JPH0396443A - Travelling control structure for working car - Google Patents
Travelling control structure for working carInfo
- Publication number
- JPH0396443A JPH0396443A JP1235132A JP23513289A JPH0396443A JP H0396443 A JPH0396443 A JP H0396443A JP 1235132 A JP1235132 A JP 1235132A JP 23513289 A JP23513289 A JP 23513289A JP H0396443 A JPH0396443 A JP H0396443A
- Authority
- JP
- Japan
- Prior art keywords
- pedal
- speed
- engine
- governing device
- accelerator lever
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000007935 neutral effect Effects 0.000 claims abstract description 14
- 230000005540 biological transmission Effects 0.000 claims description 12
- 230000002706 hydrostatic effect Effects 0.000 claims description 4
- 230000000881 depressing effect Effects 0.000 abstract description 4
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、調速装置を備えたエンジンと、静油圧式無段
変速装置とを搭載すると共に、ペダルを中立位置から前
後に踏み込み操作して前記無段変速装置を前進又は後進
側のいずれにも変速操作可能に構成してある作業車の走
行操作構造に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention is equipped with an engine equipped with a speed governor and a hydrostatic continuously variable transmission, and is operated by pressing the pedal back and forth from a neutral position. The present invention relates to a traveling operation structure for a working vehicle, in which the continuously variable transmission is configured to be able to shift gears in either the forward or reverse direction.
上記走行操作構造は、一般にはエンジン調速装置をハン
ドアクセルレバーで任意に設定操作した状態で無段変速
装置を変速操作するものであるが、両装置を相互に関連
づけて操作するようにしたものとして、例えば、特開昭
６４−２１２０８号公報に示されているように、アクセ
ルペダル等を用いてエンジンの出力回転数を高くすると
それに伴って静油圧式無段変速装置を増速側に自動的に
操作させるよう油圧回路系を構成すると共に、前後進切
換えは電磁バルブにより行うよう構成したものがあった
。In the above-mentioned driving operation structure, the continuously variable transmission is generally operated by arbitrarily setting and operating the engine speed governor with the hand accelerator lever, but in this structure, both devices are operated in conjunction with each other. For example, as shown in Japanese Unexamined Patent Publication No. 64-21208, when the output rotation speed of the engine is increased using the accelerator pedal, etc., the hydrostatic continuously variable transmission is automatically shifted to the speed increasing side. In some models, a hydraulic circuit system was constructed to enable manual operation, and a solenoid valve was used to switch between forward and reverse directions.
上記公開技術は、エンジン回転数がアイドリング回転数
等の低速状態にあると変速装置が中立状態にあるため、
走行停止時にエンジン騒音が低く、かつ、燃料の無駄な
消費を抑えることができる利点を有しているものである
が、前後進の切換え操作は手動スイッチ操作による電磁
弁の切換えを行うよう構威したものであるので、例えば
、緊急時に機体の前進と後進とを早急に切換える必要が
ある場合、特にステアリング操作と共に行う必要がある
場合には、操作が煩わしくなるものであった。In the above disclosed technology, when the engine speed is in a low speed state such as idling speed, the transmission is in a neutral state.
This has the advantage of low engine noise when the vehicle is stopped and the ability to reduce wasteful fuel consumption, but switching between forward and reverse directions is performed by manually operating a solenoid valve. Therefore, for example, when it is necessary to quickly switch between forward and reverse motion of the aircraft in an emergency, the operation becomes cumbersome, especially when it is necessary to perform this together with the steering operation.
又、機体を低速で走行させながら、しかもエンジンを最
大限にさせるといった作業形態が取れない欠点もある。Another drawback is that it is not possible to operate the aircraft at a low speed while maximizing the engine power.
本発明の目的は、上記不具合点を解消する事にある。An object of the present invention is to eliminate the above-mentioned disadvantages.
本発明の特徴は、冒頭に記載した作業車の走行操作構造
において、前記調速装置の下限回転数を人為的に設定変
更するハンドアクセルレバーを設けると共に、前記ペダ
ルにおける前進側又は後進側の夫々の増速側への操作に
連動して前記調速装置をエンジン出力増大側に操作すべ
く、前記ペダルと前記調速装置とをリンク機構を介して
連係させてある点にあり、その作用・効果は次の通りで
ある。A feature of the present invention is that, in the running operation structure for a work vehicle described at the beginning, a hand accelerator lever is provided for artificially changing the lower limit rotation speed of the speed governor, and each of the forward and reverse sides of the pedal The pedal and the speed governor are linked via a link mechanism in order to operate the speed governor to increase the engine output in conjunction with the operation to increase the speed of the pedal. The effects are as follows.
つまり、ペダルを中立位置から前後に踏み分けることで
前進後進の選択を行うことができ、しかも、そのまま踏
み込むだけで増速できるものでありながら、その増速操
作に連動してエンジン出力が増大するので、一旦停止し
た場合等、走行中に中立位置に戻ったときはエンジン出
力が低下するのである。In other words, you can select forward or reverse by stepping on the pedal forward or backward from the neutral position, and even though you can increase speed simply by pressing the pedal, the engine output increases in conjunction with the speed increase operation. Therefore, when the vehicle returns to the neutral position while the vehicle is running, the engine output decreases.
従って、本発明によれば、機体の前後進増速操作を足踏
み操作のみで対応できて、操作の煩わしさがなく緊急時
でも操縦ハンドル等から手を離す必要がなく安全性が向
上できるものでありながら、走行中に停止した場合等で
は自動的にエンジン出力が低下して騒音が小さくなり操
縦環境が向上できることになった。しかも、調速装置を
ハンドアクセルレバーによって予め大出力位置に設定し
ておくと、上記ペダルは単独で操作可能となって、作業
負荷の大きな作業機を装着して低速走行させることも可
能となり、操作性及び作業性を向上することができた。Therefore, according to the present invention, it is possible to increase the speed of the aircraft in forward and backward directions using only the foot pedal operation, and there is no need to take one's hands off the control handle or the like even in an emergency, thereby improving safety. However, if the vehicle stops while driving, the engine output is automatically reduced, reducing noise and improving the operating environment. Moreover, if the speed governor is set in advance to a high output position using the hand accelerator lever, the pedal can be operated independently, making it possible to run at low speeds with a work machine that has a heavy workload attached. We were able to improve operability and workability.
以下、本発明の実施例を図面に基づいて説明する。 Embodiments of the present invention will be described below based on the drawings.
第３図に本発明に係る作業車の一例である農用トラクタ
を示している。この農用トラクタは、機体前部にエンジ
ン（１）を搭載すると共に、後部にミッションケース（
２）を配備し、前後中央部に操縦部（３）を設けて構成
してある。FIG. 3 shows an agricultural tractor that is an example of a working vehicle according to the present invention. This agricultural tractor is equipped with an engine (1) at the front of the machine and a mission case (1) at the rear.
2), and a control section (3) is provided at the center of the front and rear.
前記ミッションケース（２）は、左右一対前後方向に沿
って配設した機体フレーム（４），（４）の間に上方か
ら挿入して取付固定するよう構成してあり、ミッション
ケース（２）内には湿式多板式の主クラッチ（５）及び
静油圧式無段変速装置（６）を備えてある。The mission case (2) is configured to be inserted and fixed from above between a pair of left and right fuselage frames (4), (4) arranged along the front-rear direction. is equipped with a wet multi-plate main clutch (5) and a hydrostatic continuously variable transmission (6).
第２図に示すように、前記主クラッチ（５）の回動操作
軸（７）の揺動操作レバー（８）連結部は、ミッション
ケース（２）装着時に機体フレーム（４）に干渉しない
ように構或してある。つまり、ミッションケース（２）
における前記回動操作軸（７）の軸承部（２ａ）をケー
ス内方側に凹大成形し、回動操作軸（７）の軸端がミッ
ションヶース（２）の外側面（２ｂ）から出張らないよ
う取付けると共に、機体フレーム（４）に形成した挿通
孔（９）を通して外方側から揺動操作レバー（８〉のボ
ス部（８ａ）を一体回動自在に角嵌合させてボルト固定
してある。As shown in Fig. 2, the connecting portion of the swing operation lever (8) of the rotation operation shaft (7) of the main clutch (5) is designed so as not to interfere with the aircraft frame (4) when the mission case (2) is installed. It is structured as follows. In other words, mission case (2)
The shaft bearing part (2a) of the rotation operation shaft (7) is formed with a large concave shape on the inside of the case, so that the shaft end of the rotation operation shaft (7) protrudes from the outer surface (2b) of the transmission case (2). At the same time, through the insertion hole (9) formed in the fuselage frame (4), squarely fit the boss part (8a) of the swing operation lever (8>) from the outside so that it can rotate freely, and fix it with bolts. There is.
次に走行操作構造について説明する。Next, the driving operation structure will be explained.
第１図に示すように、前記無段変速装置（６）の変速操
作軸（ｌＯ）にカム部材（１１）を一体回動自在に取付
け、バネ（１２）により横軸芯（Ｐ１）周りで回動付勢
したビン（ｌ３）がカム部材（１１）に圧接され変速操
作軸（ＩＯ）を中立位置に戻し付勢するよう構成すると
共に、横軸芯（Ｐ２）周りで前後に踏み込み操作自在な
変速ペダル（１４）と前記カム部材（１１）とをロツド
（ｌ５）を介して連動連結し、前記変速ペダル（１４）
を中立位置から前部を踏み込み操作すると、変速操作軸
（ｌＯ）を変速中立位置から前進側に増速操作し、かつ
、変速ペダル（１４〉を中立位置から後部を踏み込み操
作すると変速操作軸（１０）を変速中立位置から後進側
に増速操作するよう構成してある。As shown in Fig. 1, a cam member (11) is integrally and rotatably attached to the speed change operating shaft (lO) of the continuously variable transmission (6), and is rotated around the horizontal axis (P1) by a spring (12). The rotationally biased bottle (l3) is pressed into contact with the cam member (11) to bias the shift operation shaft (IO) back to the neutral position, and can be freely operated by stepping forward and backward around the horizontal axis (P2). A speed change pedal (14) and the cam member (11) are interlocked and connected via a rod (l5), and the speed change pedal (14)
When the front part is pressed down from the neutral position, the speed change operation axis (lO) is operated to increase the speed from the neutral position to the forward side, and when the speed change pedal (14> is operated from the neutral position by depressing the rear part), the speed change operation axis (lO) is operated from the neutral position. 10) is configured to increase the speed from the neutral shift position to the reverse side.
そして、変速ペダル（１４）における前進側または後進
側の夫々の増速側への操作に連動して、エンジン（１）
の出力調節用調速装置（１６）をエンジン出力増速側に
操作すべく、変速ペダル（１４）と前記調速装置（１６
）とをリンク機構（Ａ）を介して連係させてある。詳述
すると、変速ペダル（１４）の操作と共に一体回動ずる
支軸（１７）に駆動部材（１８）を一体的に連設してあ
る。そして、前記駆動部材（Ｉ８）の中立位置から正逆
両方向への回動操作に伴って一定方向に接当揺動ずる揺
動部材（１９）を横軸芯（Ｐ３）周りで回動自在に機体
側に支持してある。つまり、揺動部材（１９）には揺動
軸芯（Ｐ３）から下方側に前後一対のアーム部（１９ａ
）， （１９ｂ）を延設してあり、後部側アーム部（１
９ａ）の端部に第１保合ピン（２０）を突設し、前部側
アーム部（１９ｂ）の端部に、第２保合ピン（２ｌ）を
突設した連結部（２２）を枢支連結してある。Then, in conjunction with the operation of the speed change pedal (14) to increase speed on either the forward side or the reverse side, the engine (1)
The speed change pedal (14) and the speed governor (16) are operated to increase the engine output speed.
) are linked via a link mechanism (A). More specifically, a driving member (18) is integrally connected to a support shaft (17) that rotates together with the operation of the speed change pedal (14). As the driving member (I8) is rotated in both forward and reverse directions from the neutral position, the swinging member (19) that contacts and swings in a certain direction is rotatable around the horizontal axis (P3). It is supported on the fuselage side. In other words, the swinging member (19) has a pair of front and rear arm portions (19a) extending downward from the swing axis (P3).
), (19b) are extended, and the rear arm part (1
A connecting part (22) having a first retaining pin (20) protruding from the end of the front arm part (19b) and a second retaining pin (2l) protruding from the end of the front side arm part (19b). It is pivotally connected.
前記駆動部材（１８）には第１及び第２保合ピン（２０
）， （２１）が接当係合する一対の保合孔（２３），
（２４）を形成し、駆動部材（ｌ８）が正逆いずれに回
動しても揺動部材（ｌ９）が第ｌ図において反時計周り
に揺動ずるよう連係させてある。The drive member (18) has first and second retaining pins (20
), a pair of retaining holes (23) in which (21) abut and engage;
(24), and are linked so that the swinging member (l9) swings counterclockwise in FIG. 1 even if the drive member (l8) rotates in either the forward or reverse direction.
そして、前記揺動部材（１９）の揺動軸芯（Ｐ３）から
前方側に延設した駆動アーム（１９ａ）と情報のクラッ
チ揺動アーム（２５）とをロッド（２６）．を介して連
動連結し、クラッチ揺動アーム（２５）の他端と調速装
置（１６）の揺動操作アーム（２７）とをロッド（２８
）で連動連結してある。The drive arm (19a) extending forward from the swing axis (P3) of the swing member (19) and the information clutch swing arm (25) are connected to the rod (26). The other end of the clutch swinging arm (25) and the swinging operation arm (27) of the speed governor (16) are connected via a rod (28).
) are interlocked and connected.
又、前記調速装置（１６）は変速ペダル（１４）の操作
に優先してその下限回転数が任意に設定変更可能となっ
ている。つまり、前記クラッチ揺動アーム（２５）の揺
動軸芯（Ｐ４）から上方に延設した操作アーム部（２５
ａ）に、任意の操作位置で摩擦保持可能なハンドアクセ
ルレバー（２９）に連動して、縦軸芯周りで揺動ずる駆
動レバー（３０〉が接当してエンジン回転数増大側に強
制揺動するように構成し、このとき、前記駆動部材（ｌ
８）の各保合札（２３）． （２４）は、夫々の係合ピ
ン（２０）， （２１）の揺動を許容するよう融通を設
けてある。従って、ハンドアクセルレバー（２９）で設
定された回転数を下限として、それ以上の領域で変速ペ
ダル（１４）に連動したエンジン出力自動調節が行われ
るようになっているのである。Further, the lower limit rotation speed of the speed governor (16) can be arbitrarily changed in priority to the operation of the speed change pedal (14). That is, the operating arm portion (25) extends upward from the swing axis (P4) of the clutch swing arm (25).
In a), the drive lever (30), which swings around the vertical axis, comes into contact with the hand accelerator lever (29), which can be frictionally held at any operating position, and forces the engine to swing to the side where the engine speed increases. At this time, the driving member (l
8) Each guarantee ticket (23). (24) is provided with flexibility to allow the respective engagement pins (20) and (21) to swing. Therefore, the rotation speed set by the hand accelerator lever (29) is set as the lower limit, and the engine output is automatically adjusted in conjunction with the speed change pedal (14) in the range above this limit.
尚、特許請求の範囲の項に図面との対照を便利にする為
に符号を記すが、該記入により本発明は添付図面の構造
に限定されるものではない。Incidentally, although reference numerals are written in the claims section for convenient comparison with the drawings, the present invention is not limited to the structure shown in the accompanying drawings.
図面は本発明に係る作業車の走行操作構造の実施例を示
し、第１図は操作連係構造を示す側面図、第２図はミッ
ションケース配設部の縦断正面図、第３図は農用トラク
タの全体側面図である。
（１）・・・・・・エンジン、（６）・・・・・・無段
変速装置、（１４）・・・・・・ペダル、（１６）・・
・・・・調速装置、（２９〉・・・・・・ハンドアクセ
ルレバー、（Ａ）・・・・・・リンク機構。The drawings show an embodiment of the travel operation structure for a working vehicle according to the present invention, FIG. 1 is a side view showing the operation linkage structure, FIG. 2 is a longitudinal sectional front view of the transmission case installation part, and FIG. 3 is an agricultural tractor. FIG. (1)...Engine, (6)...Continuously variable transmission, (14)...Pedal, (16)...
... Speed governor, (29> ... hand accelerator lever, (A) ... link mechanism.
Claims (1)
式無段変速装置（６）とを搭載すると共に、ペダル（１
４）を中立位置から前後に踏み込み操作して前記無段変
速装置（６）を前進又は後進側のいずれにも変速操作可
能に構成してある作業車の走行操作構造であって、前記
調速装置（１６）の下限回転数を人為的に設定変更する
ハンドアクセルレバー（２９）を設けると共に、前記ペ
ダル（１４）における前進側又は後進側の夫々の増速側
への操作に連動して前記調速装置（１６）をエンジン出
力増大側に操作すべく、前記ペダル（１４）と前記調速
装置（１６）とをリンク機構（Ａ）を介して連係させて
ある作業車の走行操作構造。It is equipped with an engine (1) equipped with a speed governor (16), a hydrostatic continuously variable transmission (6), and a pedal (1).
4) is configured so that the continuously variable transmission device (6) can be shifted forward or backward by stepping forward or backward from a neutral position, A hand accelerator lever (29) is provided to artificially change the lower limit rotational speed of the device (16), and the accelerator lever (29) is provided with a hand accelerator lever (29) for artificially changing the lower limit rotation speed of the device (16), and the accelerator lever (29) A running operation structure for a work vehicle in which the pedal (14) and the speed governor (16) are linked via a link mechanism (A) in order to operate the speed governor (16) to increase engine output.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1235132A JPH0396443A (en) | 1989-09-11 | 1989-09-11 | Travelling control structure for working car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1235132A JPH0396443A (en) | 1989-09-11 | 1989-09-11 | Travelling control structure for working car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0396443A true JPH0396443A (en) | 1991-04-22 |
Family
ID=16981529
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1235132A Pending JPH0396443A (en) | 1989-09-11 | 1989-09-11 | Travelling control structure for working car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0396443A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003226165A (en) * | 2002-02-04 | 2003-08-12 | Iseki & Co Ltd | Speed change operation device for working vehicle |
| JP2006213188A (en) * | 2005-02-03 | 2006-08-17 | Yanmar Co Ltd | Control device for working vehicle |
| JP2008281204A (en) * | 2008-06-02 | 2008-11-20 | Iseki & Co Ltd | Working vehicle |
-
1989
- 1989-09-11 JP JP1235132A patent/JPH0396443A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003226165A (en) * | 2002-02-04 | 2003-08-12 | Iseki & Co Ltd | Speed change operation device for working vehicle |
| JP2006213188A (en) * | 2005-02-03 | 2006-08-17 | Yanmar Co Ltd | Control device for working vehicle |
| JP4510657B2 (en) * | 2005-02-03 | 2010-07-28 | ヤンマー株式会社 | Control device for work vehicle |
| JP2008281204A (en) * | 2008-06-02 | 2008-11-20 | Iseki & Co Ltd | Working vehicle |
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