JPH10329670A - Running controller for running working machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely make a parking brake effective before getting out of a machine by providing a lock lever for holding a parking brake in a braking condition near a main clutch pedal operable on the machine to foot the main clutch pedal. SOLUTION: A lock lever 18 is provided near a main clutch pedal 14. The lock lever 18 which is rotationally moved forward and backward around a supporting axis 58 is at a 'locking' position to hold a braking condition when rotationally moved backward and at an 'unlocking' position to release a brake when rotationally moved forward. A hook 60 is annexed to the lock lever 18 and an engaged member 62 with which the hook 60 is engaged is formed on the main clutch pedal 14. If the lock lever 18 is at the 'locking' position when the main clutch pedal 14 is moved down, the hook 60 is engaged with the engaged member 62. Even if a parking brake lever 16 is not at a 'braking' position, the main clutch pedal 14 is restricted from being moved up and so the brake is prevented from being released.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device such as a parking brake for a traveling work machine, a traveling system clutch, and speed control.

[0002]

2. Description of the Related Art For example, with respect to securing a stop state, a traveling work machine is also provided with a so-called parking brake device, and the brake mechanism is braked and released by operating a parking brake lever. It has a configuration. However, this parking brake lever is provided on the side of the front column that accommodates the control rod and the like, and is difficult to operate on the aircraft.

[0003] Accordingly, the driver has stepped off the machine and operated the parking brake, but sometimes forgets it. For this reason,
It is desirable to be able to operate on the machine, but on the other hand, a conventional parking brake lever is required, and it is not preferable that the operation becomes complicated.

[0004] This parking brake device has a configuration in which a transmission shaft relatively on the output side of the transmission is tightened, but recently, various operations are linked in order to simplify the operation. Speaking of the parking brake device, the following interlocking configuration is adopted for starting.

That is, when the parking brake lever is operated to the braking position, the drive system of the transmission is neutralized in conjunction with this operation, and the main clutch pedal is operated to disconnect the clutch of the drive system. ing. However, as each of the interlocking structures is distorted due to extension or play due to use, it is necessary to correct the distortion. However, the difficulty of the adjustment operation also poses a problem.

Further, regarding the distortion of the interlocking structure,
The same goes for the speed lever. The easiness of operation has been measured with respect to speed control, and recently, an HST or the like, which can be speed-controlled by one lever, is used as a drive source, and the speed lever controls speed change from forward movement to reverse movement. . Since such a control mechanism is naturally distorted by use, it must also be easily corrected.

The present invention has been devised in view of such circumstances, and has been made to ensure the safety by maintaining the ease of operation and to facilitate the adjustment operation.

[0008]

SUMMARY OF THE INVENTION Under the above-mentioned problems, the present invention provides a method for pulling a main clutch pedal by turning a parking brake lever to a "braking" position to pull a brake wire engaged with the parking brake lever. In the travel control device of the traveling implement, the brake wire is moved down to the "off" position and the parking brake lever is returned to the "release" position to loosen the brake wire and move the main clutch pedal to the "on" position. A lock lever is provided near the pedal, and when the main clutch pedal is moved down to rotate the lock lever to the "lock" position, the lock lever engages the main clutch pedal and holds the main clutch pedal in the "off" position Then, when the main clutch pedal is further lowered, the lock lever disengages from the main clutch pedal and automatically returns to the "unlock" position.
Provided is a travel control device for a traveling work machine, which allows upward movement of a main clutch pedal.

According to the present invention, since the lock lever is provided in the vicinity of the main clutch pedal, the lock lever can be operated on the machine, and the parking brake can be reliably applied before getting off the machine. And the lock lever
Since the engagement with the main clutch pedal is automatically released by further depressing the main clutch pedal, the returning operation is unnecessary. Further, even if such a lock lever is provided, the function of the parking brake is not impaired at all.

The present invention provides an effective engagement / disengagement structure between the lock lever and the main clutch pedal, in which an engaged body is formed on the main clutch pedal, and the lock lever is engaged with the engaged body. A hook is provided to enable the main clutch pedal and the lock lever to be engaged, and a means is provided for constantly urging the lock lever toward the "unlock" position.

Further, the present invention provides the above-mentioned means, in which the main clutch pedal is moved up and down to the "on" and "off" positions, and the belt incorporated in the drive system is "tensioned" and "relaxed".
The rotation of the tension arm to be operated is linked by a link mechanism, and the length of the screw rod constituting the link mechanism is adjusted to adjust the relationship between the vertical movement amount of the main clutch pedal and the "tension" amount of the tension arm. I will provide a.

By the above means, the relationship between the vertical movement amount of the main clutch pedal and the "tension" amount of the tension arm can be obtained only by adjusting the length of the screw rod constituting the link mechanism connecting the main clutch pedal and the tension arm. Can be repaired.

In this means, the screw rod is inserted into the adjusting arm of the tension arm, and the screw rod and the tension arm are linked on both sides by nuts, and the screw is adjusted by adjusting the position of the nut. A means is provided for adjusting the relationship between the rod and the tension arm, a means for the two nuts looking above the step. Such means ensures the simplicity of the structure and the ease of adjustment.

In addition, according to the present invention, the traveling work machine described above
The HST whose speed is controlled by the operation of the speed lever is used as a drive source, and the speed lever moves the forward groove and the backward groove extending forward and backward from both ends of the neutral groove with the neutral groove as a cross portion. A means is provided in which a pad for adjusting the neutral position of the speed lever is provided.

By taking this measure, the distortion associated with the use of the speed lever is corrected, and the neutral position is accurately secured. As a specific means, a means for adjusting the neutral position of the abutment from the reverse side of the speed lever can be considered.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 and 2 are partial cross-sectional side views of the front part of the traveling work machine. The front column of the front part of the traveling work machine accommodates various levers on a horizontally stretched step 10. Is set up. A main clutch pedal 14, a parking brake lever 16, a lock lever 18 and the like are provided in the vicinity of this, and an HST 20 serving also as a transmission is disposed below the step 10 behind the step 10 and above the step 10. Is provided with a speed lever 22 for controlling the speed.

The parking brake lever 16 is rotatable around a fulcrum shaft 24 protruding from the side surface of the front column 12. When the parking brake lever 16 is in an upright "released" position, the parking brake is released and the parking brake lever 16 moves forward. When the "braking" position is turned down, the parking brake is activated.

The parking brake is a brake lever 28 that rotates freely around a support shaft 26 projecting from the HST 20.
Is rotated from the position (a) to the position (b), the internal transmission shaft is tightened and the brake is effective (the description is omitted here because it is a well-known structure). For this reason, the parking brake lever 16 and the brake lever 28
When the parking brake lever 16 is set to the "braking" position, the brake wire 3
0 is pulled to rotate the brake lever 28 to the position (b) (32 is a return spring of the brake lever 28).

In this case, the main clutch pedal 14 for switching the power to the HST 20 is also linked with the parking brake lever 16. That is, the main clutch pedal 14 is also configured to be rotatable around the support shaft 26, and the main clutch pedal 14 is connected to the brake lever 28. As a result, when the parking brake lever 16 is moved from the "release" position to the "braking" position, the main clutch pedal 14 moves down (in a depressed state) from the "on" position to the "off" position. When the main clutch pedal 14 is set to the "off" position, the parking brake is automatically applied to ensure safety.

The vertical movement of the main clutch pedal 14 is transmitted to a tension arm 38 having a tension roller for tightening and loosening a belt 36 of a drive system for supplying power to the HST 20 via a link mechanism 34. That is, when the main clutch pedal 14 is depressed from the “on” position to the “off” position, the tension arm 38
Then, the power of the drive system is cut off from the "tension" position where the tension is applied to the "relaxation" position where the tension is applied.

As a specific structure, a link 40 that rotates around the support shaft 26 in conjunction with the main clutch pedal 14 is provided.
And a link 44 that freely rotates around a fulcrum shaft 42 of the tension arm 38 is provided.
44 are connected by an intermediate link 46.

The tension arm 38 is provided with an adjusting arm 48 which rotates around the fulcrum shaft 42 in conjunction therewith. A link 44 which rotates freely around the fulcrum shaft 42 is screwed to the tension arm 38. It is connected by the rod 50. At this time, the screw rod 50 is inserted into the link 44, and both sides thereof are tightened with two nuts 52, 52 so that the length can be adjusted.

By doing so, the two nuts 52,
Simple operation of operating the main clutch pedal 1
The relationship between the amount of vertical movement of No. 4 and the amount of tightening and loosening of the tension arm 38 can be adjusted. When the on / off operation of the main clutch pedal 14 is repeated, the link mechanism 34 between the tension arm 38 and the link mechanism 34 extends or plays, so that such an operation is necessary to correct this.

FIG. 3 is a side view of a main part of the screw rod 50.
When the nuts 52, 52 are viewed on the step 10 in this way, this operation is further facilitated. Link 4
At 0, a spring 54 for returning the main clutch pedal 14 to the "on" position is stretched between the spring 54 and a fixed member 56 such as a chassis. This is because when the foot is released from the main clutch pedal 14, it automatically returns to the "on" position.

As described above, when the parking brake lever 16 is rotated from the "release" position to the "braking" position, the brake wire 30 is pulled and the brake lever 28 is moved to (b).
The main clutch pedal 14, which is linked to the brake lever 28, moves down from "on" to "off" at the same time. When the main clutch pedal 14 moves down to the “off” position, the tension arm 38 is turned from the “tension” side to the “relaxation” side by the link mechanism 34, and the driving force is cut off.

Next, a lock lever 18 is provided near the main clutch pedal 14. This lock lever 18
Is rotated back and forth around the fulcrum shaft 58, but is turned to the “locked” position for holding the brake state when turned backward, and “unlocked” for turning the brake forward when turned forward. The "lock" position.

For this reason, the hook 60 is attached to the lock lever 18.
The main clutch pedal 14 is provided with the hook 6
That is, the engaged body 62 with which 0 is engaged is formed. When the lock lever 18 is set to the “locked” position when the main clutch pedal 14 is moved down, the hook 60 can be engaged with the engaged body 62.

In this way, even if the parking brake lever 16 is not in the "braking" position, the upward movement of the main clutch pedal 14 is restricted, so that the brake is not released.
Therefore, as long as the lock lever 18 is kept at the "lock" position, the parking brake is not released,
The main clutch pedal 14 does not move upward to engage the clutch.

However, the lock lever 18 is always urged toward the "unlock" position by the return spring 64, and when the main clutch pedal 14 is further depressed (a slight depressing allowance is left), the hook 60 is disengaged. The main clutch pedal 14 is automatically moved out of the engagement body 62 so as to move upward.
Of course, if the parking brake lever 16 is in the "braking" position during this time, the brake is not released even if the lock lever 18 is in the "uplock" position.

The rotation speed of the output of the HST 20 is continuously controlled from forward to reverse according to the direction and angle by rotating the speed adjusting arm 66 projecting upward. The speed adjusting arm 66 is connected to and controlled by the speed lever 22 provided above.

Specifically, the speed lever 22 is connected to a fulcrum shaft 68.
The intermediate plate 70 and the speed adjusting arm 66 are connected by a connecting rod 72. The length of the connecting rod 72 can be adjusted, so that the correspondence between the speed lever 22 and the speed adjusting arm 66 can be changed.

The speed lever 22 moves by being guided by a lever guide 74 provided beside the Freon column 12. FIG.
FIG. 7 is a plan view of the lever guide 74. The lever guide 74 penetrates the speed lever 22, and has a center neutral groove 74a as a cross portion and a forward side groove 74b from both ends thereof.
And the reverse groove 74c are formed in a substantially Z-shape extending forward and backward.

In this case, when the speed lever 22 is pushed into the forward groove 74b in the lever guide 74, the movement rotates the speed adjusting arm 66 via the intermediate plate 70, and the HST 20 generates a forward output. The greater the amount of movement at the time, the faster the speed (the same applies to reverse travel).

In this case, the speed lever 22 is
a, the speed lever 22
Is connected to the intermediate plate 70 by a connecting shaft 76 that allows this movement.

Further, the parking brake lever 16 is "brake".
When in the position, the speed lever 22 automatically returns to the "neutral" position. Specifically, a link 78 that rotates around the support shaft 26 in conjunction with the brake lever 28 is provided, and two pivots 80 and 82 are provided on the intermediate plate 70 at positions symmetrical to the fulcrum shaft 68. The respective pivots 80, 82 are connected by connecting rods 84, 86, respectively.

The connecting rods 84 and 86 and the link 78
A link 88 is provided with a pin 88 projecting from the link 78, and the connecting rods 84 and 86 are fitted with long holes 84a and 8a.
6a is formed in advance.

Thus, when the speed lever 22 is moved,
The intermediate plate 70 rotates about the fulcrum shaft 68, and the connecting rods 84, 86 move accordingly (the elongated holes 84a, 8a).
6a allows this), the parking brake lever 16 is in the "braking" position, or the main clutch pedal 14 is "off".
In this position, one of the connecting rods 84, 86 is pulled, returning the intermediate plate 70 and the speed lever 22 to the neutral position.

This is for the purpose of preparing for the start, and is intended to ensure safety by not starting even if the speed lever 22 is forgotten to return to the neutral position and restarted. It should be noted that one of the connecting rods 84 and 86 has a length that can be adjusted so that even if distortion occurs during use, this can be corrected.

As described above, if the speed lever 22 is frequently operated, the members (for example, the connecting rod 72) reaching the HST 20 may be elongated or may be distorted due to backlash. When such distortion occurs, the neutral position shifts, and even if the speed lever 22 is in the neutral position, it has some forward or backward component.

This is bad, and it is necessary to correct this. Therefore, the neutral groove 74a of the lever guide 74
The pivot 90 is attached so as to be rotatable around a mounting shaft 92, and the neutral position can be adjusted by rotating the pivot 90 around the mounting shaft 92.

For example, this contact 90 is inserted into the reverse groove 74c.
If provided in the neutral groove 74a, the more the distortion occurs,
Since the neutral position is closer to the forward side, the abutment 90 is moved closer to the forward side accordingly. However, if this state is maintained, the neutral position of the forward side also shifts. Therefore, the width of the neutral groove 74a is widened in advance, and even if the neutral position from the reverse side is adjusted by the contact plate 90, the neutral position from the forward side is shifted. The neutral position is maintained so that it can be secured sufficiently.

Since the stroke of the speed lever 22 is different between the forward side and the reverse side, the return from the forward side to the neutral position and the return from the reverse side to the neutral position are strictly different. For this reason, it is conceivable to separately provide the contact metal 90 at a neutral position from the forward side and a neutral position from the reverse side. Note that the backing plate 90 may be attached to the front surface of the lever guide 74 or may be attached to the back surface.

[0043]

As described above, according to the present invention, the lock lever which can hold the parking brake in the braking state is provided near the main clutch pedal which can be operated on the machine. The parking brake can be reliably applied.

Further, the relationship between the main clutch pedal and the tension arm can be adjusted by operating two nuts of the threaded rod constituting the link mechanism connecting the two, and at this time, the two nuts are placed on the step. This operation can be made extremely easy if one is allowed to peep. Further, if the distortion of the speed lever can be corrected by a pad provided on a lever guide provided on the control unit, this operation is also easy.

[Brief description of the drawings]

FIG. 1 is a side view of a front part of a traveling work machine showing an example of the present invention.

FIG. 2 is a side view of a front part of the traveling work machine showing an example of the present invention.

FIG. 3 is a side view of a main part of a screw rod showing an example of the present invention.

FIG. 4 is a plan view of a lever guide showing an example of the present invention.

[Explanation of symbols]

 10 Step 14 Main clutch pedal 16 Parking brake lever 18 Lock lever 20 HST 22 Speed lever 30 Brake wire 34 Link mechanism 36 Belt 38 Tension arm 48 Adjusting arm 50 Screw rod 60 Hook 62 Engaged body 74 Lever guide 74a 〃 Neutral groove 74b前進 forward side groove 74c 〃 reverse side groove 90

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Seiji Kubo 428 Enami, Okayama City, Okayama Pref.

Claims (7)

[Claims] When the parking brake lever is turned to the "braking" position, a brake wire engaged with the parking brake lever is pulled to lower the main clutch pedal to the "off" position, and the parking brake lever is released. ”Position, loosen the brake wire and turn the main clutch pedal“ on ”
In the traveling control device of the traveling work machine to move up to the position,
A lock lever is provided near the main clutch pedal, and when the main clutch pedal is moved down to rotate the lock lever to the "lock" position, the lock lever engages the main clutch pedal and the main clutch pedal is turned to the "off" position. When the main clutch pedal is further moved down, the lock lever disengages from the main clutch pedal and automatically returns to the "unlock" position, allowing the main clutch pedal to move up. A traveling control device for a traveling work machine. In addition to forming an engaged body on the main clutch pedal, a hook for engaging the engaged body is attached to a lock lever so that the main clutch pedal and the lock lever can be engaged. The travel control device for a traveling work machine according to claim 1, wherein the travel work machine is always elastically biased toward the "unlock" position. 3. The vertical movement of the main clutch pedal to the "on" and "off" positions, and the tension of the belt incorporated in the drive system.
The rotation of the tension arm to be "relaxed" is linked by a link mechanism, and the length of the screw rod that constitutes the link mechanism is adjusted to adjust the vertical movement of the main clutch pedal and the "tension" of the tension arm. The travel control device for a travel work machine according to claim 1, wherein the travel control device is adjustable. 4. A screw rod is inserted into an adjusting arm of a tension arm, and both sides thereof are stopped by nuts, so that the screw rod and the tension arm are linked to each other. 4. The travel control device for a traveling work machine according to claim 3, wherein a relationship with the travel work machine is adjusted. 5. The travel control device for a traveling work machine according to claim 4, wherein the two nuts are viewed above the step. 6. An HST in which the traveling work machine according to claim 1 is speed-controlled by operating a speed lever.
The drive lever is used as a drive source, and the speed lever moves the forward groove and the reverse groove extending forward and backward from both ends of the neutral groove formed with the lever guide as a cross portion, and the neutral position of the speed lever in the neutral groove A traveling control device for a traveling work machine, which is provided with a pad for adjusting the distance. 7. The travel control device for a traveling work machine according to claim 6, wherein the abutment adjusts a neutral position of the speed lever from a reverse side.