JPS6023256Y2 - Dual-purpose operating device - Google Patents

Description

[Detailed Description of the Invention] The present invention mainly relates to a dual-purpose operating device for steering, stopping, and returning various automatic devices to automatic mode in a combine harvester or the like using a single lever.

Normally, in combine harvesters, etc., the steering is done by operating two clutch levers connected to the left and right side clutches.
Traveling can be stopped by simultaneously operating both clutch levers, a gear shift lever, or a brake pedal, and even if an automatic cutting height adjustment device is provided, the mowing section can be raised to the retracting position by using the mowing section operating lever. Further, returning the reaping section from the retracted position to the automatic mode state is performed by operating a button.

Therefore, for example, in order to thermally stop a combine harvester while it is rotating, it is necessary to operate one side clutch lever while operating another side clutch lever or a gear shift lever, and to start reaping at the same time as the rotation ends. In some cases, it may be necessary to operate the button for returning the automatic cutting height adjustment device to automatic mode at the same time as the side clutch lever.
Simultaneous or continuous operation of pedals and buttons is required, which not only makes operating the combine extremely cumbersome.

This can easily lead to erroneous operation, making driving extremely dangerous.

The present invention was developed in view of the above circumstances, and its purpose is to operate at least four operating systems using one operating lever, namely, steering and stopping operations for the left and right side clutches, and an automatic cutting height adjustment device. It is an object of the present invention to provide a dual-purpose operation device that can perform a return operation from manual mode to automatic mode.

The dual-purpose operation device according to the present invention is pivotally supported at the intermediate portion so as to be rotatable in the longitudinal direction of the aircraft body, and when one end thereof is rotated in one direction, the left and right side clutches are connected together, and the device is rotated in the other direction. A frame that activates a switch for returning the automatic device to automatic mode when the frame is rotated, and an intermediate portion of the frame is pivoted so that it can rotate in the left and right directions of the aircraft, and when rotated in one direction, the right side clutch An operating arm is provided on the other end of the frame so that the operating arm can be rotated in the left-right direction of the aircraft, and the operating arm is configured to interrupt the left side clutch when rotated in the other direction. It is characterized by being pivoted at its end, pivoted integrally with the main frame in the front-rear direction of the fuselage, and provided with an operation lever in the left-right direction of the fuselage for interlocking the operating arm. .

Hereinafter, the present invention will be specifically explained based on drawings showing embodiments thereof.

Figure 1 shows the operating device according to the present invention (hereinafter referred to as the proposed device)
Figure 2 is a rear view of the proposed device with a part of the operating column cut away, Figure 3 is a vertical sectional view taken along line ■-■ in Figure 2, Figure 4 is 1 is a plan view of the proposed device, and 1 in the figure is an operation column disposed in front of the driver's seat U of the combine harvester. It is surrounded on all four sides by the front wall 1a1, the rear wall 1b, and the left and right side walls, and the upper part includes various instruments and lamps. It is covered by an upper wall 1c, on which are arranged a.

The main part of the present device is disposed inside the operating column 1, and only the tip end side of the operating lever L is led out to the front of the driver's seat U through the rear side wall 1b of the operating column 1.

As shown in FIGS. 2 and 3, the device of the present invention is equipped with the operating lever upper frame 2 and the operating arm 3 as its main components.
is installed on.

The mounting frame 4 includes a back plate portion 4a and sleeve plate portions 4b, 4b extending at right angles from both sides of the back plate portion 4a. The back plate portion 4a is fixed to the operating column 1 by welding it to the front wall 1a of the operating column 1 in a state where it is extended.

The frame 2 includes a vertically long back plate part 2a and both sleeve plate parts 2b, 2b extending at right angles from both sides of the lower half of the back plate part 2a. The sleeve plate portions 2bt are overlapped with both sleeve plate portions 4b, 4b of the mounting frame 4 in a state of being overhanging toward the front side wall 1a side, and each of these sleeve plate portions 2bt
2bt 4bt It is pivotably supported by a horizontal shaft 21 inserted through 4b so as to be rotatable in the front and rear directions around the shaft 21.

An operating lever L bent into an L-shape is attached to the upper end of the frame 2, and a return spring 5 for returning and holding the frame 2 to a neutral position is attached to the lower end. A bell crank 7 facing the area and connected via a wire W1 to a left and right side clutch (not shown), which is a first operation system, and a brake (not shown) attached to the side clutch, and a second A switch S for returning from manual mode to automatic mode is provided for the automatic cutting height adjustment device that is the operating system.

The operating lever L is bent into an L-shape, and its base end is inserted into the operating column 1 through the rear wall 1b of the operating column 1. A fixed connecting piece L' is attached to the base end of the operating lever L, and the axial center line It is pivotally fitted to the bushing 22 so as to contact the rear end side of a bushing 22 fixed to the upper end of the frame 2 while facing in the front-rear direction perpendicular to the shaft 21, and protrudes from the front end side of the bushing 22. A retaining ring 25 is fitted into the base end of the operating lever L, and a retaining pin 24 is inserted into a hole drilled at this end. The operating lever L is projected upwardly and slightly inclined toward the driver's seat U side, and the operating lever L is rotated integrally with the frame 2 about the axis 21 in the longitudinal direction of the aircraft. In the left-right direction of the machine body, the base end is rotated independently of the frame 2 in conjunction with an actuating arm 3, which will be described later.

The return spring 5 is wound around a shaft 25 pivotally fitted to the back plate portion 2a of the frame 2 so as to be slidable in the front-rear direction at the left-right center portion of the lower end side of the frame 2.

That is, the shaft 25 is inserted into a long hole drilled in the back plate 2a in the longitudinal direction of the aircraft body, and a washer 25a is attached to one end of the shaft 25.
is fitted and is prevented from being removed by a stop pin (not shown), and a ring 25b is screwed and fixed to the other end, and a spring 5 is interposed between this ring 25b and the back plate portion 2a of the frame 2. washer 2 by the spring 5.
5a is in contact with the back plate part 2a of the frame 2,
5 projects from the front wall 1a of the operation column 1.

A guide tube 41 whose inner diameter is approximately equal to the outer diameter of the ring 25b is fixed to the back plate portion 42a of the mounting frame 4 at a portion facing the shaft 25. It is placed in the inserted position together with the ring 25a.

When the operating lever L is rotated from the neutral position n shown by a solid line in FIG. The tip side of the shaft 25 reciprocates in the axial direction within the guide tube 41, but when the operating lever L is rotated by a required angle toward the driver's seat U side, that is, toward the rear position, the tip side of the shaft 25 moves to the bottom of the guide tube 41. When the frame 2 hits, it rotates against the return spring 5, and when the operating lever L is released, it is pushed back to the neutral position n by the expanding force of the return spring 5.

The switch S for returning the automatic cutting height adjustment device from the manual mode to the automatic mode is fixed to the left sleeve plate portion 4b of the mounting frame 4 so that its operating rod S' faces the forward rotation range of most of the frame 2. , when the operating lever L is moved to the forward position f, it contacts the lower end of the frame 2 and closes the circuit.

When the return switch S is closed, the automatic mowing height adjustment device operates from manual mode to automatic mode, and the mowing section is raised and lowered according to the amount of rotation of the sensor Se attached to the support rod D□ of the divider D. The cutting section K is always held at a required height above the ground surface, and the cutting height relative to the culm is maintained constant.

In addition, when the combine is rotating, the automatic cutting height adjustment device switches from automatic mode to manual mode by operating the manual operation lever L□ on the cutting section, and the cutting section K is raised to a required height that does not interfere with the rotation of the combine. The switch S for retracting and returning to the automatic mode is also opened.

Note that this return switch S is not limited to the one for the automatic cutting height adjustment device, but may also serve as a return switch to the automatic mode of various automatic devices.

On the other hand, the bell crank 7 is attached to the mounting base 4 on the back plate portion 2a of the mounting frame 4.
It is pivotably supported around a horizontal axis 7c by using C, and its arm 7a is located facing into the front rotation area of the lower half of the frame 2, and the other end 7b are connected to left and right side clutches (not shown) and brakes (not shown) attached thereto via wires W□.

That is, when the operating lever L is rotated from the neutral position n to the rear position as shown by the solid line in FIG.
is also rotated around the axis 21 as shown by the imaginary line, and the frame 2
The back plate portion 2a of comes into contact with one arm portion 7a of the bell crank 7,
When the operating lever L is pulled further forward, the frame 2 presses the other arm 7a of the bell crank 7 with its back plate 2a, rotates the bell crank 7 around the shaft 7c in the direction of the arrow, and rotates the left and right sides. The brake is activated when the clutch is disengaged and the operating lever L is then rotated to the forward position.

The operating arm 3 has a shaft 31 fixed at one end at its left and right center portions.
A shaft 31 is rotatably fitted into a bushing 26 fixed to the back plate portion 2a of the frame 2 with its axis oriented in the front-rear direction of the fuselage perpendicular to the horizontal axis 21, and a shaft 31 protrudes from the front end side of the bushing 26. A retaining ring 27 is fitted to the distal end side of the distal end, and a retaining pin 29 is inserted into a hole drilled at the end to prevent dislodging.

A wire W2 connected to the left side clutch of the combine, which is a third operation system, is connected to the right end side of the actuation arm 3, and a wire W3 connected to the right side clutch, which is the fourth operation system, is connected to the left end side. At the same time, a connecting rod 8 is provided between the left end side of the operating arm 3 and the tip of the connecting piece L' fixed to the base end side of the operating lever L, and the connecting rod 8 has both ends pivotally connected thereto. The operating lever L is moved from the neutral position n shown in FIG. 2 to the left or right position 1. When the rotation is made in the direction r, the operating arm 3 is rotated counterclockwise or clockwise in FIG. direction will be carried out.

The connecting piece L' has a pin L" projecting forward at the tip thereof, and the pin L" is inserted into a long hole 2d bored in the back plate 2a of the frame 2, and is inserted in the left-right direction. The movement is restricted to within the range of the elongated hole 2d.

In the illustrated embodiment, the present device is installed in the operation column 1, but its installation position and posture are not limited to the above-mentioned cases. The operation column 1 may be arranged separately from the operation column 1, and the installation position may also be such that the operation lever L is operated in the vertical and horizontal directions of the aircraft, and the driver's seat U
The design can be made appropriately by taking into account the posture of the worker sitting in the seat and the space around the driver's seat.

In the device thus constructed, when the operating lever L is rotated to the right, the actuating arm 3 is rotated clockwise around the shaft 31 via the connecting piece L' and the connecting rod 8, and the left end thereof is rotated clockwise around the shaft 31. By pulling the wire W3 connected to the side, the right side clutch of the combine is disengaged, cutting off power transmission to the right drive wheel, and the aircraft is turned to the right.

Similarly, if the operating lever L is rotated to the left, the connecting piece L'
, the actuating arm 3 is rotated counterclockwise around the shaft 31 via the connecting rod 8, and the wire W2 connected to the right end is pulled, disengaging the left side clutch of the combine and transmitting power to the left drive wheel. It was cut off and the aircraft was turned to the left.

Also, if the operating lever L is rotated backwards, that is, toward the front side of the operator seated in the driver's seat U, the frame 2 rotates around the shaft 21 with its upper half facing backwards, in other words, its lower half facing forward. The bell crank 7 rotates towards the third position and pushes the one arm 7a of the bell crank 7 facing into this rotation range to rotate the bell crank 7 around the axis 7c.
Turn as shown by the arrow in the figure, pull the wire W1 connected to the other arm 7b of the bell crank 7, disengage the left and right side clutches, and then turn further to the rear position to drive the aircraft left and right. The brakes on the wheels are activated to stop the aircraft from moving.

Similarly, when the operating lever L is rotated to the forward position f, the upper half of the frame 2 is rotated around the axis 21, with the upper half facing forward, or in other words, the lower half thereof being rotated toward the rear. The operating rod S' of the return switch S that returns the automatic cutting height adjustment device from manual mode to automatic mode is pressed, the return switch S is closed, and the automatic cutting height adjustment device returns to manual mode. He is forced to return to himself.

Furthermore, as described above, when stopping the aircraft while turning the aircraft by rotating the operating lever L to the right or left of the aircraft, move the operating lever L toward you with the operating lever L rotated to the right or left of the aircraft. If the frame 2 is pulled toward the side, the frame 2 is rotated around the shaft 2 when the actuating arm 3 is rotated to the right or left around the shaft 31.
The lower half is rotated forward once, and the wire W2 or W3
When the lever L is pulled, the wire W1 is also pulled, and as a result both the left and right side clutches are disengaged, and when the operating lever L is further pulled toward the front, the brake is activated and the aircraft is stopped mid-turn.

In addition, if you want to reap immediately at the same time as the machine finishes turning, turn the operating lever L to the right or left to complete the turn. When pushed forward, the operating lever L is located at the left-right neutral position and the forward position f, the automatic mode return switch S is closed, and the automatic cutting height adjustment device is set to the automatic mode.

As described above, in the proposed device, each of the four operating systems, steering and traveling by operating the left and right clutches, and setting the automatic device to automatic mode, can be performed using one operating lever. can be operated, the structure is greatly simplified,
Not only does it have a small number of parts, resulting in significant cost reductions, but it also consolidates operations that require relatively frequent switching control, such as steering and driving, into a single lever, making it easy and quick to operate. Furthermore, since the rotation direction of the operating lever is configured to match the steering and traveling direction of the aircraft, there is no erroneous operation, and reliable operation can be performed quickly.This invention has excellent effects. be.

[Brief explanation of drawings]

Figure 1 is an external view of the right side of the combine equipped with the proposed device.
FIG. 2 is a rear view of the device according to the present invention with a part of the operating column cut away, FIG. 3 is a cross-sectional view taken along the line ■--■ in FIG. 2, and FIG. 4 is a plan view of the device according to the present invention. 1...Operation column, 2...Frame,
3... Operating arm, 21... Axis, 31
...Axis, L...Operation lever, W□, W2
．． W3...Wire.

Claims (1)

[Scope of utility model registration request] The middle part is pivoted so that it can rotate in the longitudinal direction of the aircraft, and when one end is rotated in one direction, the left and right side clutches are connected together, and when it is rotated in the other direction, the automatic mode of the automatic device is activated. A frame that operates a switch for returning to an actuating arm that disconnects the left side clutch when the left side clutch is activated; 1. A dual-purpose operating device comprising: an operating lever that rotates integrally with the main frame in the front-rear direction of the fuselage and interlocks the operating arm in the left-right direction of the fuselage.