JPH032050Y2 - - Google Patents

Description

[Detailed description of the invention] [Field of industrial application] This invention is a control device that allows the steering handle to be moved forward and backward of the aircraft. The present invention relates to a high-speed reversing control device for a control machine, which prevents the main transmission from shifting to the high-speed side and the auxiliary transmission from shifting to the high-speed side at the same time, thereby restraining the high-speed reversing of the aircraft.

[Conventional technology]

Tokuko Sho 53-, which can be seen as this type of conventional technology
The one in Publication No. 5204 operates the stopper at the same time as the main shift change lever is set, and in the normal operating position (forward), the stopper is positioned outside the rotation range of the shift lever, and when the shift lever is in the opposite direction. In the reverse position (reverse), the stopper enters the rotation range and limits the operation of the shift lever, thereby prohibiting dangerous shifts such as high-speed reversing.

[Problem that the invention attempts to solve]

The present invention is equipped with a steering handle that can be moved in the front and back directions of the aircraft, and has two transmission shafts for high speed and low speed of the main transmission, as well as an auxiliary transmission shaft, on the side of the transmission case. In the management machine, when the steering wheel is shifted forward and the aircraft is moving backwards, the main gear shift and the sub-shift axis cannot be shifted to the high speed side at the same time. To provide a speed change operation structure which is different from the structure of the above structure, and which has a simple structure and relates the main and auxiliary speed change operation mechanisms so that high-speed backward movement of the aircraft can be surely checked, and safe operation can be carried out in a suitable manner. It is something.

[Means to solve the problem]

Therefore, in the present invention, the change lever 8 is attached to a frame 17 that can be rotated around a horizontal axis so as to be freely changed in the front and back directions, and a check plate 8a is fixed to the change lever 8. A change arm 18a that can be selectively engaged with the speed change shafts 12 and 11 and disengaged from the change arm 18a,
The frame body 17 is provided with a check rod 21 that is fitted and inserted so as to be movable in the vertical direction, and when the change lever 8 is moved forward, the check plate 8a also rotates integrally with the check rod 21, and the upper end of the check rod 21 is rotated. When the change lever 8 is moved downward and engaged with the change arm 18a, the check plate 8 is positioned above the change arm 18a.
a comes into contact with the check rod 21 and pushes it down, causing the lower end of the check rod to protrude downward, and when the change lever 8 is operated and the change arm 18a engages with the high-speed transmission shaft 12, the check rod The protruding lower end of 21 is located within a shift region for shifting the sub-shift shaft 13 to the high speed side.

〔Example〕

Next, the embodiment shown in the drawings will be described. FIG. 2 shows a perspective view of the management machine, in which a front frame 2 is extended in front of a transmission case 3 with wheels 4, 4 mounted on both sides of the lower part, and a belt cover 5 is connected to the engine 1 on the front frame 2. It is installed so that the transmission can be transmitted to the transmission case 3 by the belt pulley inside.
The steering handle 7 extending from the top of the transmission case 3 to the rear of the aircraft is installed so that it can be rotated 180 degrees as shown by arrow A to freely move the steering handle 7 in the front and rear directions of the aircraft, as seen from the rear of the aircraft. A high-speed transmission shaft 12 and a low-speed transmission shaft 11 of the main transmission are protruded from the upper left side of the transmission case 3 in parallel. Further, a sub-transmission shaft 13 is provided which is inserted into the transmission case 3 so that one end thereof is parallel to the transmission shafts 12 and 11, and the other end 13b of the sub-transmission shaft 13 is connected to the transmission case 3. It protrudes from the other end, and the tip of the sub-shift lever 14, which is pivotally mounted on a fulcrum 16, is connected to the other end 13b via a pin 15, and is constructed in the same manner as the conventional structure.

A recess 11a is formed in the upper part of the distal end of the low-speed shift shaft 11, and a downwardly directed distal end of an arm 12a extending from the distal end of the high-speed shift shaft 12 upwardly on the distal end side of the shift shaft 11 is formed. A recess 12b is formed.

A contact body 13a that protrudes upward is fitted onto one end of the sub-transmission shaft 13, and as shown by A, B, and C in FIG. (state shown) and low speed L.
2. The low-speed transmission shaft 11 is installed and configured so that it can be operated to neutral N and third forward speed F3, and furthermore, the low speed transmission shaft 11 is installed and configured to be operated to reverse R, neutral N, and first forward speed F1.

A horizontal shaft 9 fixed to the side surface of the U-shaped frame 17 is provided in the vicinity of and parallel to the transmission shaft 12, and one end of the horizontal shaft 9 is secured to the side of the transmission case 3 with a snap spring 10 for rotation. Freely mount the shaft.

A change arm 18a that can be fitted into the recess 11a of the transmission shaft 11 and the recess 12b of the arm 12a is integrally extended from the boss 18 that is fitted upright inside the frame 17. A gear change indicator rod 18b is fixedly provided which can fit into an H-shaped guide groove 24 formed in the cover 6 at the upper middle of the gear shift indicator 18a.

In addition, a small diameter shaft portion 8c formed at the base of the change lever 8, which can be moved in the longitudinal direction of the aircraft, is fitted into the frame 17 and the boss 18 so as to be vertically movable. A spline shaft 18b that can be fitted into a spline hole 18c provided on the upper inner surface of the small diameter shaft portion 8c is formed, and a change lever 8 is provided between the lower surface of the frame 17 and a snap spring 19 fitted to the lower end of the small diameter shaft portion 8c. A compression spring 20 is inserted to apply pressure.

A horizontal check plate 8a is integrally provided above the spline shaft 8b of the change lever 8, and is substantially orthogonal to the axis of the change lever 8 and extends to one side.

A check rod 21 whose upper end 21a and lower end 21b protrude vertically so as to be parallel to the boss 18 is fitted into the front part of the frame 17 so as to be movable up and down. A compression spring 23 is fitted between the snap spring 22 and the inner lower surface of the frame 17 to press the check rod 21 upward.

Therefore, as shown in FIG. 2, the steering handle 7 and the change lever 8 are directed toward the rear of the aircraft.
In the set state as shown in FIGS. 1 and 3 (shown with solid lines), the check rod 21 is not obstructed by the check plate 8a and moves upward so as not to hit the abutment body 13a, and the change By moving the lever 8 up and down or rotating it in the lateral direction, the change arm 18a can be moved between the shift shafts 12 and 11
By selectively engaging the gear shift lever 14, the main shift operation can be performed, and the sub shift lever 14 can be used to operate the sub shift shaft 13.

In addition, when moving the steering handle 7 to the front of the aircraft, as shown in FIG. 5, the change lever 8 is moved upward against the compression spring 20, and the spline shaft 8b
Lift it up until it comes out from above, and from that state,
Move the change lever 8 forward as shown in Figure 6.
When rotated 180 degrees, the check plate 8a comes to face the upper end 21a of the check rod 21, and when the change lever 8 is released, the spline shaft 8b is moved into the spline hole 18c by the elastic pressure of the compression spring 20. When they are mated, the change lever 8 lowers,
At the same time, the check rod 21 is pushed down by the check plate 8a, and its lower end 21b projects into the high-speed shift area of the sub-shift shaft 13. Although the contact body 13a is provided at one end of the sub-shift shaft 13, the sub-shift shaft 13 itself may be used instead.

In that case, as shown in FIG. 3, when the sub-shift shaft 13 is at high speed H and the main shift lever 8 is shifted to the high-speed side (when attempting to operate the high-speed shift shaft 12), the check rod 21 is The lower end portion 21b is the contact body 13
As a result, the change lever 8 cannot be lowered until it is spline-fitted to the boss 18, and the main shift operation cannot be performed. However, when the main shift lever 8 is shifted to the low speed side, the frame 17
The check rod 21 is rotating, and the position where the lower end 21b of the check rod 21 protrudes is located on the sub-shift shaft 1 described above.
Because of the high-speed check lever release in step 3, the change lever 8 can naturally be lowered to the point where it is fitted with a spline.

Furthermore, when the sub-transmission shaft 13 is at low speed L, the sub-transmission shaft 13 has moved toward the transmission case 3 from the state shown in FIG. They do not abut and fall to the outside of the corresponding contact body 13a, so the high-speed transmission shaft 12 can be freely shifted, but the auxiliary transmission shaft 13 cannot be put into high-speed H, so it is difficult to change gears. Even if the aircraft is moved backward by operating the high-speed transmission shaft 12 using the lever 8, the aircraft will move backward at a relatively low speed.

In addition, as shown by the imaginary line in FIG.
1, the check rod 21 moves to a position where it does not collide with the sub-transmission shaft 13 at all, so that the sub-transmission shaft 13 can be freely shifted.

In this case, even if an attempt is made to shift the sub-transmission shaft 13 to high speed H, the check rod 21
The shift to the higher speed side is restricted.

That is, in a state where the steering handle 7 and the aircraft are moved to the front and the aircraft moves backwards,
It is not possible to shift the sub-shift shaft 13 and the high-speed shift shaft 12 to the high-speed side at the same time.
Therefore, high-speed reversing is not possible, and safe driving is possible.

[Effect of idea]

In this way, in the present invention, when the steering handle 7 is turned to the front of the aircraft and the change lever 8 is also changed to move the aircraft backward, the check plate 8a that rotates with the change of direction moves the check rod 21. However, in this case, when the change lever 8 is engaged with the high-speed side transmission shaft 12, the auxiliary transmission shaft 1
3 is shifted to the low speed side (not located in the high speed shift region).

Further, when the change lever 8 is engaged with the low-speed side shift shaft 11, the auxiliary shift shaft 13 can be freely operated to shift to high speed or low speed.

In other words, there is no erroneous operation in which the main gear and the auxiliary gear shift to the high speed side at the same time, and as a result, high-speed backward movement of the aircraft can be reliably checked and safe operation can be achieved, and it can be configured with a simple structure. It has the advantage of being suitable for implementation.

[Brief explanation of the drawing]

Fig. 1 is a side view of the main parts of an embodiment of the present invention, Fig. 2 is a perspective view of the management machine, Fig. 3 is a plan view of Fig. 1 with some parts omitted, and Fig. 4 is A cross-sectional view taken along the - line in FIG. 1, and FIGS. 5 and 6 respectively illustrate the operation of FIG. 1. 7... Steering handle, 3... Mission case, 11, 12... Gear shift shaft, 13... Sub-shift shaft,
17...Frame body, 8...Change lever, 18a...
...Change arm, 8a...Check plate, 8a'...Protrusion, 21...Check rod.

Claims (1)

[Scope of utility model registration request] A steering handle 7 is equipped so as to be freely redirectable in the longitudinal direction of the aircraft, and on the side of the transmission case 3 there are both transmission shafts 12, 11 for high speed and low speed of the main transmission.
In a management machine configured by disposing and sub-shifting shaft 13, a frame 17 that can rotate around a horizontal shaft 9.
A change lever 8 is attached to the change lever 8 so as to be freely changeable in the longitudinal direction, and a restraining plate 8a is fixed to the change lever 8.
Change arm 1 that can be selectively engaged with 2 and 11
8a, and the frame 17 is configured to release the engagement with the frame 17.
is provided with a check rod 21 that is fitted in the check rod 21 so as to be movable in the vertical direction, and when the change lever 8 is moved forward, the check plate 8a also rotates together with the check rod 21 to move above the upper end of the check rod 21. position, and when the change lever 8 is moved downward and engaged with the change arm 18a, the check plate 8a moves against the check rod 2.
When the check lever 8 is operated and the change arm 18a engages with the high-speed transmission shaft 12, the protruding lower end of the check rod 21 1. A high-speed reverse check device for a management machine, characterized in that the second gear shift shaft 13 is located within a shift region in which the sub-shift shaft 13 is shifted to the high-speed side.