JPS6349420Y2 - - Google Patents

Description

【考案の詳細な説明】 本考案は、回転式操向用ハンドルを、その回転
軸芯がクラツチ出力軸と交差するようにクラツチ
の上方に配置し、前記クラツチの下方に操向用減
速機を配置し、前記ハンドルの回転軸と前記減速
機の入力軸を連動した作業車の操向装置に関す
る。[Detailed Description of the Invention] The present invention is characterized in that a rotary steering handle is arranged above the clutch so that its axis of rotation intersects with the clutch output shaft, and a steering reduction gear is arranged below the clutch. The present invention relates to a steering device for a working vehicle, in which the rotating shaft of the handle and the input shaft of the reducer are interlocked.

従来、上記作業車において、ハンドルの回転軸
と減速機の入力軸とを連動するに、第７図に示す
ように、クラツチ９の出力軸１０を迂回するため
に、クラツチ出力軸１０の軸芯方向視において、
減速機１９の入力軸２２を、ハンドル２５の回転
軸２３軸芯とは横方向にズラせた状態で上方鉛直
向きに配置し、その入力軸２２の上端部とハンド
ル回転軸２３の下端部とを、上端部ほどハンドル
回転軸軸芯側に位置するような傾斜中間軸２６、
及び、その両側に付設した自在継手２４，２７を
介して連結していたのであるが、２個の自在継手
２４，２７や中間軸２６等構成部材数が多いため
に構造が複雑となり、製作面及び製作コスト面に
おいて不利となる問題があつた。 Conventionally, in the above-mentioned work vehicle, in order to interlock the rotating shaft of the handle and the input shaft of the reducer, as shown in FIG. In terms of direction,
The input shaft 22 of the reducer 19 is disposed vertically upward while being laterally offset from the axis of the rotation shaft 23 of the handle 25, and the upper end of the input shaft 22 and the lower end of the handle rotation shaft 23 , an inclined intermediate shaft 26 such that the upper end thereof is located closer to the center of the handle rotation axis;
They were connected via universal joints 24 and 27 attached on both sides, but the structure was complicated due to the large number of components such as the two universal joints 24 and 27 and the intermediate shaft 26, which made the manufacturing process difficult. Also, there were disadvantages in terms of production costs.

本考案の目的は、上述実情に鑑みて、極めて合
理的かつ簡単な改良で、ハンドルと減速機との連
動構造を大巾に簡略化する点にある。 In view of the above-mentioned circumstances, the purpose of the present invention is to greatly simplify the interlocking structure between the handle and the speed reducer through extremely rational and simple improvements.

本考案の操向装置の特徴構成は、冒記作業車に
おいて、前記減速機を、その入力軸の軸芯が前記
ハンドルの回転軸の軸芯を通る線分に対して前記
クラツチの出力軸よりも上方位置で交差する傾斜
姿勢で車体フレームに取付けて、この減速機の入
力軸を前記ハンドルの回転軸に連結した自在継手
に連結してあることにあり、その作用、効果は次
の通りである。 The characteristic configuration of the steering device of the present invention is that, in the above-mentioned work vehicle, the reducer is connected to the output shaft of the clutch with respect to a line segment in which the axis of the input shaft thereof passes through the axis of the rotating shaft of the handle. The input shaft of this reducer is connected to a universal joint connected to the rotating shaft of the handle, and its functions and effects are as follows. be.

つまり、前記減速機を、その入力軸の軸芯が、
前記ハンドルの回転軸の軸芯を通る線分に対して
前記クラツチの出力軸よりも上方位置で交差する
傾斜姿勢で車体フレームに取付けるだけの極めて
簡単な改良で、入力軸をクラツチに対して迂回さ
せながらも、従来構成の如き傾斜中間軸を用いる
こと無くハンドル回転軸と１個の自在継手を介す
るだけで直接的に連結できて、ハンドルと減速機
との連動構造における構成部材数を削減しその構
造を大巾に簡略化することができ、その結果、製
作面、並びに製作コスト面のいずれにも極めて有
利な操向装置を提供し得るに至つた。 In other words, the axis of the input shaft of the reducer is
This is an extremely simple modification that allows the input shaft to be bypassed relative to the clutch by simply attaching it to the vehicle body frame in an inclined position that intersects a line passing through the axis of the rotating shaft of the handle at a position above the output shaft of the clutch. However, it can be directly connected to the handle rotating shaft through one universal joint without using the inclined intermediate shaft as in the conventional configuration, reducing the number of components in the interlocking structure between the handle and the reducer. The structure can be greatly simplified, and as a result, it has become possible to provide a steering device that is extremely advantageous both in terms of manufacturing and manufacturing costs.

次に本考案の実施例を例示図に基づいて詳述す
る。 Next, embodiments of the present invention will be described in detail based on illustrative drawings.

第１図に示すように、車体フレーム１の前端部
に、左右一対のステアリング用推進前車輪２を支
承し、かつ、ボンネツト３によりカバーしたエン
ジン４を連設すると共に、左右一対の推進後車輪
５を支承した走行用ミツシヨンケース６を、車体
フレーム１の後端部に連設し、かつ、前記ボンネ
ツト３と走行用ミツシヨンケース６との間に、ス
テアリングハンドル２５等諸操作具を配設した搭
乗運転部７を設け、もつて、車体の後部や下部に
各種作業操置を連設して作業走行を行なうトラク
ターを構成してある。 As shown in FIG. 1, an engine 4 that supports a pair of left and right steering propulsion front wheels 2 and is covered by a bonnet 3 is connected to the front end of a vehicle body frame 1, and a pair of left and right rear propulsion wheels. A traveling transmission case 6 supporting the vehicle body frame 1 is connected to the rear end of the vehicle body frame 1, and various operating tools such as a steering handle 25 are arranged between the bonnet 3 and the traveling transmission case 6. The tractor is equipped with a riding and driving section 7, and various work controls are connected to the rear or lower part of the vehicle body to perform work traveling.

前記車体フレーム１を構成するに、第１図及び
第２図に示すように、前後方向視断面形状が下方
向き開口「コ」の字状となるように屈曲形成した
車体フレーム１主要部の前端部を、前方に向つて
開口する二又状に形成すると共に、その二又状部
分の先端から左右一対の板状フレーム８を前方向
きに連設し、もつて、それら板状フレーム８の間
に配置する状態で前後方向向きエンジン４を車体
フレーム１に連結すると共に、エンジン４の後端
部に直結したクラツチ９の後方突出出力軸１０
と、前記ミツシヨンケース６とを、車体フレーム
１の下方向き「コ」の字形状内方側に配置したプ
ロペラシヤフト１１により連動連結してある。 As shown in FIGS. 1 and 2, the vehicle body frame 1 is constructed by a front end of a main portion of the vehicle body frame 1, which is bent so that its cross-sectional shape in the front-rear direction has a downward opening "U" shape. The section is formed into a forked shape that opens forward, and a pair of left and right plate-shaped frames 8 are connected forward from the tip of the forked section, and the space between the plate-shaped frames 8 is The engine 4 facing in the longitudinal direction is connected to the vehicle body frame 1 in a state in which the engine 4 is disposed at the rear end of the clutch 9.
and the transmission case 6 are interlocked and connected by a propeller shaft 11 disposed on the downward U-shaped inward side of the vehicle body frame 1.

前記左右一対の板状フレーム８に対するエンジ
ン４の連結構造について更に詳述すると、前２図
ないし第４図に示すように、両板状フレーム８の
外側近くに位置する前車輪２のステアリング切れ
角を極力大きくするために、前後方向視において
下端側ほど機体内方側に向つて傾斜するような屈
折形状に形成した板状フレーム８の下半部に、斜
め上方向きで機体内方側に向う取付座１２の２個
を、板状フレーム８長手方向に並べた状態で夫々
絞り出し形成すると共に、それら取付座１２に対
向する面、及び、エンジン４の側壁に対する連結
面を備えた前後方向視三角形状の左右一対の連結
ブラケツト１３を、それらの前後両端部でボルト
連結する状態でエンジン４の両側壁に取付け、も
つて、取付座１２とそれに対向するブラケツト１
３の面との間に防振ゴム１４を介装してエンジン
４を各取付座１２に緩衝受け止め支持させた状態
で、ブラケツト１３と取付座１２とをボルト連結
してある。 To explain in more detail the connection structure of the engine 4 to the pair of left and right plate frames 8, as shown in Figures 2 to 4, the steering angle of the front wheels 2 located near the outside of both plate frames 8 In order to make this as large as possible, the lower half of the plate-shaped frame 8 is formed in a bent shape such that the lower end is inclined toward the inside of the fuselage when viewed in the front-rear direction. Two mounting seats 12 are formed by squeezing while being lined up in the longitudinal direction of the plate-like frame 8, and are triangular when viewed in the front-rear direction, with a surface facing the mounting seats 12 and a connecting surface to the side wall of the engine 4. A pair of left and right connecting brackets 13 are attached to both side walls of the engine 4 with their front and rear ends connected by bolts, and then the mounting seat 12 and the bracket 1 opposite thereto are attached.
The bracket 13 and the mounting seats 12 are connected by bolts, with the engine 4 being cushioned and supported by each mounting seat 12 by interposing a vibration isolating rubber 14 between the bracket 13 and the surface of the mounting seat 12.

尚、連結ブラケツト１３の具体的形状は、２板
の屈曲板状体により前後方向視逆三角形形状に形
成するに代えて、第５図に示すように１枚の板状
体を屈曲加工して形成しても良く、更に、取付座
１２と同数に分割形成しても良い。 The specific shape of the connecting bracket 13 is that instead of forming two bent plate-like bodies into an inverted triangular shape when viewed in the front and back direction, the connecting bracket 13 is formed by bending a single plate-like body as shown in FIG. It may be formed, or it may be divided into the same number as the mounting seats 12.

前記前車輪２のステアリング操作構造を構成す
るに、第１図、第２図及び第６図に示すように、
タイロツド１５により連動連結した左右前車輪２
のうち一方に備えた前車輪連動向き変更操作用ア
ーム１６に対して、車体フレーム１の外側部下方
にそれに略沿う状態で配置した前後向き押引ロツ
ド１７及び、出力揺動アーム１８を介して連動連
結したギアー式ステアリング減速機１９を、「コ」
の字状車体フレーム１の左右両辺部における下端
部どうしに亘らせる状態で、かつ、機体左右中央
の上下に位置する前記クラツチ出力軸１０とミツ
シヨンケース６から前車輪２に変速動力を伝達す
るドライブシヤフト２０との上下中間において前
記押引ロツド１７側ほど下方に位置するような傾
斜状に配置する状態で、左右の連結ステー２１を
介して車体フレーム１に取付けてある。そして、
減速機１９のうち機体左右中心に対して前記押引
ロツド１７側とは反対側寄り部分の上面から減速
機入力軸２２を、車体フレーム１に対して減速機
１９の傾斜角と同等に傾斜させた状態で上方向き
に突設し、その入力軸２２を前記クラツチ出力軸
１０の横側方を通す状態で車体フレーム１の上壁
に貫通配置すると共に、機体前後方向視において
機体左右中央で鉛直方向向きに配置され、かつ、
運転部７の運転パネル７ａ上壁に回転自在に貫通
支承されたハンドル回転軸２３の下端部と、前記
傾斜状入力軸２２の上端部とをユニバーサルジヨ
イント２４を介して連動連結してある。 As shown in FIGS. 1, 2, and 6, the steering operation structure for the front wheels 2 is configured as follows.
Left and right front wheels 2 interlocked and connected by tie rods 15
For the front wheel interlocking direction change operation arm 16 provided on one of the front wheels, a front-rear push/pull rod 17 and an output swinging arm 18 are provided, which are disposed below the outside of the vehicle body frame 1 and substantially along the front wheel direction change operation arm 16 . The interlocking gear type steering reducer 19 is
Transmission power is transmitted to the front wheels 2 from the clutch output shaft 10 and the transmission case 6, which are located above and below the left and right center of the body, extending over the lower ends of both left and right sides of the square-shaped body frame 1. It is attached to the vehicle body frame 1 via left and right connecting stays 21 in an inclined manner such that the push-pull rod 17 is positioned downwardly at the vertical midpoint between the drive shaft 20 and the push-pull rod 17. and,
The reducer input shaft 22 is tilted from the upper surface of the part of the reducer 19 on the side opposite to the push/pull rod 17 with respect to the left-right center of the machine body, and is inclined at the same angle as the inclination angle of the reducer 19 with respect to the vehicle body frame 1. The input shaft 22 is inserted through the upper wall of the vehicle body frame 1 with its input shaft 22 passing through the lateral side of the clutch output shaft 10. arranged in a direction, and
The lower end of a handle rotating shaft 23 rotatably supported through the upper wall of the operating panel 7a of the operating section 7 and the upper end of the inclined input shaft 22 are interlocked and connected via a universal joint 24.

つまり、減速機１９及びその入力軸２２を傾斜
配置して、この入力軸２２の軸芯をクラツチ９の
出力軸よりも上方位置でハンドル回転軸２３の回
転軸芯に交差させたことにより、クラツチ９の出
力軸１０を迂回するための中間伝動構成を伴なう
ことなく、減速機１９の入力軸２２と機体左右中
央に配置のハンドル回転軸２３とを連結できるよ
うにして、ハンドル２５と減速機１９との連動構
造を極力簡略化するように構成してある。 That is, by arranging the reducer 19 and its input shaft 22 at an angle, and making the axis of the input shaft 22 intersect with the rotation axis of the handle rotation shaft 23 at a position above the output shaft of the clutch 9, the clutch The input shaft 22 of the reducer 19 and the handle rotation shaft 23 located at the center of the left and right sides of the machine can be connected without an intermediate transmission structure for bypassing the output shaft 10 of the reducer 9. The structure is designed to simplify the interlocking structure with the machine 19 as much as possible.

又、減速機１９を、「コ」の字状車体フレーム
１の両辺部における下端部どうしに亘らせて連結
したことにより、減速機１９のケースそのものを
車体フレーム１の補強部材に兼用利用してある。 Furthermore, by connecting the reducer 19 across the lower ends of both sides of the U-shaped vehicle body frame 1, the case of the reducer 19 itself can be used as a reinforcing member for the vehicle body frame 1. There is.

尚、減速機入力軸２２の具体的傾斜角度は適宜
変更が可能であり、又、減速機１９の具体的取付
構造並びにその配置も種々の改良が可能である。 Note that the specific inclination angle of the reducer input shaft 22 can be changed as appropriate, and the specific mounting structure and arrangement of the reducer 19 can also be improved in various ways.

又、本考案は、回転式ハンドル２５の回転軸２
３とクラツチ９の出力軸１０とが共に機体左右中
央に配置されるものに限らず、クラツチ９の上方
に位置するハンドル２５の回転軸２３軸芯と、ス
テアリング用減速機１９の上方に位置するクラツ
チ出力軸１０とが交差するような型式の作業車す
べてを対象とするものである。 In addition, the present invention provides a rotating shaft 2 of the rotary handle 25.
3 and the output shaft 10 of the clutch 9 are not limited to being located at the left and right center of the aircraft body, but are located above the rotating shaft 23 of the handle 25 located above the clutch 9 and the steering reduction gear 19. This applies to all types of work vehicles in which the clutch output shaft 10 intersects with the clutch output shaft 10.

尚、実用新案登録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
本考案は添付図面の構造に限定されるものではな
い。 Note that although reference numerals are written in the claims section of the utility model registration for convenience of comparison with the drawings, the present invention is not limited to the structure of the attached drawings by such entry.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本考案に係る作業車の操向装置の実施例
を示し、第１図はトラクターの全体側面図、第２
図は車体前部の一部切欠き平面図、第３図はエン
ジン取付構造を示す一部断面前面視図、第４図は
同分解斜視図、第５図は連結ブラケツトの変形例
を示す断面図、第６図は操向操作構造を示す一部
断面後面視図、第７図は従来例を示す第６図に相
当する図である。 ９……クラツチ、１０……出力軸、１９……減
速機、２２……入力軸、２３……ハンドル回転
軸、２４……自在継手、２５……ハンドル。 The drawings show an embodiment of the steering device for a working vehicle according to the present invention, and FIG. 1 is an overall side view of the tractor, and FIG.
The figure is a partially cutaway plan view of the front part of the vehicle body, Figure 3 is a partial cross-sectional front view showing the engine mounting structure, Figure 4 is an exploded perspective view of the same, and Figure 5 is a cross-section showing a modification of the connection bracket. 6 is a partially cross-sectional rear view showing the steering operation structure, and FIG. 7 is a view corresponding to FIG. 6 showing a conventional example. 9...Clutch, 10...Output shaft, 19...Reducer, 22...Input shaft, 23...Handle rotation shaft, 24...Universal joint, 25...Handle.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 回転式操向用ハンドル２５を、その回転軸芯が
クラツチ９出力軸１０と交差するようにクラツチ
９の上方に配置し、前記クラツチ９の下方に操向
用減速機１９を配置し、前記ハンドル２５の回転
軸２３と前記減速機１９の入力軸２２を連動した
作業車において、前記減速機１９を、その入力軸
２２の軸芯が前記ハンドル２５の回転軸２３の軸
芯を通る線分に対して前記クラツチ９の出力軸１
０よりも上方位置で交差する傾斜姿勢で車体フレ
ーム１に取付けて、この減速機１９の入力軸２２
を前記ハンドル２５の回転軸２３に連結した自在
継手２４に連結してあることを特徴とする作業車
の操向装置。 A rotary steering handle 25 is disposed above the clutch 9 such that its axis of rotation intersects with the output shaft 10 of the clutch 9, a steering reducer 19 is disposed below the clutch 9, and the steering wheel 25 and the input shaft 22 of the reduction gear 19, the reduction gear 19 is connected to a line segment in which the axis of the input shaft 22 passes through the axis of the rotation shaft 23 of the handle 25. On the other hand, the output shaft 1 of the clutch 9
The input shaft 22 of this reducer 19 is attached to the vehicle body frame 1 in an inclined position intersecting at a position above 0.
is connected to a universal joint 24 connected to a rotating shaft 23 of the handle 25.