JPH032051Y2 - - 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. This invention relates to a high-speed reverse check and release device for a control machine, which prevents the main speed shift from being shifted to the high speed side and the sub-speed change from the high speed side at the same time so that the high speed reverse movement of the aircraft body can be restrained and can be easily released.

[Conventional technology]

Utsukko 58- which can be seen as this kind of conventional technology
The one disclosed in No. 592 does not allow checking of the auxiliary transmission shaft, and once the high-speed reverse check is released, the check does not become possible even if the change lever is moved in the opposite direction. The structure is designed to allow high-speed reversing even when unnecessary.

[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. When the control aircraft is in a state in which the aircraft is moving forward when the steering handle is turned forward, that is, in a substantially backward state,
This system 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, but allows them to shift at the same time when necessary.It has a transmission operation structure that is different from the conventional structure, and is easy to use. The main and auxiliary gear shift operation mechanisms are connected to each other to ensure safe operation by reliably restraining the aircraft's high-speed reverse movement, and also to release the restraint as necessary to enable high-speed reverse movement. It is provided so that it can be implemented.

[Means for solving problems]

Therefore, in the present invention, a change lever is attached to a frame body that can be rotated around a horizontal axis so that it can be moved forward and backward, and a restraining plate that is held in a fixed position by a spring is attached to the base side of the change lever. The change arm is arranged so that the change lever can be connected to the change arm and can be selectively engaged with both the gear shift shafts when changing the change lever in the front-rear direction. A check rod is fitted so as to be movable in the direction, and when the change lever is moved forward, the check plate is simultaneously rotated and positioned above the upper end of the check rod, and the change lever is moved downward. When the check lever is moved and engaged with the change arm, the check plate comes into contact with the check rod and pushes the check rod down, causing the lower end of the check rod to further protrude downward, and the change lever is operated. and when the change arm is engaged with the high-speed transmission shaft, the protruding lower end of the check rod is located within a shift region in which the sub-transmission shaft is shifted to the high-speed side, thereby restraining the aircraft from moving backward at high speed; The restraint plate is rotated under the tension of a spring to release the restraint from contact with the upper end of the restraint rod.

〔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 toward 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 longitudinal direction of the aircraft. A high-speed transmission shaft 12 and a low-speed transmission shaft 11 of the main transmission are protruded in parallel from the upper left side of the transmission case 3. 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 configured in the same manner as the conventional structure. A recessed portion 11a is cut out in the upper part of the tip side of the low speed shift shaft 11, and the low speed shift shaft 11 is formed from the tip of the high speed shift shaft 12.
A downward recess 12b is formed at the distal end of the arm 12a that extends upward on the distal end side.

An upwardly protruding abutting body 13a 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, the high speed gear shift shaft 12
2. Furthermore, the low speed gear shift shaft 11 is operated to be operated between neutral N and the highest speed, 3rd forward speed F3.
are respectively installed and configured to be operated to reverse R, neutral N, and first forward speed F1, which is the lowest forward speed.

Further, 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 thereof is secured to the side of the transmission case 3 with a snap ring 10. It is mounted on an axis so that it can rotate freely.

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 front-rear direction of the aircraft, is fitted into the frame 17 and the boss 18 so as to be vertically movable. Spline hole 18c provided on the inner surface of the upper part of the boss 18
A spline shaft 8b that can be fitted to
A compression spring 20 that presses the change lever 8 downward is fitted between the lower surface of the frame body 17 and the lower surface of the frame body 17.

A horizontal restraining plate 8d, which is substantially orthogonal to the axis of the change lever 8 and extends to one side, is rotatably fitted to the upper portion of the spline shaft 8b of the change lever 8.

A plate body 8a is placed above the check plate 8d, and a snap spring 25 is placed below the change lever 8.
to prevent the check plate 8d from coming off in the vertical direction. Further, on the side of the check plate 8d,
A stopper piece 2 that can abut against the side surface of the plate 8a
A torque spring 24 is fitted above the plate 8a to press the check plate 8d to hold it in a fixed position below the plate 8a. This torque spring 24 is arranged so as to engage with both the plate body 8a and the check plate 8d,
The stopper piece 27 comes into contact with the side surface of the plate 8a and is elastically biased to maintain this state.

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 inserted between the snap spring 22 and the inner lower surface of the frame 17 to bias 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 8d 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.
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 8d is positioned above 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 8d, and its lower end 21b protrudes into the high speed side shift area of the sub-shift shaft 13. Although the abutment body 13a is provided at one end of the sub-shift shaft 13, it may be constructed by only the sub-shift shaft 13 itself without providing this.

As shown in FIG. 3, when the sub-shift shaft 13 is at high speed H and an attempt is made to operate the high-speed shift shaft 12 with the main shift lever 8, the lower end 21b of the check rod 21
collides above the contact body 13a,
The change lever 8 cannot be lowered until it is spline-fitted to the boss 18, and the main gear change operation cannot be performed. However, when the main shift lever 8 is shifted to the low speed side, that is, when the change arm 18a is engaged with the low speed shift shaft 11, the frame 17, the check rod 21
is rotating, and the position where the lower end 21b of the check rod 21 protrudes is outside the high-speed shift range of the sub-shift shaft 13, so naturally the change lever 8 must be lowered to the point where the spline fits. I can do it.

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 high-speed transmission shaft 12 is operated using the lever 8 to move the aircraft backward, the aircraft will move backward at a relatively low speed.

Note that, as shown by the imaginary line in FIG. Since it moves to a position where it does not collide, the sub-shift shaft 13 can be freely shifted. In this case, the sub-shift shaft 13
When shifting to high speed H, change arm 18
When trying to engage a with the high-speed transmission shaft 12,
Since the check rod 21 hits the abutting body 13a of the sub-shift shaft 13, the change arm 18a is connected to the high-speed shift shaft 12.
cannot be engaged.

That is, the steering handle 7 and the change lever 8
When the aircraft is moved to the front of the aircraft and the aircraft moves backwards, the sub-shift shaft 13 and the high-speed shift shaft 12 cannot be shifted to the high-speed side at the same time, and therefore high-speed backward movement is not possible. As a result, you will be able to drive safely.

With this control machine, depending on the working machine of the attachment, it is necessary to move the machine backwards at high speed in the above state, but in that case, as shown in Fig. When the restraining plate 8d is rotated in the direction of arrow B while tensioning the spring 24, the upper end 21a of the restraining rod 21, which is being pressed upward, moves upward.
Therefore, the restraint is released, and the auxiliary transmission shaft 13 can be put into the high speed H, allowing high speed reverse movement.

Note that when the change lever 8 is lifted from the frame body 17 as described above in order to change the change lever 8, the check plate 8d is moved upwardly from the check rod 21 by the pressure of the torque spring 24, and the check plate 8d is moved from the plate body 8a.
This means that the enemy will be able to move back downwards and assume a restraining position next time.

[Effect of idea]

In this manner, the present invention eliminates the erroneous operation of shifting the main gear and the sub-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.

In addition, if the operator wants to move the aircraft backward at high speed in such a state, the restraint can be released by simply tensioning the spring 24 and rotating the restraint plate 8d, and the backward movement of the restraint plate 8d Since this can be done automatically by the pressure of the spring 24, the structure of releasing the check and the return movement is simple, and it is safe in operation because the operator consciously releases the check. . Furthermore, it has the advantage that it can be constructed in a simple structure on the base side of the change lever 8 and can be suitably implemented.

[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, FIGS. 5 and 6 respectively illustrate the operation of FIG. 1, and FIG.
It is an operation explanatory diagram shown in a part of the figure. 7...Steering handle, 3...Mission case, 11, 12...Transmission shaft, 9...Horizontal shaft, 13...
...Sub-shift shaft, 17...Frame body, 8...Change lever, 24...Spring, 18a...Change arm,
8d... Check plate, 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 base side of the change lever 8 so as to be freely swingable in the front and back directions, and a spring 24 is attached to the base side of the change lever 8.
The restraint plate 8d, which is held in a fixed position by the brake plate 8d, is rotatably connected and disengaged from the change arm 18a, which can be selectively engaged with both the speed change shafts 12 and 11 when changing the change lever 8 in the front-back direction. A restraining rod 21 is fitted into the frame 17 so as to be biased upward and movable in the vertical direction.
is provided, and when the change lever 8 is moved forward, the check plate 8d also rotates at the same time and is positioned above the upper end 21a of the check rod 21, and the change lever 8 is moved downward and the check plate 8d is moved forward. When engaged with the arm 18a, with this movement, the check plate 8d comes into contact with the check rod 21 and pushes down the check rod 21, causing the lower end 21b of the check rod 21 to further protrude downward, and the change lever 8
When operating the change arm 18a to engage the high-speed transmission shaft 12, the protruding lower end 21b of the check rod 21 is positioned within the shift area for shifting the sub-transmission shaft 13 to the high-speed side. In addition to restraining high-speed backward movement, the restraint plate 8d is rotated under the tension of the spring 24 to release the restraint from the upper end 21a of the restraint rod 21, thereby releasing the restraint. A high-speed reverse check and release device for a control machine, characterized in that: