JPS6245939Y2 - - Google Patents

Description

[Detailed description of the invention] This invention relates to a shift operation position.

Generally, this type of shift operation position is shown in Figures 1 and 2.
As shown in the figure, a forward operation position C allows the aircraft to travel forward and a reverse operation position D allows the aircraft to travel backwards, guided by guide grooves 6 and 7 formed on the operation panel 1, respectively.
A main shift lever 5 that can be freely displaced over the range, and an auxiliary shift lever 4 that can be freely displaced between a high-speed operation position B that allows the aircraft to travel at high speeds and a low-speed operation position A that allows the aircraft to travel at low speeds are provided together. However, in the past, for example, the first
As shown in Figures 1 and 2, an L-shaped blocking plate 2 is pivotally mounted on the operating panel 1 along the surface of the operating panel 1, and this blocking plate 2 is supported by appropriate biasing means such as a spring 3. in,
The blocking plate 2 is energized to a state in which one end 2a covers the high speed operation position B part of the guide groove 6 and the other end part 2b does not cover the reverse operation position D part of the guide groove 7 (the state shown in FIG. 1). , move the main gear shift lever 5 to reverse operation position D.
When the gear shift lever 4 is placed in the
When the sub-shift lever 4 is placed in the high-speed operation position B and the blocking plate 2 is rotated against the spring 3 (Fig. 2) , by configuring the other end 2b of the blocking plate 2 to not enter the reverse operation position D of the guide groove 7, the aircraft is prevented from traveling backward at high speed unless the blocking plate 2 is removed;
This is designed to ensure driver safety.

However, even when driving in reverse, if the driver always drives at a low speed when starting and then consciously switches to high speed driving in reverse, there is almost no danger, and on the contrary, there is no need for such an operation. Often.

Therefore, with this invention, even though the auxiliary gear shift lever has been brought to the high speed operating position, the driver does not notice this and believes that the auxiliary gear shift lever is in the low speed operating position, and moves the main gear shift lever in reverse. This prevents the danger of inadvertently starting in reverse at a high speed due to displacement operation to the operation position, and also allows the driver to automatically run in reverse at a low speed when starting in reverse, and then switch to high speed in reverse. Therefore, the present invention provides a speed change operation device that allows the aircraft to be operated safely at all times.

The gist of this invention is that the main shift lever is locked so that it cannot be displaced only when the sub-shift lever is moved to a high-speed operation position in conjunction with the displacement operation of the sub-shift lever. Another feature is that a locking mechanism is provided which allows the sub-shift lever to be moved from the low-speed operating position to the high-speed operating position when the main shift lever is in the reverse operating position.

Next, an embodiment of this invention will be described based on FIGS. 3 to 7.

Reference numeral 11 denotes a speed change operation device installed at the rear of the walking combine harvester 12, which is operated by the operator while standing at the rear of the machine.This speed change operation device 11 is constructed as follows according to the present invention.

The main gear shift lever 1 is installed in the traveling gear box 13 of the aircraft body 12.
4 and a sub-shift lever 15 are arranged and protruded along the left and right direction of the fuselage 12, and the main shift lever 14 is connected to the fuselage 1.
Rotating operation along the longitudinal direction of the aircraft (arrows A and B) between the forward operation position C (solid line position in Figure 4), which causes the aircraft to travel forward, and the reverse operation position D (solid line position, Figure 6), which causes the aircraft to travel backwards. The sub-shift lever 15 is configured to be freely configured, and the sub-shift lever 15 operates in the longitudinal direction of the aircraft ( An operation panel 18 configured to be rotatable along arrows A and B) and formed with guide grooves 16 and 17 that can guide the rotation of both gear shift levers 14 and 15.
is attached so as to cover the upper surface of the traveling transmission box 13, and both transmission levers 14 and 15 are projected onto the operation panel 18 through guide grooves 16 and 17, respectively.

A blocking plate 21 interlocked with the sub-shift lever 15 is provided, and the blocking plate 21 is connected to the operation panel 18.
The main shift lever 1 is pivotally supported by a pin 22 on the top thereof, is rotatable along the surface of the operation panel 18, and has an integrally formed working piece 19 and a second working piece 20.
A narrow locking part 20a along the rotation direction (arrow C) is formed at the tip of the second working piece 20 on the 4 side, and as shown in FIG. a rotational position that covers the operating position B portion and allows the second operating piece 20 to operate the main shift lever 14 to displace it;
As shown in FIG.
does not cover the high speed operation position B portion of the second operating piece 2.
0a is located between the forward operation position C portion of the guide groove 16 and the reverse operation position D portion, and the main shift lever 14
The operation panel 18 and the blocking plate 2 are configured to be rotatable between a forward operation position C to a reverse operation position D and a rotation position that does not permit the opposite displacement operation.
A spring 23 is interposed between the fourth
It is constructed such that it is energized and held in the rotational position shown in the figure, and rotated against the spring 23 to the rotational position shown in FIG. 5 by placing the sub-shift lever 15 in the high-speed operation position B. 24 is the fourth
This is a locking piece for locking in the rotational position shown in the figure.

In the shift operation position 11 configured in this manner, when the sub-shift lever 15 is placed in the high-speed operating position B, the blocking plate 21 is pushed by the sub-shift lever 15 and rotates against the spring 23. The main shift lever 14 is located at the rotational position shown in FIG.
Even if an attempt is made to put it into the reverse operation position D, it is blocked by the locking portion 20a of the second operating piece 20 (dashed line in FIG. 5).

Therefore, even if the driver forgets to put the sub-shift lever 15 in the high-speed operating position B, the risk of the vehicle being inadvertently started backwards at high speed is prevented.

Further, the main shift lever 14 can be moved to the reverse operation position D when the auxiliary shift lever 15 is brought to the low speed operation position A and the blocking plate 21 is located at the position shown in FIG. Furthermore, the sub-shift lever 15 can be moved to the high-speed operating position B after bringing the main shift lever 14 to the reverse operation position D. Therefore, when starting in reverse, the sub-shift lever 15 must be
5 is brought to the low-speed operation position A, the reverse start is always performed at low speed and is safe, and furthermore, when the vehicle is traveling in reverse at low speed (solid line state in Figure 6), the sub-shift lever 15 It is possible to move the vehicle to high-speed operation position B and drive the vehicle backwards at high speed (dashed line in the figure); in this case, the driver naturally recognizes that the vehicle is traveling backwards and switches to high-speed travel. There is no danger, as this is what you are trying to do.

As described above, the present invention provides a main shift lever 14 that can freely change gears between a forward operating position for causing the aircraft to travel forward and a reverse operating position for causing the aircraft to travel backwards.
and an auxiliary gear shift lever 15 that can be freely displaced between a high-speed operation position that allows the aircraft to travel at high speeds and a low-speed operation position that allows the aircraft to travel at low speeds. A blocking plate 21 is provided which is formed with a central bending portion 20 and pivoted on the operating panel 18 via a pin 22 so as to be freely rotatable, and the first operating piece 19 of the blocking plate 21 is connected to the auxiliary transmission. In conjunction with the displacement operation of the lever 15, the second operating piece 20 prevents the displacement operation of the main shift lever 14, and is normally positioned outside the main shift guide groove 16, allowing the main gear shifting operation to be performed freely, and the first operating piece 19 is used as a sub-shift operation. It is biased by a spring 23 to a position where the gear shift guide groove 17 is located at the high speed operation position and the auxiliary gear shift is disabled from high speed operation, and its first operating piece 19 is located at the high speed operation position B of the guide groove 17. By moving the second operating piece 20 out of the guide groove 17 in conjunction with the sub-shift lever 15,
At the shift operation position configured to protrude into the main shift lever 14 and prevent the movement of the main shift lever 14 to the backward operation position D, the extended end portion of the second action piece 20 is bent toward the first action piece 19 side. First action piece 19
A locking portion 20a is extended, which is substantially parallel to Since the locking portion 20a is used to maintain the main shift lever 14 in the reverse operation position D, and at the same time, the auxiliary shift lever 15 can be freely operated to change gears.
It has the following effects.

When the sub-shift lever is in the high-speed operation position, the main shift lever cannot be placed in the reverse operation position, so there is no danger of the driver inadvertently starting the aircraft in reverse at high speed.

Furthermore, if the vehicle is started in reverse at low speed, the sub-shift lever can be moved to the high-speed operation position to switch to high-speed reverse, which is extremely convenient for work, and in this case, the driver can Since it recognizes that it is running backwards, there is no danger in running it backwards even at high speeds.

Therefore, agricultural working machines equipped with the gear shift operating device of this invention can be operated extremely safely and conveniently.

[Brief explanation of the drawing]

1 and 2 are plan views showing a conventional speed change operation device, and FIGS. 3 to 7 show a speed change operation device according to this invention, and FIG. 3 shows the speed change operation device. A plan view of a walk-behind combine harvester,
4 to 6 are plan views of the gear shift operating device showing different operating states, and FIG.
FIG. 11... Gear shift operation device, 4, 15... Sub-shift lever, 5, 14... Main gear shift lever, 16, 17...
...Guide groove, 19...First action piece, 20...Second action piece, 20a...Locking portion, 21...Blocking plate, 23
...Spring, A...Low speed operation position, B...High speed operation position, C...Forward operation position, D...Reverse operation position.

Claims (1)

[Scope of utility model registration request] A main shift lever 14 that can freely change gears between a forward operating position that causes the aircraft to travel forward and a reverse operating position that causes the aircraft to travel backward, and a displacement operation that ranges between a high speed operating position that causes the aircraft to travel at high speed and a low speed operating position that causes the aircraft to travel at low speed. A freely adjustable sub-shift lever 15 is provided, bent into an L shape to form a first operating piece 19 and a second operating piece 20, and the central bent portion is pivoted onto the operation panel 18 via a pin 22. A blocking plate 21 is provided which is rotatable as shown in FIG.
9 is interlocked with the displacement operation of the auxiliary shift lever 15, and the second operating piece 20 prevents the displacement operation of the main shift lever 14, and is normally located outside the guide groove 16 of the main shift so that the main shift operation is free. The first operating piece 19 is biased by a spring 23 to a position where the operating piece 19 is located at a high-speed operation position of the guide groove 17 of the auxiliary transmission and disables high-speed operation of the auxiliary transmission. By moving out of the guide groove 17 in conjunction with the sub-shift lever 15 located at position B, the second action piece 20 is projected into the guide groove 16 and prevents the main shift lever 14 from moving to the backward operation position D. In the speed change operating device configured to do this, the extension portion of the distal end of the second operating piece 20 is bent toward the first operating piece 19 to form a locking portion 20 that is substantially parallel to the first operating piece 19.
A is extended and the first operating piece 19 moves into the guide groove 17 in conjunction with the sub-shift lever 15 which has moved to the high speed operation position B.
By moving outward, the locking portion 20a of the second action piece 20 is engaged and the main shift lever 14 is moved to the backward operation position D.
A speed change operation device characterized in that the speed change operation of the auxiliary speed change lever 15 is made free at the same time that the speed change operation is maintained.