JPH0574490B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention connects a human operating tool to a speed change operating section of a continuously variable transmission for driving, and also allows an actuator for automatic control operation to be operated intermittently. The present invention relates to a speed change operation structure for a working vehicle that is interlocked and connected to a speed change operation section of the continuously variable transmission for traveling through a transmission clutch.

[Conventional technology]

In such a speed change operation structure for a work vehicle, the transmission clutch has conventionally been constructed as a friction type. That is, as shown in FIG. 12, the output shaft 10 of the electric motor 100 as the actuator
1, a pair of left and right friction plates 102 are slidably spline-fitted, and an arm 103 for linking with the transmission side is fitted between these friction plates 102 so as to be relatively rotatable. The first cam member 104 is fixed at a fixed position in the axial direction, and the output shaft 10
A second cam member 105 is provided which is slidable and rotatable in the axial direction of the second cam member 105, and the second cam member 105 is
It is installed so that one of the pair of friction plates 102 can be pressed through the bearing 106, and
Spring 10 that presses the friction plate 102 on the other side
7 is provided. And, by rotating the second cam member 105, it was configured to be turned on and off.

[Problem that the invention seeks to solve]

Since the transmission clutch is of a friction type, it may slip due to wear due to use, and there is a risk that the transmission clutch will not be able to change gears as desired. In addition, when a cam member is used as in the conventional structure described above, lubricating oil such as grease is supplied to the cam, but there is a risk that the lubricating oil may adhere to the friction plate and increase slippage. There is also.

By the way, when changing speed using an electric motor as mentioned above, the time required to operate the transmission from maximum forward speed to maximum reverse speed is determined, so if the electric motor continues to rotate for more than the set time, the engine will be automatically stopped. It is often configured like this.
As a result, the engine is likely to be automatically stopped due to the slippage described above.

In addition, when driving automatically, there is a risk that the manual operation tool may be manipulated inappropriately due to contact with, for example, a tree branch, and in that case, if the friction clutch is used as described above, There was a problem in which the continuously variable transmission was improperly operated, resulting in abnormal driving speeds.

The present invention has been made in view of the above-mentioned circumstances, and provides a shift operation structure for a work vehicle that allows accurate shift operation by an actuator and prevents manual operating tools from being improperly operated during automatic operation. With the goal.

[Means for solving problems]

In order to achieve the above object, the speed change operation structure for a work vehicle according to the present invention interlocks and connects a human operating tool to a speed change operation section of a continuously variable transmission for traveling, and also connects an actuator for automatic control operation intermittently. A speed change operation structure for a working vehicle, which is interlocked and connected to a speed change operation section of the continuously variable transmission for traveling through a freely operable power transmission clutch, wherein the power transmission clutch is configured in an interlocking manner. do.

The functions and effects of this characteristic configuration are as follows.

[Operation] In other words, since the transmission clutch is of the interlocking type,
The continuously variable transmission for traveling and the actuator for automatic control operation can be connected without any troubles such as slippage occurring during use. Furthermore, during automatic control, even if an unreasonable operating force is applied to the human operating tool, the actuator and the manual operating tool are linked via the transmission clutch, so that external force will not cause the actuator to move unreasonably. The missing actuator will restrict the movement of the human operating tool.

〔Effect of the invention〕

Therefore, the speed change operation by the actuator for automatic control operation can be performed reliably over a long period of time, and during automatic control, the manual operation tool will not be improperly operated by external force, so tree branches can be It has also become possible to eliminate the problem that the continuously variable transmission for driving is improperly operated to change gears even if a person such as the driver comes into contact with a human operating tool.

〔Example〕

EMBODIMENT OF THE INVENTION Hereinafter, a case where an embodiment of the present invention is applied to a work vehicle for mowing lawns will be described based on the drawings.

As shown in FIG. 5, the lawn mowing work vehicle has a vehicle body V that can be operated both remotely and from a passenger.
The vehicle includes a mower 1 attached to the lower abdomen of the vehicle body V.

To explain the vehicle body V, as shown in FIG. 4, a pair of left and right front wheels 2 and a pair of left and right rear wheels 3 are provided, and a steering hydraulic cylinder is provided to operate the pair of front and rear wheels 2 and 3 separately. 4,
5 and control valves 6 and 7 therefor. A hydraulic continuously variable transmission device 8 for driving, which can freely switch forward and backward, and can freely change forward and reverse speeds, is interlocked and connected to the engine E, and a shift pedal 9 as an artificial operating tool for on-board operation and remote control. A variable speed motor 10 using an electric motor as an actuator for automatic control operations is provided. In addition, a steering handle H for boarding and maneuvering is provided.

Regarding the shift pedal 9, as shown in FIG. 2, when the shift pedal 9 is released from being depressed, the shift device 8 is configured to automatically return to the shift neutral position. In other words, a swing arm 14 is provided which is provided with a roller 13 that engages with a cam plate 12 that swings together with a shift arm 11 as a shift operation section of the transmission device 8, and the swing arm 14 is placed on the engagement side. A spring 15 is provided for elastic bias.

Further, the speed change motor 10 and the speed change arm 11
Via a transmission clutch 16 that connects and disconnects the
The speed change motor 10 and the speed change arm 11 are interlocked and connected. A clutch lever 17 for operating the transmission clutch 16 on and off, and a push/pull rod 18 for interlockingly connecting the transmission clutch 16 and the clutch lever 17 are provided.
The gear change motor 10 and the gear change arm 11 are configured to be linked with each other when the switch is turned on, and the link between the gear change motor 10 and the gear change arm 11 is disconnected when the switch is turned off.

Further, a switch 19 as a control mode switching means for selectively switching between the remote control means and the boarding control means is connected to a control device A, which will be described later, and the switch 19 is used to switch the transmission clutch 16 on and off. It is provided to be operated in conjunction with the operation. That is, as shown in FIG. 3, the switch 19 is configured as a magnetic proximity switch, and an arm portion 17a that swings together with the clutch lever 17 has a tongue-shaped magnetic body 20 for operating the switch. A switch 19 is operated as the clutch lever 17 swings, that is, as the transmission clutch 16 is turned on and off.

In addition, for steering by changing the direction of the pair of front and rear wheels 2, 3, there are two methods: a parallel steering type in which the front and rear wheels 2, 3 are changed in the same direction, and a parallel steering type in which the pair of front and rear wheels 2, 3 are changed in the opposite direction. 4.
It is possible to use a wheel steering type and a two-wheel steering type in which only the front wheels 2 are changed direction. And during remote control,
The configuration is such that the parallel steering type and the four-wheel steering type can be selected, and any one of the three types of steering types can be selected during boarding operation.

To explain the configuration of the remote control, as shown in FIG. 4, there is a control device A and a transmitter that give operation commands to the control valves 6 and 7 of the steering hydraulic cylinders 4 and 5 and the variable speed motor 10, respectively. 2
1, the control device A receives travel instruction information from A.
A receiver 22 is provided for transmitting information to the user.

Further, a front wheel steering position detection potentiometer R ₁ detects the steering position of the pair of front wheels 2, and a rear wheel steering position detection potentiometer R1 detects the steering position of the pair of rear wheels 3. ₂ , and a shift position detection potentiometer _R3 for detecting the position of the shift arm 11, that is, the shift position, and the detection signals of the potentiometers _R1 , _R2 , _R3 are sent to the control device A. has been entered.

A shift lever 2 that instructs the transmitter 21 to a target shift position of the transmission device 8 by its longitudinal movement.
3. Indicates the steering type by forward and backward movements,
and a steering lever 2 that instructs target steering positions of the front and rear wheels 2 and 3 by left and right movement.
4, and includes various sensors for detecting the operation position and amount of operation of each of the levers 23 and 24, and a transmitting device for transmitting information detected by the sensors to the receiver 22 as driving instruction information. It is provided.

In other words, the target shift position instructed by the transmitter 21 and the shift position detection potentiometer
The operation of the speed change motor 10 is controlled so that the speed change position detected by R3 coincides with the speed change position detected by _R3 ,
Further, based on the steering type instruction information and the target steering position instructed from the transmitter 21 and the detection information of the steering position detection potentiometers R ₁ and R ₂ of the front and rear wheels 2 and 3, respectively, the steering It is configured to control the operation of the control valves 6 and 7 of the hydraulic cylinders 4 and 5, so that the vehicle body V automatically travels at the designated speed, and the steering position of the front and rear wheels 2 and 3 is controlled. The driving of the vehicle body V can be controlled remotely so that the steering wheel is in an instruction steering type and reaches a target steering position.

To explain the configuration of the boarding maneuver, information on the steering type selection switch 25 and detection information of the steering position detection potentiometer _R0 that detects the operation position of the steering handle H, that is, the target steering position during the boarding maneuver, are each The information is input to the control device A, and the operation of the control valves 6 and 7 of the steering hydraulic cylinders 4 and 5 is controlled based on the information, so that the front and rear wheels 2 and 3 are steered in the specified steering style. Further, the steering wheel H is configured to be able to be operated to a target steering position using the steering handle H.
Note that during boarding maneuvers, the shift position of the transmission device 8, that is, the vehicle speed, is adjusted by directly operating the shift arm 11 with the shift pedal 9.

The transmission clutch 16 is connected to the output shaft 10A of the transmission motor 10 via the transmission arm 11 of the transmission 8 and a push/pull rod 26, as shown in FIGS. A boss portion 27A of the linking arm 27 is fitted onto the outside so as to be relatively rotatable, and an occlusal protrusion a is formed on the boss portion 27A. A cylindrical member 28 having an interlocking protrusion b capable of interlocking with the boss portion 27A is slidably spline-fitted to the output shaft 10A. Thus, the transmission clutch 16 is constructed in an interlocking manner.

Next, to explain the operation structure of the transmission clutch 16, the first cam member 29 fixed at a fixed position in the axial direction of the output shaft 10A,
A second cam member 30 is provided which is slidable and rotatable in the axial direction, and the second cam member 30 is installed so as to press the boss portion 27A via a bearing 31. A spring 32 for maintaining the cut state is interposed between the boss portion 27A and the cylindrical member 28, and the cylindrical member 28
A receiving spring 33 is provided. An arm 30A attached to the second cam member 30
is pivotally connected to the push/pull rod 18, so that when the clutch lever 17 is operated, the second
The transmission clutch 16 is turned on and off by rotating the cam member 30.

Incidentally, both the occlusal projections a and b are provided with cam slopes on both sides of their tops. Therefore, even if the shift arm 11 reaches the stroke end in the clutch engaged state, if the shift motor 10 is rotating, the cylindrical member 28 will be pushed against the spring 33 due to the presence of the inclined surface. By moving backward, the operation of the speed change arm 11 is stopped regardless of the rotation of the speed change motor 10.

To further explain the vehicle body V, there is a front bonnet 34F made of FRP that covers the engine E etc. mounted on the front side of the vehicle body, and a rear bonnet made of FRP that covers the hydraulic continuously variable transmission 10 etc. mounted on the rear side of the vehicle body. 34R. Each of these bonnets 34F, 34R has a horizontal axis P ₁ ,
It is pivoted around _P2 so that it can swing open and close. 8th
As shown in FIG. 9, each bonnet 34
A handle 37 is provided on the outer surface of F, 34R to open and close a hook 36 that is located on the inside of the bonnet and that engages and disengages from the fixing member 35. Further, a swingable metal fitting 38 is provided to be placed on the upper part of the handle 37, and a key 39 is provided to surround the metal fitting 38 and the handle 37. 37 can be prevented from being operated upward to the opening side.

In addition, in FIGS. 5 and 6, 40 is a receiving antenna, and as shown in FIG.
It is attached via a spring 42 to a bracket 41 installed at the center and on the lower side. Therefore, the antenna 40 has a small amount of upward protrusion, and does not protrude to the front, back, or left side of the vehicle body, making it unlikely to come into contact with branches or the like when the vehicle is driven near trees.

Mounting structure of the engine E, and the generator 43 and engine stop motor 44 attached thereto
The mounting structure will be explained based on FIGS. 10 and 11.

That is, a pair of left and right support brackets 45 are connected to the front and rear of the lower part of the engine E, and each support bracket 45 is connected to the vehicle body frame 46.
It is attached using anti-vibration rubber 47.

The generator 43 is pivotally supported by one of the four support brackets 45 so as to be swingable around the longitudinal axis X, and has a member 4 with a long hole for bolt insertion.
8 to be fixed at a desired swing position. The purpose of swinging the generator 43 is to adjust the tension of the transmission belt.

The elongated hole member 48 is bolted to a plate member 49 that is fixed to the side wall of the engine E. In addition, 50 in the figure is a cover body attached to the generator 43, and is a member with a long hole 48 and the generator 43.
One end portion is fastened together with a bolt 51 that fastens the two.

The engine stop motor 44 is bolted to a plate-shaped mount 52 that is bolted to the plate-shaped member 49. The engine stop motor 44 is provided to stop the engine E based on a command from the control device A when the variable speed motor 10 continues to rotate for a set time or longer. However, if the transmitter 21 is provided with a switch for commanding the engine to stop, it will also be used to stop the engine E during remote control.

[Another example]

In the above embodiment, the pedal 9 is used as an example of the manual operation tool, but a lever may also be used.Although the electric motor 10 is used as the automatic control actuator, various actuators such as a hydraulic motor can be used.

Further, in the above embodiment, the case where the automatic control actuator 10 is used for remote control is exemplified, but it can also be applied to a case where various sensors for detecting the position of the vehicle body V are equipped and the vehicle is driven automatically.

The speed change operation structure of the present invention is applicable to various work vehicles such as lawn mowing work vehicles, various agricultural power machines such as rice transplanters, various work machines such as snow removal and civil engineering work vehicles, and firefighting work vehicles. Applicable to

[Brief explanation of drawings]

The drawings show an embodiment of the speed change operation structure for a work vehicle according to the present invention, and FIGS. 1A and 2B are side views of the transmission clutch, FIG. 2 is a side view of the speed change operation structure, and FIG. 4 is a block diagram of the control configuration, 5 is a side view of the lawn mower, 6 is a front view of the same, 7 is a side view of the receiving antenna mounting section, and 8 is a block diagram of the control configuration. Figure 9 is a side view of the handle attachment part.
10 is a front view of the attachment part of the generator, and FIG. 11 is a view taken along the line XI-XI in FIG. 10. FIG. 12 is a front view of a conventional example. 8... Continuously variable transmission for traveling, 9... Human operating tool, 10... Actuator, 11... Speed change operation section, 16... Transmission clutch.

Claims (1)

[Scope of Claims] 1. The human operating tool 9 is interlocked and connected to the speed change operating section 11 of the continuously variable transmission device 8 for driving, and the actuator 10 for automatic control operation is connected via a transmission clutch 16 that can be operated intermittently. A speed change operation structure for a work vehicle that is interlocked and connected to a speed change operation section 11 of the continuously variable transmission device 8 for traveling, wherein the transmission clutch 16 is
A gear shift operation structure for a work vehicle configured in an interlocking manner. 2. The speed change operation structure for a work vehicle according to claim 1, wherein the actuator 10 is an electric motor.