward position. The first restraint member and the steering handle are prevented from moving from the forward position to the rearward position, and Wherein the movement of the forward positions are constituted to those for selecting and setting one of the second restraining member to permit the.

According to a second aspect of the present invention, in the first aspect, a shift operation of the body to a high-speed reverse position is prevented in a standard state, and a shift operation of the body to a high-speed reverse position in a reverse state is prevented. A speed-change check mechanism capable of displaying each of a second reverse check state and a first reverse check state is provided when the first check member is selected, and a second reverse check state is provided.
The reverse braking mechanism and the variable-speed braking mechanism are linked so that the second reverse braking state appears when the braking member is selected.

According to a third aspect of the present invention, in the second aspect, a shift position display means for displaying a shift speed selected by the shift operating tool is provided, and when the first or second reverse braking state is displayed, the shift position is displayed. A shift check display means for visually recognizing a shift speed at which the shift operation is suppressed by the shift operation.

According to the structure of the first aspect, the attitude of the steering handle from rearward to forward can be changed by the first restraint member and the attitude of the steering handle from front to rear by the function of the reversing restraint mechanism. The change is prevented from being restrained by the second restraint member, respectively, so that it is possible to avoid the inconvenience that an unexpected high-speed reverse state due to an unexpected reversal movement appears or a high-speed forward state cannot appear. .

Further, the reversing restraint mechanism includes a first restraint member for preventing movement of the steering wheel from the rearward position to the forward position and allowing movement from the forward position to the rearward position; Since the second restraint member is configured to prevent movement to the rearward position and allow movement from the rearward position to the forward position, the following operation is provided. That is, when changing from the standard state to the inverted state, after selecting and setting the second member, the rearward steering handle is inverted and moved forward, and the second restraint member is overtaken and operated to the forward position to lock. And so on.

When changing from the reverse state to the standard state, the first member is selected and set, and then the front steering handle is reversely moved backward, and the first restraint member is overtaken and operated to the rearward position. Lock it.
That is, the self-locking structure that allows the reversal movement only in one direction is configured, and the simple operation of moving the first or second restraint member once before the reversal movement of the steering wheel is sufficient.

According to the second aspect of the present invention, the linkage between the reverse braking mechanism and the variable speed braking mechanism allows the aircraft to move toward the operator by operating only the reverse braking mechanism in both the standard state and the reverse state. The reverse high-speed state is prevented from checking. For example, in the standard state, 6 forward steps, 2 reverse steps
If the gear is a gear, the restraint is prevented so that the reverse second speed does not appear in the standard state and the reverse fourth to sixth speed does not appear in the reverse state, so that a dedicated operation for the reverse check becomes unnecessary. .

According to the third aspect of the present invention, by the function of the shift position display means, it is possible to visually confirm which gear position is currently being operated, and to prevent the restraint from being determined by the direction of the steering handle at that time. The target reverse gear can also be visually confirmed. Therefore,
The risk of damage to the shift operation system such as bending the shift lever by forcibly operating the high-speed reverse gear, which cannot be operated, such as the fifth reverse speed, is first eliminated.

[0013] In the handle support structure according to any one of the first to third aspects of the present invention, the steering handle can be unexpectedly moved by a reversing restraint mechanism which requires only a simple operation of moving the restraint member once before the reversing movement of the steering handle. Is prevented from reversing,
Inconveniences such as unintentional high-speed reverse and only slow forward speed were resolved.

[0014] In the handle support structure according to the second aspect,
The variable-speed check mechanism prevents the high-speed state of the reverse movement in which the aircraft advances toward the operator, regardless of the steering direction, from automatically appearing, thereby improving the operability of the walking-type work machine.

[0015] In the handle support structure according to the third aspect,
Since the appearing gears can be visually checked, it is particularly effective when there are a large number of gears. The possibility of damage can be avoided.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a walking-type management machine,
1 is an engine, 2 is a transmission case, 3 is a front frame for mounting the engine, 4 is a steering wheel, 5 is a fuel tank, 6 is a pair of left and right drive wheels, 7 is a belt transmission mechanism, 8
Denotes a stand, and 9 denotes a rear hitch for connecting a working device.
The direction of the steering handle 4 with respect to the aircraft body can be reversed back and forth by pivotal movement about the vertical axis Z. The airframe is formed by the transmission case 2, the front frame 3, and the like.

As shown in FIGS. 6 and 7, the steering handle 4
The steering wheel base 4A is pivotally supported about a vertical axis Z with respect to a receiving base 33 mounted on the upper portion of the transmission case 2 so that the steering wheel 4 can be tilted. A standard state in which the steering wheel 4 is arranged rearward on the side opposite to the arrangement side (a state indicated by a solid line in FIG. 1), and an inverted state in which the steering handle 4 is arranged frontward on the side where the engine 1 is arranged (a state indicated by a virtual line in FIG. 1). Selectable setting is possible.

Although a detailed structure is omitted, a lock mechanism E for fixing the control handle 4 to the body in each of the standard and inverted states is provided. The lock mechanism E is roughly composed of a lock pin 35 fixed to a plate bracket 34 on the handle base 4A side.
And a plurality of holes 36 formed in the receiving base 33, and an operating mechanism (not shown) for moving the handle base 4A up and down within a predetermined range causes the lock pin 35 to move downward as shown by a solid line in FIG. It is configured to be movable between the locked position and the inverted reversing position, which is indicated by a virtual line in FIG.

As an example of the operation mechanism for moving the lock pin 35 up and down together with the handle base 4A by manual operation, a cam type shown in Japanese Patent Application Laid-Open No. 7-12618 can be considered. The holes 36 that are paired with the lock pins 35 are respectively arranged at three symmetrical positions with respect to the vertical axis Z so that the steering handle 4 can be fixed even at a slightly inclined angle.

When the steering handle 4 is facing backward or forward, the operating mechanism is moved to lower the lock pin 35 together with the handle base 4A and insert the lock pin 35 into the hole 36 so that the handle can be locked at that position, and the handle base 4A can be locked. At the same time, the lock pin 35 is lifted and pulled out of the hole 36, and then rotated about the axis Z, whereby the steering handle 4 can be reversed. That is, by the three kinds of operations of lifting, rotating, and lowering the handle base 4A, the steering handle 4 in the locked state can be inverted to be in the locked state again.

Next, the transmission structure in the transmission case 2 will be described. As shown in FIGS. 2 to 5, a gear transmission section A is provided at an upper portion of the transmission case 2, and an axle transmission section B that transmits a chain between the output shaft 12 and the drive axle 11 of the gear transmission section A is provided. Then, the transmission case 2 is set to the forward leaning posture such that the reference straight line L passing through two points of the rotation axis Q of the output shaft 12 and the rotation axis P of the driving axle 11 is closer to the rear of the fuselage as it goes downward. In addition, a gear transmission portion A is disposed on the rear side with respect to the reference straight line L. As a result, the transmission case 2 has a substantially rectangular shape when viewed from the left side, and auxiliary equipment such as an air cleaner (not shown) is arranged in a space between the engine 1 and the upper part of the transmission case 2. I have.

The gear transmission section A includes four input shafts 10, a first transmission shaft 13, a second transmission shaft 14, and an output shaft 12, a first shift shaft 15, a second shift shaft 16, and a third shift shaft. An auxiliary speed change mechanism C having two shafts, a forward / reverse speed change mechanism D capable of switching between first forward speed and reverse speed, and a forward speed change mechanism F capable of switching between second forward speed and third speed. With
It is configured to be capable of shifting forward six steps and reverse two steps. Here, the auxiliary transmission mechanism C, the forward / reverse transmission mechanism D, the forward transmission mechanism F, and the like are collectively referred to as a gear transmission mechanism.

The auxiliary transmission mechanism C includes a transmission rotator 18 that is rotatably fitted to the input shaft 10, a first shift gear 19 that is splined to the input shaft 10, and a transmission rotator 18.
, A passive gear 20 of the first speed change shaft 13 and a drive gear 21. When the first shift gear 19 is shifted to the right in FIG. 3 to engage the internal gear portion 18a of the driven gear 18A, a high speed stage appears, and the first shift gear 19 is shifted to the left in FIG. The low-speed step appears when biting into.

The forward / reverse rotation transmission mechanism D includes a second shift gear 22 fitted externally to the transmission rotating member 18, a back gear 23 fitted externally to the first transmission shaft 13 as a bearing, and a free external rotation fitted to the second transmission shaft 14. And a forked gear 24. The small-diameter gear portion 23b of the back gear 23 and the forked gear 24
3 is always engaged with the large-diameter gear portion 24a, and when the second shift gear 22 is shifted rightward in FIG. 3 and the gear portion is engaged with the large-diameter gear portion 23a of the back gear 23, the reverse state appears. When the second shift gear 22 is shifted to the left in FIG. 3, the gear portion of the second shift gear 22 directly meshes with the large-diameter gear portion 24a, and a forward state appears.

The forward rotation transmission mechanism F includes a third shift gear 25 fitted outside the spline on the transmission rotating body 18 and a second transmission shaft 1.
And four forked gears 24. When the third shift gear 25 is shifted to the left in FIG. 3 and its large-diameter gear portion meshes with the small-diameter gear portion 24c of the trifurcated gear 24, the third forward speed (or sixth speed) appears, and the third shift gear 25 is shifted. When the gear is shifted to the right in FIG. 3 and the small-diameter gear portion is engaged with the medium-diameter gear portion 24b of the trifurcated gear 24, the second forward speed (or the fifth speed) appears. A brake 26 and a pair of left and right side clutches 27, 27 are provided at the end of the second transmission shaft 14.

Next, the speed change operation structure will be described. As shown in FIGS. 3 and 5, the first shifter 28 for operating the first shift gear 19 is provided on the first shift shaft 15, and the second shifter 29 for operating the second shift gear 22 is provided on the second shift shaft 16.
The third shifter 30 for operating the third shift gear 25 is fitted on the third shift shaft 17. The forward / reverse speed change mechanism D and the forward speed change mechanism F have a general operation structure in which switching is performed by pushing and pulling the second and third shift shafts 16 and 17 in the axial direction. This is a structure in which switching is performed by rotating one shift shaft 15.

That is, as shown in FIG. 3, a substantially Z-shaped inclined groove 3 in a deployed state is formed on a cylindrical boss 28a of the first shifter 28.
A pair of pins 1 are formed at symmetrical positions, and a pair of pins 32 that fit into and engage with the inclined grooves 31 are implanted in the first shift shaft 15, and the first shifter 2 is rotated by the rotation of the first shift shaft 15.
An inclined cam mechanism G capable of shifting (sliding operation) 8 is configured.

As shown in FIG. 3, the tip of the input shaft 10 penetrates through the transmission case 2 and protrudes to the outside. A spline is formed there and the power take-out portion (PTO shaft) 7 is formed.
6 is also used. In addition, a detour (the passive gear 20 and the driving gear 2) for causing the low speed stage in the subtransmission mechanism C to appear.
The first transmission shaft 13 that supports 1) has a structure that also serves as a back shaft that supports the back gear 23. As a result, the first transmission shaft 13 and the first and second transmission shafts 13 and 14 are referred to as three shafts. Although the number of transmission shafts is small, it is configured to be able to perform a multi-stage shift of six forward speeds and two reverse speeds.

At the end of the third shift shaft 17, there is provided a ball-type detent mechanism 54 in which the third shifter 30 operates only in the shift position closest to the leftmost side in FIG.
Small-diameter gear portion 24c of third shift gear 25 and trifurcated gear 24
The so-called "self-disengagement" phenomenon, in which the occlusion with is naturally released, is prevented from occurring.

Next, the shift operation structure will be described. As shown in FIGS. 6 to 9, a shift lever 38 is supported on a holder 47 pivotally supported on the side surface of the receiving base 33 at a horizontal axis X so as to be able to swing right and left. 48
And the partial pinion 53 fitted on the first shift shaft 15 are engaged. The shift lever 38 at a position immediately above the holder 47 is equipped with an operation arm 49 that swings integrally with the shift lever 38 by spline fitting or the like, and the tip of the operation arm 49 and the base of the restraining arm 50 can be vertically swung relatively. It is pivotally connected to.

The second shift shaft 16 has a second operated member 16A.
The third operated member 17A is fitted on the third shift shaft 17 outside the transmission case 2, and the sliding surface 16a, 17a is fitted on the sliding surface 16a, 17a.
However, it is placed in a state where the lower operation projections 50a and 50b are in contact with each other. In FIG. 9, for convenience of description of the structure, the restraint arm 50 is drawn in a state of being floated from the slide surfaces 16a and 17a.

As shown in FIGS. 6, 10 and 14,
An indicator rod 55 whose lower end is connected to the side surface of the transmission case 2 via a ball joint 71 stands upright through the hole 50f of the restraining arm 50. The upper part of the indicator rod 55 is adapted to move along an instruction guide 39 having a so-called double H-shaped operation groove. The shift position display means J for displaying the selected shift speed by moving the instructor 39 at the position of the instruction guide 39. In this case, by providing the contact portion between the restraining arm 50 and the pointing rod 55 at an intermediate position in the vertical direction of the pointing rod 55, an amplification mechanism that amplifies the movement of the restraining arm 50 so that the shift position display means J can be easily seen is configured. ing.

As shown in FIGS. 6 to 8 and FIGS. 14 and 16, when the steering handle 4 is in the rearward standard state, it has six forward steps and two reverse steps. The shift operation is performed by the rotational movement, and the gear position that is displayed can be understood by looking at the shift position display means J. In the reverse state, the shift lever 38 is also operated in the opposite direction, and in this case, there are two forward steps and six reverse steps. In order to distinguish between these two shift speed modes, eight display projections 39t each having an upper pointed triangle are formed at each of the shift speeds of the instruction guide 39 in a side view. For reverse, the number of gears is displayed as a combination of R and a number. Therefore, even if the direction of the steering wheel 4 is changed, the shift position display means J displays the number of gears in a state corresponding to the direction of the steering wheel.

Next, with reference to FIGS. 9 to 13, the movement of each part of the operation system and the operation of the reverse braking in accordance with the shift operation of the shift lever 38 will be described with reference to a standard state.

FIG. 10 shows that the transmission lever 38 is
In this state, the lowering operation is performed at the rear end of the first shift shaft 15 when the indicator rod 55 is located in the first lateral path 39a of the instruction guide 39 and the arc gear 48 engages with the partial pinion 53. Is rotated counterclockwise, and the subtransmission mechanism C is operated to the lower speed side. Then, the front operation projection 50b of the restraining arm 50 is
The shift lever 38 is located at a position where the shift lever 38 is moved in the left-right direction in this state, and the first forward speed or the third speed can be selected. Note that the rear operation projection 50a is located at a position where it does not engage left and right with any of the second and third operated bodies 16A and 17A.

Next, when the shift lever 38 is moved up by one step to bring the indicator rod 55 into the state of being located in the second lateral path 39b, the arc gear 48 is moved through the partial pinion 53 as shown in FIG. The first shift shaft 15 is slightly rotated,
The subtransmission mechanism C still maintains the low speed position. Then, the front operation projection 50b of the restraining arm 50 is located at a position where the front operation projection 50b engages left and right with the third operated body 17A.
In this state, if the shift lever 38 is moved in the left-right direction, the second forward speed or the first reverse speed can be selected. Rear operation projection 50a
Is still at a position that does not engage left and right with any of the second and third operated bodies 16A, 17A.

When the shift lever 38 is continuously moved upward by one step so that the indicator rod 55 is positioned in the third lateral path 39c, the arc gear 48 rotates the first shift shaft 15 via the partial pinion 53. This time, the sub transmission mechanism C is switched to the high speed position. Then, as shown in FIG. 12, this time, the rear operation projection 50a of the traction arm 50 is located at a position where the rear operation projection 50a engages the left and right with the second operated body 16A. By moving it, you can select 6 forward speeds or 4 forward speeds. The front operation projection 50b is moving forward, and is located at a position where it does not engage with any of the second and third operated bodies 16A and 17A.

In the most raised state in which the speed change lever 38 is located at the front end of the guide groove 38a, the pointing rod 55 is located in the foremost fourth lateral path 39d, and the arc gear 48 is connected via the partial pinion 53. Although the first shift shaft 15 is rotated, the sub transmission mechanism C maintains the high-speed position. As shown in FIG. 13, the rear operation protrusion 50a of the traction arm 50 is located at a position where the rear operation protrusion 50a is engaged with the third operated body 17A in the left and right directions. Five speeds or two reverse speeds can be selected.
The front operation projection 50b is located at a position where it does not engage left and right with either of the operated bodies 16A and 17A.

The above-described series of operations are the same as the basic operation even when the steering wheel is turned forward, but the gear position displayed by the pointing rod 55 is different. That is, when the shift lever is moved up the most, the indicator rod 55 is located in the first lateral path 39a, and the left or right operation is performed in the reverse first speed or the reverse. Three speeds are selectable. If the shift lever 38 is operated to be lowered by one step, the indicator rod 55 is located on the second lateral path 39b, and the user can select the first forward speed or the second reverse speed by operating the left and right.

Further, in a state where the shift lever 38 is lowered and the pointing rod 55 is positioned in the third lateral path 39c, the forward and backward 4th speed or the 6th forward speed can be selected by the left and right operation. When the lowering operation is performed, the indicator rod 55 is moved to the fourth lateral path 3.
In the state located at 9d, it is possible to select the second forward speed or the fifth reverse speed by left / right operation.

Although not shown, the lower end of the support rod 55 is
It penetrates through a spherical hole (similar to hole 50f) formed in the transmission case fixed member so as to be swingable, and has a snap ring (C or E ring is also possible) above and below it.
The structure similar to that of the ball joint 71 may be provided by an inexpensive structure in which is disposed.

In the walk-behind type working machine, a reverse state in which the body travels to the operator side in a switchback turn, multi-work, or the like is required, but the speed may be low, and a high-speed reverse state is not particularly necessary. . Therefore, in the standard state, the reverse second speed is “R2”, and in the reverse state, the reverse fourth to sixth speed is “R2”.
4 "," R5 ", and" R6 "are provided with a shifting restraint mechanism I for disabling the shifting lever 38, which is switched in conjunction with the reversing restraining mechanism H of the steering handle 4, and explain.

As shown in FIGS. 6 to 9, a reversing restraint mechanism H for preventing the reversing movement of the steering handle 4 is provided. From the front position to the front position, and allows the movement from the front position to the rear position. The first restraint member 40 and the movement of the steering handle from the front position to the rear position are prevented. The movement to the forward position is configured to selectively set any one of the allowable second restraint members 41.

That is, the long swinging member 42 is pivotally supported on the side surface of the cradle 33 so as to be able to swing around the fulcrum Y in the left-right direction. The first and second restraint members 40, 41 are pivotally supported around the fulcrums y1, y2.
Springs 40a and 41a for urging the rotation toward the fulcrum Y side
And a tongue 46 in the form of a cantilever for receiving both of the restraint members 40 and 41 which is rotated and urged at a position above the fulcrum Y.

A nut (not shown) is formed at the rear end of the swinging member 42, and the bending stay 4 protruding from the receiving base 33 is provided.
4 It can be locked and fixed at upper and lower positions via stepped bolts 43. A stacking plate 45 is fixed to the tip of the bending stay 44, and an elliptical groove 44A through which the screw portion 43a of the stepped bolt 43 can pass is provided on the bending stay 44 and the screw portion 43a.
Are formed in the stacking plate 45 and are provided with engagement holes 45a, 45b at the upper and lower ends, respectively, into which the cylindrical engaging portions 43b can be fitted. m.

The towing production by the reversing restraint mechanism H will be described.

First, the stepped bolt 43 is connected to its engaging portion 43.
b is inserted into the upper engaging hole 45a and screwed to the swinging member 42, and when the swinging member 42 is maintained in the first posture in which it is raised rearward, as shown in FIG. The first restraint member 4 is moved from the movement locus r of the plate bracket 34 due to
0 protrudes upward, and the first restraining state in which the second restraining member 41 is positioned below the movement trajectory r appears.

In the first restraining state and the standard state, when the steering handle 4 is reversed and moved toward the forward position, the first restraining member 4 supported by the tongue piece 46 is moved.
The plate bracket 34 abuts on 0 and cannot be moved any further. Therefore, it is possible to prevent the rearward steering handle 4 from being erroneously moved forward.

When the steering handle 4 is rotated toward the rearward position in the first restraining state and in the inverted state, the steering handle 4 passes over the second restraining member 41 and the first
In contact with the back side of the restraining member 40, in this movement direction, the first restraining member 40 can escape and rotate against the winding spring 40a, so that the plate bracket 34 can also move past the first restraining member 40, It becomes possible to change the steering handle 4 to the standard state in which the steering wheel 4 faces rearward (see FIG. 9A).

That is, when the lock mechanism E is in the inverted state, the locking mechanism E is operated by simply inserting the stepped bolt 43 into the upper engagement hole 45a in advance and setting the swing member 42 to the first restraining state in which the swing member 42 is inclined upward. Thus, the steering handle 4 can be reversely moved backward by removing it, and a function of restraining the vehicle so that it cannot move from the standard state in the backward direction to the reversed state again can be exhibited.

Next, the stepped bolt 43 is inserted into the lower engaging hole 45.
b and screwed into the swinging member 42,
9B, the second restraint member 41 protrudes upward from the movement locus r of the plate bracket 34 associated with the handle reversal movement, and the first restraint is maintained, as shown in FIG. The second restraining state in which the member 40 is positioned below the movement locus r appears.

When the steering handle 4 is rotated toward the rearward position in the second restraining state and in the inverted state, the second restraining member 41 supported by the tongue piece 46 is rotated.
The plate bracket 34 is in contact with and cannot be moved any further.
Thus, a state has been developed in which the forward steering handle 4 is prevented from being accidentally moved backward.

In the second restraining state and the standard state, when the steering handle 4 is reversed and moved toward the forward position, the second restraining member 41 passes through the first restraining member 40 without passing through. In this movement direction, the second restraining member 41 can escape and rotate against the winding spring 41a, so that the plate bracket 34 can also be moved by passing the second restraining member 41, and the steering handle 4 can be moved. Can be changed to the inverted state in which the front is turned forward (see FIG. 9B).

That is, in the standard state, the locking mechanism E is operated by simply inserting the stepped bolt 43 into the lower engagement hole 45b in advance to bring the rocking member 42 into the second restraining state in which the rocking member 42 is inclined forward. Thus, the steering handle 4 can be turned forward and reversed, and the function of restraining the vehicle so that it cannot move from the forward inverted state to the standard state again can be exhibited.

-Shifting Retraction Mechanism I-The shifting retraction mechanism I includes a first reverse retraction state in which a shift operation of the body to the high-speed reverse position "R2" is prevented in the standard state, and a high-speed reverse position "R4" of the body in the reverse state. ",
The second reverse check state in which the gear change operation to "R5" and "R6" is prevented is allowed to appear. That is, as shown in FIGS. 6 and 7, a substantially downward U-shaped restraining bar 51 which can swing at a fulcrum W is pivotally supported at a position above the third operated body 17A, and the restraining bar 51 and the boss are provided. 51
The rear end of the arm 51b and the front end of the swing member 42 are integrally connected via an interlocking mechanism 52 including a long hole and a pin.

On the upper surface of the restraining arm 50, a first protrusion 50c for restraining the second reverse speed "R2" in the standard state, a second protrusion 50d for restraining the reverse fourth speed "R4" in the reverse state,
5th and 6th reverse speed "R5", "R6"
A third protrusion 50e for restraint is formed, and the first protrusion 50c and the second protrusion 50d which are separated from each other in front and rear are aligned on the same line in the horizontal direction. Pointer 55
Exists in the vertical path 39f of the instruction guide 39,
That is, in the neutral state of the shift lever 38, as shown in FIG. 7, the restraint bar 51 exists between the second protrusion 50 d and the third protrusion 50 e in a plan view, and the restraint arm 50 is connected to the restraint bar 51. It can be moved back and forth without interference.

Now, in a standard state in which the swinging member 42 is fixed in a rear-up position to prevent the steering handle 4 from moving forward, as shown in FIG. The front working portion 51f is operated in a tilted posture in which it is lowered and raised. In this state, FIGS.
Only in the case of FIG. 13 in which the shift lever 38 is raised to the highest position, the rear working portion 51r and the first protrusion 50c have a positional relationship of interfering in the left-right direction. When the vehicle is moved, the shift operation to the second reverse speed "R2" is inhibited so that the vehicle cannot be shifted.

Next, in a reversing state in which the swinging member 42 is fixed in a front-up position to prevent the steering handle 4 from moving backward, as shown in FIG. Is raised, and the front action section 51f is operated to the lowered inclined posture. In this state, the pointing rod 55 is positioned on the third horizontal path 39c in the vertical path 39f in FIG.
In the case of, the front working portion 51f is located between the second projection 50d and the third projection 50e, and the second projection 50d and the third
Due to the interference between the projection 50e and the front working portion 51f, the shift lever 38 is moved to move the reverse fourth speed “R4” and the reverse sixth speed “R4”.
6 "is prevented from being held down.

Then, the shift lever 38 is lowered to the lowest position, and the pointing rod 55 is moved to the fourth horizontal path 39d in the vertical path 39f.
13, only the third protrusion 50e is located beside the front operating portion 51f, and the shift lever 38 is moved so as not to be operated to the reverse fifth speed "R5". is there. That is, by the interlocking connection between the swinging member 42 and the restraint bar 51, the first reverse restraint state appears when the first restraint member 40 is selected, and the second reverse restraint state appears when the second restraint member 41 is selected. The reversing braking mechanism H and the variable-speed braking mechanism I are linked so that the reverse braking state appears.

Next, the shift check display means K will be described.

The three operation projections 50c to 50e described above.
The speed-change check mechanism I by contact between the gear and the check bar 51 is configured below the support guide 39, and is arranged in a hidden state that is not visible at first. Therefore, for example, when it is not known that the operation of the shift lever 38 to the second reverse speed “R2” is impossible in the standard state, the shift lever 38 and the restraint bar 51 are forcibly operated by operating the second reverse speed position. Problems such as bending may occur. Therefore,
In order to make it possible to visually confirm that an operation to reverse to a high speed such as "R2" cannot be performed, and to eliminate the above-mentioned fear, a shift restraint display means K is provided.

That is, as shown in FIGS.
An upwardly directed operation arm 63 is attached to the boss 51a of the restraint bar 51, and a restraint display plate 65 is connected to this by a pin and a long hole connecting mechanism 64. The restraint display plate 65 has eight display protrusions. The shift restraint display means K is slidably fitted in front and rear lateral grooves 66 formed on four front sides of the 39t. In the check display board 65,
A vertical groove 65a corresponding to the vertical path 39f of the support guide 39
And two left lateral grooves 65b and 65c and one large right lateral groove 65d. Since the restraint display board 65 is disposed above the support guide 39, in a steering posture in which the steering handle 4 is gripped, the operator can check the check display board 6.
5 and the support bar 55 can be visually recognized.

First, in the first reverse restraining state in which the reversing restraint mechanism H is operated in the standard state and the restraint bar 51 is tilted forward, the restraint display plate 65 is located at a position rearward.
As shown in FIG. 14A, it is possible to visually observe that the movement of the support bar 55 to the second reverse speed “R2” position in the support guide 39 is prevented by the restraint display plate 65. Forward 4-6
To the speed positions "4", "5" and "6", the left lateral grooves 65b and 6
It can be seen that the operation can be performed by the presence of 5c and the right lateral groove 65d.

In the second reverse restraining state in which the reverse restraining mechanism H is operated in the reverse state and the restraining bar 51 is inclined backward and upward, the restraint display plate 65 is located at a position shifted forward, and FIG.
As shown in FIG.
Support rod 55 to 6th speed "R4", "R5", "R6" position
Movement is prevented, and the support rod 5 is only in the second forward speed “2” position.
It is possible to visually observe that the movement of No. 5 is possible. That is, when the first or second reverse check state is displayed, the shift speed at which the shift operation is suppressed by the first or second reverse check state can be visually recognized.

As shown in FIG. 14 and FIG.
The six-speed check plate 77 capable of checking only the speed is supported by the support guide 39.
14 (a), and a support rod 55 that moves forward to the sixth speed "6" position by a switching mechanism (not shown). A configuration may be added that allows the vehicle to operate freely with a restraining posture (not shown) that prevents the vehicle from entering. Advance 6 depending on the task
The speed may not be used, and in this case, careless 6-speed operation is prevented.

As shown in FIG. 6, in order to attach / detach a working device such as a tilling rotary to / from the control body, the working device is connected to and released from the rear hitch 9 and the work clutch cable 57 is connected to the work clutch lever 56. You will be dressed up. That is, the work clutch lever 56 is always provided on the steering handle 4, and the work clutch cable 57 is connected as needed. And a lower end of a crank 58 pivotally supported on the side of the transmission case 2 so as to swing freely.
The work clutch lever 56 is connected to the work clutch lever 56 by an operation wire 59.
Are pivotally connected.

The front of the restraint steel 60 is the transmission case 2
It is mounted on a boss (not shown) screwed to the side surface with an eave 61 and a washer 62 integrated with the case in such a manner that the eaves 61 are prevented from coming out vertically and horizontally and can be moved back and forth. Supported and the third
It is arranged close to the engagement piece 17b of the operated body 17A.
However, when the work clutch lever 56 is operated to the disengagement position, the restraining steel 60 is moving backward, and is in a position where it does not interfere with the engaging piece 17b in the front-rear direction, so that the left and right movement of the third operated body 17A is free. It is in a state where it can be done.

When the work clutch lever 56 is operated to the engaged position, the operation wire 59 is pulled, and the restraint steel 60 moves forward and is located beside the engagement piece 17b (in FIG. 6, a virtual line). As a result, the shift lever 38 is moved and the operation to the second reverse speed “R2” is stopped. In other words, when the working device is being driven in the standard state, a state in which the high-speed reverse operation does not automatically appear due to the operation of the working clutch for that purpose is brought about.

As shown in FIG. 17, the fuel tank 5 is constructed by integrally integrating an upper tank 5A and a lower tank 5B by flange welding, and the fuel tank 5 is supported by a stand 8 shown in FIG. Since fuel is supplied in this state, the tank cap 67 is provided on the rear side of the upper tank 5A, and a level gauge 68 is provided immediately before the tank cap 67. The upper tank 5A has a shape including a base tank portion 5b having the same large area in plan view as the lower tank 5B and an upper tank portion 5a projecting upward.

FIG. 18 shows a tailored fuel tank 69 that is slightly larger than the management machine. This tank 69 is also formed by integrating an upper tank 69A and a lower tank 69B by flange welding. This upper tank 69A
Are manufactured using a press die for the upper tank portion 5b of the upper tank 5A of the fuel tank for the management machine, and have the same basic shape. The difference is that the front and rear positions of the tank cap 67 and the level gauge 68 are reversed by the use of the nest type. By partially sharing the press die, the number of dies is reduced as much as possible, contributing to cost reduction.

[Another Embodiment] As shown in FIG. 19, the engaging piece 75 erected on the boss of the restraint bar 51 and the bracket 70 attached to the receiving base 33 are shown in FIGS. The switching attachment mechanism m using the stepped bolt 43 may be configured to be a speed change suppression mechanism I having a structure that is directly operated manually.

As shown in FIG. 20, the support rod 55 may be structured so that the restraining arm 50 passes through the ball joint 72 which is slidable relative to the support rod 55. By using ball joints for both the upper and lower parts, rattling of the support bar 55 is almost eliminated, and the shift position display means J and the shift restraint display means K can function more accurately.

As shown in FIGS. 21 and 22, an automatic transmission control mechanism N may be used, in which the control device 73 automatically performs a swing switching operation in accordance with the reverse movement of the steering handle 4. In this case, the restraining device 73 and the restraining arm 50 are both shown as a principle diagram of the one that is located right beside the axis Z. That is, the restraining device 73 is connected to the front bar 73a and the rear bar 73b by the boss 5.
1a, and is attached to a support plate 73c fixed to the front rod 7c.
3a is attached to the front working portion 51f in FIG.
“b” corresponds to each of the rear action portions 51r in FIG.
An operating piece 74 is attached to the handle post 4p.

First, in the standard state shown by a solid line in FIG. 21, the rear bar 73b is lowered, and the rear bar 73b and the first projection 50c
The second reverse speed is restrained by the interference. And
When the steering handle 4 is reversed and moved toward the forward position, the operation piece 74 passes over the rear rod 73b and moves about 90 degrees.
At this point, contact with the front bar 73a is started. Further, when the reversing movement is performed, as shown by the imaginary line in FIG. 21, the operating piece 74 pushes the front rod 73a in the circumferential direction, whereby the front rod 73a swings downward, and the operating piece 74 continues to rotate. At the same time, the rear bar 73b moves upward.

In the inverted state in which the steering handle 4 is directed forward, the front bar 73a is lowered, the rear bar 73b is raised, and the operation bar 74 protrudes into the movement trajectory 74 and settles down. In this state, the second projection 50d and the third
The interference between the projection 50e and the front rod 73a suppresses the reverse fourth to sixth speeds.

Next, when the steering handle 4 in the inverted state is reversed and moved toward the standard state, the rear bar 73b is lowered when operated to the standard state by the same operation as the above-described series of operations. At the same time, the front bar 73a automatically returns to the original state where it has risen. By the way, as shown in FIG.
Each of the projections 50c, 50d, and 50e is formed in a substantially "H" shape in plan view with an inclined guide portion. , The support bar 55 is pushed back by the guide action of the inclined guide portion, and the action of automatically returning the support rod to neutral is exhibited.

When the handle rotation center Z and the restraining device 73 are displaced in the front-rear direction in the side view (the state of FIG. 6), the rotatable rotating body having the action piece 74 is restrained. Utensil 73
, And a structure in which this is rotated in conjunction with the steering handle 4 by a transmission mechanism such as a belt or a chain.

[Brief description of the drawings]

FIG. 1 is a side view of a walking management machine.

FIG. 2 is a sectional side view showing a transmission case.

FIG. 3 is a cross-sectional rear view of a transmission showing a structure of a traveling transmission unit.

FIG. 4 is a sectional rear view of the transmission showing the structure of the axle transmission unit.

FIG. 5 is a development view showing a structure of a speed change operation unit.

FIG. 6 is a side view showing a reversing check mechanism and a speed change check mechanism.

FIG. 7 is a plan view showing a shift operation unit above the transmission.

FIG. 8 is a rear view of the portion shown in FIG. 6;

9A is a side view showing a shift operation unit in a standard state. FIG. 9B is a side view showing a shift operation unit in a reverse state.

FIG. 10 is an operation view showing a shift operation section in a standard state, FIG.

FIG. 11 is an operational view showing the speed change restraining mechanism in a standard state, part 2

FIG. 12 is an operation view 3 showing the speed change restraining mechanism in a standard state.

FIG. 13 is an operation view 4 showing the speed change restraining mechanism in a standard state.

FIG. 14 is a plan view showing a shift restraint display means.

FIG. 15 is a plan view showing a single check display plate.

FIG. 16 is a rear view showing a sliding structure of the check display plate.

FIG. 17 (a) Plan view of the fuel tank for the management machine (b) Side view of the fuel tank for the management machine

FIG. 18 (a) Plan view of a tailor fuel tank (b) Side view of a tailor fuel tank

FIG. 19 is a side view of a main part showing another structure of the speed change check mechanism.

FIG. 20 is a side view showing another support structure of the support rod.

FIG. 21 is a side view showing the principle structure of the automatic transmission check mechanism N;

FIG. 22 is a plan view of the first to third protrusions shown in FIG. 21;

[Explanation of symbols]

 2 Transmission case 4 Steering handle 38 Shift operation tool 40 First retraction member 41 Second retraction member E Lock mechanism H Reverse retraction mechanism I Shift retraction mechanism J Shift position display means K Transmission retraction display means R2, R4, R5, R6 High speed reverse position

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Ken Uchiya 64 Ishizukita-cho, Sakai-shi, Osaka Inside Kubota Sakai Works

Claims (3)

[Claims] 1. A standard state in which a steering handle is mounted so that its orientation with respect to the fuselage can be reversed, and the steering handle is arranged rearward on the side opposite to the engine arrangement side with respect to the transmission case, and the steering handle faces forward on the engine arrangement side. The handle support structure of a walk-behind working machine, wherein the disposed inverted state is configured to be selectable and provided with a lock mechanism for fixing the control handle to the body in each of the standard and inverted states, Aside from the mechanism, a reversing restraint mechanism for preventing the reversing movement of the steering handle is provided, and the reversing restraint mechanism is prevented from moving from a rearward position to a forward position of the steering handle, and a rearward position from the forward position. The movement of the steering handle from the forward position to the rearward position is not permitted. Sealed, and,
A handle support structure for a walk-behind working machine configured to selectively set one of a second restraint member that allows movement from a rearward position to a forward position. 2. A first reverse check state in which a shift operation of the body to a high-speed reverse position is prevented in the standard state, and a second reverse check state in which a shift operation of the aircraft to a high-speed reverse position in the reverse state is performed. The first reverse restraint state is displayed when the first restraint member is selected, and the second reverse restraint state is displayed when the second restraint member is selected. So that the check state appears,
The handle support structure for a walk-behind working machine according to claim 1, wherein the reversing restraint mechanism and the variable-speed restraint mechanism are linked. 3. A shift position display means for displaying a shift speed selected by a shift operating tool, and
3. The handle support structure for a walk-behind working machine according to claim 2, further comprising: a shift check display means for visually recognizing a speed at which a shift operation is suppressed by the second reverse check state. .