JPH101062A - Steering operation mechanism for traveling vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate an operation whether a seat is set forward or backward by actuating a steering mechanism by means of a lateral turning operation of a single steering lever without respect to the facing direction of the seat. SOLUTION: A turning plate 39 is connected to the base end of a steering lever 15 so that it can be turned integrally with the lateral rotation of the steering lever 15 whether a seat 12 is faced forward or backward, and in the lateral vicinity of the turning plate 39, a left turning switch 40L and a right turning switch 40R are arranged. In addition, a pivotal turn setting switch 16 is arranged in the head top part of the steering lever 15, while a pivotal turn switch 45, which is turned on when rotation reaches a rotation limit of a boss 43, is arranged in the vicinity of the boss 43 fitted around a rotary shaft 42. Therefore, the steering mechanism can be operated with the pivotal turn setting switch 16 pressed while a single steering lever 15 is gripped. In this way, operation can be facilitated whether the seat 12 are faced forward or backward.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling device having left and right independently driven, for example, a traveling vehicle having a crawler-type traveling device. The present invention relates to a steering operation mechanism in a traveling vehicle having a configuration in which a seat can be turned back and forth so as to be able to perform a steering operation.

[0002]

2. Description of the Related Art Conventionally, on a crawler-type traveling device, a main body having a front portion as a power portion and an operating portion and a rear portion as a cargo box mounting portion is disposed. BACKGROUND ART A transport vehicle that transmits power to a drive shaft of a traveling device is known. This known example will be described with reference to FIGS. FIG. 33 is a side view of a conventional truck, FIG. 34 is a plan view of the same,
FIG. 35 is a front view of the same. First, a main body disposed on the left and right crawler (crawler type) traveling devices 85L and 85R is formed of a main body frame 86, and the main body frame 8 is provided.
6 supports a power section, and a head lamp 88 and a front grill 89
A front column 87 having the same is mounted, an engine room housing 90 is mounted behind the front column 87, and a control panel 91 having various control devices is further provided behind the front column 87. Further, a seat 92 is arranged on the side of the control panel 91 (the left side in this embodiment). As described above, the driving section is formed above the power section, and the packing box 95 is mounted on the rear of the driving section so as to be vertically rotatable.

The seat 92 can be mounted so that the seat 92 can be turned back and forth.
・ 93R, 94L ・ 94R are provided. That is, four steering levers are provided at the front, and when the seat 92 is set to the front, the steering levers 93L and 93R are operated, and when the seat 92 is set to the rear, the steering is performed. Lever 9
By operating the 4L / 94R, the left and right crawler traveling devices 85L / 85R are engaged and disengaged, respectively.
It turns.

[0004] Further, there is also known a device in which the driving directions of the left and right crawler traveling devices are reversed so as to be able to perform a spin turn. In this case, an interlining turning setting switch is provided on the controller panel 91, and if this switch is turned on, the steering levers 93L and 93R are turned on.
Alternatively, when one of 94L and 94R is rotated to the stroke end, the vehicle turns around the interlining.

[0005]

SUMMARY OF THE INVENTION In a conventional structure,
A total of four steering levers must be provided. In the steering operation, it is troublesome to hold and operate two steering levers, and if possible, tilt the operation of one steering lever,
I want to set the turning direction to be determined by the direction of the tilt. However, in this case, the problem is that when the seat is turned back and forth, even if the seat is in a position that is easy to operate when it is turned in one direction, it is difficult to operate it if the seat is turned in the opposite direction. is there. Therefore, it is necessary to provide steering levers one by one before and after.

Further, an interlining turning setting switch is provided on the control panel.
It is also conceivable that the steering lever is operated to the end of the stroke and unexpectedly turns interlining.

[0007]

The present invention uses the following means to solve the above problems. First of all, it has a left and right traveling device that is driven independently, a steering mechanism that turns by stopping or decelerating the driving of the turning side traveling device, and a seat that can be turned back and forth. In such a traveling vehicle, the steering mechanism is operated by a left-right rotation operation of one steering lever regardless of whether the seat is turned forward or backward.

[0008] In the traveling vehicle having such a configuration, the steering lever is disposed so as to overlap the rotational center line of the seat when the seat is reversed in a side view.

In the traveling vehicle having such a configuration, an interlining turning setting switch which is turned on only at the time of a push button is provided at the top of the steering lever, and an interlining turning which is turned on when the steering lever reaches the stroke end is provided. A switch is provided, and only when both switches are turned ON, the interlining turn is performed.

[0010]

Embodiments of the present invention will be described with reference to the accompanying drawings. 1 is a left side view, FIG. 2 is also a partial right side view, FIG. 3 is a plan view, FIG. 4 is a front view, and FIG. 5 is a main frame 1 and a front frame 2. FIG. 6 is a partial left side view of the same, showing the frame structure of the carrier, and FIG.
8 is a right side view, FIG. 9 is a front view, FIG. 10 is a rear view, FIG. 11 is a front view of an engine cover 6 showing a supply / exhaust pipe structure of an engine, and FIG. 13 is a front view of the front grill 30, FIG. 14 is a side sectional view of the same, and FIG.
16 is a side view showing the arrangement of the power unit of the carrier, FIG. 17 is a plan view of the same, FIG. 18 is a front view of the same, FIG. 19 is an internal plan view of the speed reducer G, and FIG. FIG. 21 is a front view showing a link mechanism of levers disposed on the control panel 7 of the transport vehicle, FIG. 21 is a front view thereof, and FIG. FIGS. 23A and 23B show an interlining turning valve solenoid 77.
24A is a control electric circuit diagram, FIG. 24 is a left side view showing an arrangement structure of an accelerator pedal 20, a brake pedal 21, and a parking brake lever 19 in a driving unit of a transport vehicle;
FIG. 25 is a plan view of the same, FIG. 26 is an accelerator pedal 20,
Brake pedal 21 and parking brake lever 1
9 is a left side view showing the link mechanism of the accelerator pedal 20, FIG. 27 is a plan view of the front half part, FIG. 29 is a plan view of the same rear half part, and FIG. FIG. 31 is a left side view showing a link mechanism between the brake pedal 21 and the parking brake lever 19, and FIG. 32 is a hydraulic system diagram of the transport vehicle.

First, the frame structure of the carrier according to the present invention will be described with reference to FIGS. The main body frame 1 has a front plate frame 1a in the left-right direction at the front end.
a, a left side plate frame 1b and a right side plate frame 1c are arranged in the front-rear direction, and both side plate frames 1b and 1c are arranged.
Furthermore, side frames 1d and 1e are arranged outside each of the. This front plate frame 1a, both side frames 1d
A portion surrounded by 1e is a power unit, and related parts of the power engine are provided. In addition, both side frames 1d
Crawler frames 1f, 1f extend rearward from 1e, a left-right connecting frame 1g is provided between the middle portions of both crawler frames 1f, 1f, and a rear end frame 1h is provided between the rear ends.
Is laid horizontally.

Both side plate frames 1b and 1c in power unit
In the meantime, as described later, the engine E, the speed reducer G, and the H
A hydraulic system member such as ST is provided. The crawler frames 1f, 1f are located outside the both-side plate frames 1b, 1c, and when the crawler 29 is wound around wheels or sprockets supported by the crawler frame 1f, as described later, The rolled-up earth and sand is cut off by the both-side plate frames 1b and 1c, and does not enter into the portion between the both-side plate frames 1b and 1c such as the engine E, the speed reducer G, and the hydraulic system member.

An engine support frame 1i is formed inside the right side plate frame 1c. That is, the engine support frame 1i is located rightward in the engine section A, and is further located rearward with a distance from the front plate frame 1a. Also, both side plate frames 1b
1c extends rearward from the rear ends of the side frames 1c and 1d, and the rear ends thereof are connected to the cargo box support columns 1j and 1j erected on the connecting frame 1g. On the rear end frame 1h, a cylinder bracket 1k for pivotally supporting the cargo box lifting cylinder 23 and a cargo box bracket 1m for supporting the cargo box 22 are erected.

The upper portion from the connection frame 1g to the rear end frame 1h is a packing box mounting portion. That is,
The rear end of the packing box 22 is pivotally supported by the packing box brackets 1m and 1m,
Packing box lifting cylinder 2 is attached to cylinder bracket 1k.
3 is pivotally supported, and the distal end of the piston rod of the lifting / lowering cylinder 23 is pivotally connected to a substantially central portion of the bottom of the loading box 22. In the normal lowering position, the front end portion of the packing box 22 is placed on the packing box receiving columns 1j and 1j. When the packing box lifting cylinder 23 is driven to extend, the packing box 22 rotates upward. is there.

At the front end of the main body frame 1, a front frame 2 is further fixed as shown in FIGS. Inside the front frame 2, left and right headlamp support brackets 2
a. 2a are provided, and the headlamp 3
・ 3 is inserted and arranged. Further, a bumper 4 can be attached to a front portion of the front frame 2, and a front column 5 is mounted on an upper portion thereof. On the front column 5, a handrail 5a is provided upright as an aid for getting on and off. As described above, the front frame 2 is provided separately from the main body frame 1, and only the bumper 4, the front column 5, and the handrail 5a are attached to the front frame 2. If the front frame 2 is not provided and the main body frame 1 itself extends to the front end as in the conventional case, the main body frame 1 itself is damaged when an impact is applied to the front of the vehicle body in a collision accident or the like, and Repairs and replacements are very costly and time-consuming. With this configuration, only the front frame 2 can be damaged, and the main body frame 1 itself can be intact. Therefore, only the front frame 2 needs to be repaired or replaced, and the cost and labor can be greatly reduced.

Based on such a frame structure, the power unit structure of the carrier according to the present invention will be described with reference to FIGS. Both-side plate frames 1b and 1 of body frame 1
17 and 18, the engine support frame 1i (close to the right side plate frame 1c) surrounds an oil pan Ea vertically provided at the lower end of the engine E and supports the engine E from below, as shown in FIGS. It has become. The rear end of the engine E is on the output side, and is connected to a hydraulic pump P via a flywheel housing Eb. The hydraulic pump P extends rearward from the rear end of the power unit, and is disposed on the cargo box mounting unit. A packing box 22 is mounted above this.

FIG. 1 shows the supply / exhaust structure of the engine E.
This will be described with reference to FIGS. As shown in FIG. 12, an air cleaner AC is disposed above the engine E, and air supplied through the air cleaner AC is supplied to the air supply duct 32.
Through the cylinder head of the engine E. As shown in FIGS. 11 and 12, an air supply pipe 31 for introducing outside air shown in FIG. 15 extends forward from the air cleaner AC, and its outer end 31a is arranged on the upper part of the front surface of the engine cover 7 to provide Towards The outer end 31a is expanded outward in a funnel shape, and the air supply noise introduced into the air supply pipe 31 can be reduced without using an air supply chamber or the like. In addition, intrusion of water into the air supply pipe 31 can be prevented, and engine trouble can be avoided.

As shown in FIGS. 11 and 12, a front grill 30 shown in FIGS. 13 and 14 is provided below the outer end 31a of the air supply pipe 31 on the front surface of the engine cover 7. The front grill 30 is opposed to a radiator R disposed in front of the engine E, and introduces outside air for heat exchange into the radiator R. The shape of the horizontal plate 30a is as shown in FIG. As described above, the shape is a side view wave shape. Thus, the sound of the front grill 30 when passing through the outside air can be reduced, and the water that is about to enter together with the outside air is retained, thereby reducing the amount of entry into the inside.

As for the exhaust structure, as shown in FIGS. 11 and 12, an exhaust pipe 33 extends below the left side surface of the cylinder head of the engine E, and the exhaust pipe 33 is bent to extend rearward and horizontally. As shown in FIG. 16, the exhaust pipe protection pipe 3 erected in the front-rear direction (at a position closer to the left end) on the connecting frame 1g and the rear end frame 1h of the main body frame 1.
4 and is connected to an exhaust muffler 35 disposed behind the rear end frame 1h. Exhaust muffler 3
An exhaust port pipe 36 for discharging exhaust gas to the outside extends from the back of the exhaust port 5. The exhaust port tube 36 may be bent downward.

Conventionally, the exhaust muffler has been disposed in the front and rear part of the packing box mounting portion, and the exhaust port pipe has also been extended from the exhaust muffler at this position. It was located below the mounting part. That is, the exhaust gas is discharged below the packing box at the time of the lowering (storage) position. In this case, not only the bottom of the packing box in the lowered state but also the packing box at the time of dumping (ascending). The exhaust is also exhausted and the dirt gets worse. However, if the exhaust muffler 35 is disposed behind the rear end frame 1h as shown in FIG. 16 in this embodiment, the exhaust muffler 35 is located behind the fuselage, and the exhaust port pipe 36 also extends backward from the rear of the fuselage. In the installed state, it is located behind the rear end of the packing box 22, and thus the packing box 22 is not stained.

Returning again to the structure inside the power unit. As shown in FIG. 16 to FIG. 18, a speed reducer G is provided in a portion near the left side plate frame 1 b on the left side of the engine E, which is long in the front-rear direction and substantially horizontal. At the front end of the speed reducer G, HST
The motor M is mounted in the left-right direction. As mentioned above,
The engine support frame 1i is located rearward, and has a certain space between the front end of the engine E supported by the engine support frame 1i and the front plate frame 1a. The H
The ST motor M is provided. Since this position corresponds to the front of the radiator R disposed in front of the engine E, the hydraulic oil cooling effect can be obtained by facing the radiator R including the hydraulic pipes connected to the HST motor M. .

On the side of the engine E, near the left side plate frame 1b, a speed reducer G is disposed which is long in the front-rear direction and substantially horizontal. At the front end of the speed reducer G, HST
The motor M is mounted in the left-right direction. As mentioned above,
The engine support frame 1i is located rearward, and has a certain space between the front end of the engine E supported by the engine support frame 1i and the front plate frame 1a. The H
The ST motor M is provided. Since this position corresponds to a position in front of the radiator R disposed at the front of the engine, a hydraulic oil cooling effect can be obtained by facing the radiator R including the hydraulic pipes connected to the HST motor M. .

The internal structure of the speed reducer G will be described with reference to FIG. The HST motor M is supplied with pressurized oil from the HST pump P, and its motor shaft is connected to the input shaft 6 in the speed reducer G.
A service brake 61 is provided at a position near the left end of the input shaft 60. The service brake arm 62 of the service brake 61
Of the service brake arm 6
The service brake 61 is rotated by operating the brake pedal 21 or the parking brake lever 19, which will be described later.
Is put into a braking state.

Behind the counter shaft 63, a counter shaft 63 is rotatably supported. The input shaft 60 is in gear engagement with the counter shaft 63. Behind the counter shaft 63, a side clutch shaft 64 is rotatably supported. Transmission gear 64a provided with side clutch shaft 64
The gears mesh with a counter gear 63a provided with the counter shaft 63, and can be fitted with the side clutch gears 65L and 65R which are slidably fitted on the side clutch shaft 64. Side clutch gear 65L ・ 6
5R is configured to slide by rotation of the side clutch arms 67L and 67R pivotally supported on the upper part of the speed reducer G, and the sliding causes the engagement and disengagement with the transmission gear 64a. Further, outside the left and right side clutch gears 65L and 65R, side brakes 66L and 66R are provided, respectively, and the side clutch gears 65 (65L and 65R) are provided.
Is disengaged from the transmission gear 64a and slides outward by a certain amount or more, the side brake 66 (66L / 66R) is pressed against and the side clutch gear 65 is braked.

Above the speed reducer G, a steering valve bracket 72 is fixed to the front plate frame 1a of the main body frame 1, and a steering valve case 73 is mounted. In the steering valve case 73, left and right two side clutch actuators 74L and 74R that extend and contract by hydraulic pressure are protruded rearward, and are pivotally connected to the respective side clutch arms 67L and 67R. The side clutch arm 67 (67L / 67R) is rotated by the expansion / contraction drive of the side clutch actuator 74 (74L / 74R). For example, when making a right turn from straight ahead, the left side clutch actuator 74L is operated to rotate the left side clutch arm 67L to the braking side, disengage the left side clutch gear 65L, and further operate the left side brake 66L. It is in a braking state.

A variable relief valve 75 for controlling the relief pressure from the side clutch actuator 74 is provided in the steering valve case 73. The variable relief valve 75 controls the supply of pressure oil to the side clutch actuator 74. A steering valve 76 as an electromagnetic pilot hydraulic valve is additionally provided. The steering valve 76 is controlled to be switched to three positions of neutral, left turning, and right turning by operating a steering lever 15 described later. For example, at the time of left turning, the steering valve 76 is set to the left turning position and operates the left side clutch actuator 74L. Will be done. Further, the variable relief valve 75 is provided with a steering lever 15 described later.
The valve opening degree (that is, relief pressure) changes in proportion to the tilt angle of the steering valve 76, and the amount of expansion and contraction of the side clutch actuator 74 operated by setting the steering valve 76 is
It has a function to make it proportional to the tilt angle of the steering lever 15.

Further, in the steering valve case 73, an interlining turning valve 77 which is an electromagnetic pilot hydraulic valve is provided. The interlining turning valve 77 is set to interlining turning based on a switch mechanism described later (see FIGS. 20 to 23), and when the pilot voltage is turned on (the interlining turning valve solenoid 77a is actuated), the hydraulic interlining valve 77 described below is used. The ground turning clutch 71 is engaged (when the pilot voltage of the interlining turning valve 77 is OFF, it is in a disengaged state), and the left and right output shafts 68L and 68R are rotated in opposite directions.

Left and right output shafts 68L and 68R are supported behind the side clutch shaft 64, and side clutch gears 65L and 65R are meshed with output gears 68La and 68Ra attached to the output shafts 68, respectively. Each output shaft 68L
68R is protruded in the left-right direction from the left and right of the speed reducer G, and since the speed reducer G is located on the left side of the fuselage, the joint 68Rb is connected to the right output shaft 68R to extend. . The right output shaft 68R and the joint 68Rb pass in front of an oil pan Ea below the engine E. on the other hand,
Terminal reduction gears FG, FG are fixed to the front ends of the crawler frames 1f, 1f below the both side frames 1d, 1e, and a driving sprocket 15 is projected outward from each terminal reduction gear FG. It is pivoted. Each drive sprocket 1
5, the outer ends of the output shaft 68L and the joint 68Rb are connected to the input shaft Ga of each terminal speed reducer G, and the rotation of the output shaft 68 (68L · 68R) is controlled by the terminal speed reducer FG. It is transmitted to the drive sprocket 15 via the internal gear mechanism. The right output shaft 68R and the joint 68
A joint member 68a is interposed at the connection portion with Rb, and at the connection portion of the left output shaft 68L and the joint 68Rb to each input shaft Ga of the left and right end reduction gears G, respectively.

In the speed reducer G, a gear mechanism for interlining rotation (spin turn) is provided in the rear of the shaft supporting portions of the output shafts 68L and 68R. That is, the interlining turning clutch shaft 70 is supported at the rear end, and two reverse rotation gears 70a and 70b are provided around the shaft 70. Reverse gear 70a
Are fixed to the interlining turning clutch shaft 70. On the other hand, the reverse rotation gear 70b can be engaged with and disengaged from the interlining turning clutch shaft 70 via the interlining turning clutch 71. Reverse gear 70a and output gear 6 of right output shaft 68R
8Ra, a counter gear 69a provided with a counter shaft 69 is interposed and meshed. On the other hand, the reverse gear 70b is directly meshed with the left output shaft 68L. Normally, the interlining turning clutch 71 is disengaged, the transmission from the right output shaft 68R to the interlining turning clutch shaft 70 via the gears 68Ra, 69a, 70a, and the output gear 6 of the left output shaft 68L.
The transmission from 8La to the reverse rotation gear 70b is independent.
Then, for example, when the left side clutch gear 65L is disengaged and the interlining turning clutch 71 is engaged to make a right interlining turn, the right side clutch gear 6 in the engaged state is engaged.
The left side clutch gear 65 in the disengaged state from the right transmission shaft 68R that meshes with the gear 5R via the interlining turning gear mechanism.
It is transmitted to the left output shaft 68L that meshes with L, and rotates the left output shaft 68L in a direction opposite to the rotation direction of the right output shaft 68R.

FIGS. 17 and 3 show the hydraulic system.
2 will be described. From the HST pump Pa of the hydraulic pump P, hydraulic oil pipes 78 and 79 are connected to the HST motor M. The HST pump Pa has a movable swash plate. The swash plate control valve 80, which is an electromagnetic pilot valve, is switched in three stages by the forward / reverse switching lever 15, and based on this, a hydraulic swash plate control actuator 81 Can be switched to three states, and the movable swash plate can be switched to three positions: a neutral position, a forward position, and a reverse position. The HST motor M is a variable displacement motor and can change the speed of the motor shaft. When the HST pump Pa is set to the neutral position (the swash plate control actuator 40 is set to the neutral position) and the flow of the hydraulic oil in the hydraulic oil pipes 78 and 79 is stopped, a hydraulic mechanism is provided so that the motor shaft is automatically braked. I have.

By the way, the pressure oil supplied from the swash plate control valve 80 to the swash plate control actuator 81 is supplied from the fixed displacement type boost pump Pc having the output shaft of the engine E as the pump shaft (the line filter LF). Through the inching valve 82, the oil is extracted from an oil passage R3 that supplements hydraulic oil to communication oil passages R1 and R2 to the hydraulic oil pipes 78 and 79 in the HST pump Pa. By passing through the inching valve 82, the flow rate is adjusted, and the pressure oil is supplied to the swash plate control actuator 81 at a constant flow rate regardless of the fluctuation of the engine speed. The reaction speed of forward / reverse switching or stop by operating the forward / reverse switching lever 15 becomes constant.

When the service brake 61 is pressed (braking the input shaft 60) by depressing the brake pedal 21 (described later), the inching valve 82 is used to release the oil passage R3.
, The oil path to the swash plate control valve 39 is closed and the oil is returned. Thus, regardless of the position of the swash plate control valve 39, the supply of the pressurized oil to the swash plate control actuator 81 is stopped, and the swash plate control actuator 81 returns to the neutral state by the force of the return spring. Return. As a result, the HST pump Pa becomes neutral, and the hydraulic oil pipe 78
-Hydraulic oil circulation of 79 stops, and the motor shaft drive of HST motor M also stops. As described above, the service brake 61 enters the braking state in a state where the drive of the motor shaft and the input shaft 60 connected thereto is stopped.

As a hydraulic drive device other than the HST motor M, the transport vehicle of the present embodiment has the side clutch actuator 74 and the packing box lifting / lowering cylinder 23. As described above, the steering valve 76 is provided inside the steering valve case 73, and the packing box lifting control valve 84 is provided for the packing box lifting cylinder 23. In the hydraulic pump P, a working pump P of a fixed displacement pump also having an engine output shaft as a pump shaft
b is provided, and a discharge oil passage from the working pump Pb is branched via the flow divider 83 into an oil passage to the steering valve 76 and an oil passage to the cargo box lifting / lowering control valve 84. In the flow divider 83, a throttle valve for adjusting the flow rate is provided in each branch oil path, and pressure oil is supplied to each of the branch oil paths at a constant flow rate.
In particular, it is important to maintain a constant flow rate of the pressure oil to the steering valve 76 because it is important to maintain a constant steering property. From this, the flow divider 8
In 3, a relief oil passage provided with a relief valve 83 a is branched from a branch oil passage to the steering valve 76, merged with a return oil passage of the packing box lifting / lowering control valve 84, and the oil is transferred to the hydraulic oil tank T. It is configured to return.

Next, the upper part of the power unit is an operation unit. This structure will be described with reference to FIGS. As described above, in the power section, based on the arrangement of the engine E, the hydraulic pump P, the HST motor M, and the speed reducer G as described above, the engine cover 6 is erected, and a control panel is provided on the upper left side thereof. 7 are arranged as shown in FIG. 1 and FIG. That is, the engine cover 6 and the control panel 7 are arranged on the left and right. The upper surface of the engine cover 6 is a lid 6a, which can be opened by pivoting upward with the right end as a pivot (see FIG. 21). Further, a seat 12 is provided on the left side of the control panel 7. As shown in FIG. 3, a passage plate 8 is provided in front of the engine cover 6 and the control panel 7, and is connected to a step plate 9 provided in front of the seat 12. In this way, it is also possible to get on and off from the right side of the vehicle body, that is, the side opposite to the side where the seat 12 is provided, via the passage plate 8.

The seat 12 is integral with the upper seat 11 and is fixed to the step board 9.
The seat upper base 11 is rotatably attached to the seat. As a result, the seat 12 can be inverted between the front and the rear.

An arch-shaped guard member 13 is provided upright behind the seat 12 (in front of the packing box 22 during storage).
A work light 14 is attached to this, so that the cargo or the rear of the machine can be illuminated at night, and the collapse of the cargo can be quickly found. Further, it also serves to illuminate the traveling direction at the time of reverse driving with the seat 12 facing backward.

The control panel 7 includes a steering lever 15 for operating a side clutch, a forward / reverse switching lever 17,
A cargo box lifting lever 18 is provided, and a parking brake lever 19 is further provided on the upper seat base 11.
Of these, the steering lever 15 is the lever that is operated most frequently, and it is necessary to always be able to hold it with the hand regardless of whether the seat 12 is turned forward or backward.
Conventionally, a total of four steering levers are provided for forward and rearward operation and for operating the left and right side clutch actuators independently, two left and right in front of the seat and two left and right in the rear. However, in the present embodiment, one steering lever 15 is tilted in the left-right direction. For example, if the steering lever 15 is tilted to the left, the left side clutch actuator 74 is tilted.
L is operated to disengage the left side clutch gear 65L and put the left side brake 66L in a braking state. Therefore, it is necessary to arrange the seat 12 so that it can be operated with the same feeling when the seat 12 is turned forward and when the seat 12 is turned backward. Therefore, as shown in FIG. 20, the steering lever 15 is disposed so as to overlap with the vertical center line SL of the lower seat 10, that is, the rotation center line of the upper seat 11, as viewed from the left side. With this, when the seat 12 is turned forward or backward, it does not lean too far forward or backward,
It can be operated with the same feeling (although the arrangement changes to the left or right as viewed from the seat 12). Even if the seat 12 is turned forward or backward, the steering lever 15 is tilted toward the turning side (in the left-right direction), so that the steering lever 15 can be operated with the same feeling.

The link mechanism of the steering lever 15 will be described with reference to FIGS. The base end of the steering lever 15 is pivotally fitted on the rotation shaft 37, and is provided with a return spring 38 for returning to the neutral position. A turning plate 39 is connected to the base end of the steering lever 15 so as to rotate integrally with the left and right rotation of the steering lever 15, and a left turn switch 40L and a right turn switch are provided near the left and right sides thereof. 40R is provided, and one of the switches is turned on by the rotation of the rotation plate 39 integrated with the steering lever 15. The left and right swing switches 40L and 40R (collectively, the swing switches 40) are switches for a pilot voltage (solenoid) of a steering valve 76, which is an electromagnetic valve provided in the steering valve case 73. When the direction lever 15 is tilted to the left, the left turning switch 40L is turned on, the steering valve 76 is switched to the left turning position, and the left steering actuator 74L is operated.

The upper ends of connecting rods 41L and 41R (collectively, connecting rods 41) are pivotally supported on the left and right ends of the rotating plate 39, and a rotating shaft 42 is provided below.
A boss 43 is rotatably fitted on the rotating shaft 42, and the lower ends of the connecting rods 41L and 41R are pivotally connected to the boss 43. The boss 43 connects the link 44 to an operating arm 75 a of a variable relief valve 75 provided in the steering valve case 73.
Accordingly, with the rotation of the boss 43 that rotates in proportion to the amount of rotation of the steering lever 15 (and the rotation plate 39), the operating arm 75a rotates, and the variable relief valve 75 is moved. As described above, the valve opening is adjusted in proportion to the tilt angle of the steering lever 15. Accordingly, the turning radius (the driving sprocket 24 to be described later on the turning side) according to the tilt angle of the steering lever 15 is set.
And the rotational speed difference between the drive sprocket 24 and the counter-rotating drive sprocket 24).

Further, in this embodiment, an interlining turning setting switch 16 is arranged at the top of the steering lever 15. On the other hand, in the vicinity of the boss 43 externally fitted to the rotation shaft 42,
An interlining turning switch 45 is provided so as to be turned on when the boss 43 has turned to its turning limit (ie, when the steering lever 15 is tilted to the stroke end). Interlining turning valve 77 in steering valve case 73
In order to turn on the pilot voltage (actuate the interlining turning valve solenoid 77a), as shown in FIG. 23, both the interlining turning setting switch 16 and the interlining turning switch 45 are turned on.
It is necessary to do. (In FIG. 23, K is a key switch.) Conventionally, the interlining turning was set by a switch provided on the control panel. When the lever is operated to the end of the stroke, an interlining turn may be performed against the intention. However, in this embodiment, the interlining turning setting switch 16 is attached to the top of the steering lever 15 and is turned ON only when the steering lever 15 is being pressed.
FF is set. Therefore, if the interlining turning setting switch 16 is not pressed while the steering lever 15 is held, even if the interlining turning switch 45 is turned on only by operating to the stroke end, the interlining turning is not performed, and The reverse interlining turn is not performed.

In the control panel 7, FIG.
As shown in the figure, a forward / backward switching lever 17 is provided behind the steering lever 15 so as to be capable of tilting forward and backward, and further behind the steering lever 15 is disposed a lever 18 capable of tilting forward and backward. At the base end of the forward / reverse switching lever 17, a detent plate 17a is attached.
A detent ball 17b is disposed near the detent mechanism, and this detent mechanism enables the lever to be set in three stages: forward, neutral, and reverse. A forward switch 46F which is turned ON when the vehicle is in the forward gear or the reverse gear,
A reverse switch 46R is provided.
This is a switch for the pilot voltage of the swash plate control valve 80 of the solenoid valve in the pump Pa, and switches the swash plate control valve 80 to the forward position or the reverse position. Also, the cargo box lifting lever 18 is operated by operating the lever.
The loading box lifting control valve 84 is directly switched.

As shown in FIGS. 24 and 25, in both the forward and backward positions of the seat 12, the seat 12 can be shifted and braked at the feet.
A front accelerator pedal 20F and a front brake pedal 21F are provided in front of the vehicle, and a rear accelerator pedal 20R and a rear brake pedal 21R are provided behind the vehicle. The accelerator pedal 20 (20F, 20R) controls the engine speed in proportion to the amount of stepping on the accelerator pedal 20, and the drive sprocket 24 transmitted from the engine output shaft via the HST mechanism and the speed reducer G (further, the terminal speed reducer FG). To control the number of revolutions. Further, as described above, the brake pedal 21 (21R, 21R) operates the service brake 61 to brake the input shaft 60 of the speed reducer G, switches the inching valve 82 to neutralize the HST pump Pa, and The rotation of the motor shaft of the motor M is stopped.

Accelerator pedal 20 and brake pedal 21
26 to 31 will be described with reference to FIGS. The base end of the front accelerator pedal 20F is protruded from the front support plate 47 (integral with the front support plate 47).
The boss portion 20 is fitted to the outside, and the pressing member 2
0Fa is projected. Below the rotating shaft 47a, there is provided a rotating shaft 47b protruding from the front support plate 47. A boss 49 externally fitted on the rotating shaft 47b presses the pressing arm 49.
a is protruded and passes through the arm through hole 47e formed in the front support plate 47, and the pressing element 20Fa is pressed.
Further, a wire receiving plate 49c protrudes from the boss 49, and an accelerator wire 51 extends from the boss 49 to the regulator of the engine E. Also, the rear accelerator pedal 2
The base end of 0R is a boss part which is externally fitted to a rotating shaft 48b (integral with the rear support plate 48) which is fixed to the rear support plate 48 via a connecting member 48a. Board 2
ORa is protruded, and the connecting rod 50 is connected to the rod receiving plate 49b protruding from the boss 49 from the rod receiving plate 20Ra. In order to allow the accelerator pedal 20 to have play, the front end of the connecting rod 50 is connected to the rod receiving plate 4.
It is pivotally connected to a front and rear long hole formed in 9c. Thus, the front accelerator pedal 20F or the rear accelerator pedal 2
By depressing the OR operation, the boss 49 is rotated to rotate the wire receiving plate 49c, and the accelerator wire 51 is pushed and pulled.

The base ends of the brake pedals 21F and 21R are
The bosses are respectively fitted to the pivot shafts 47c and 48c protruding from the front support plate 47 and the rear support plate 48. The bosses at the base end are closer to the front end of the rear support plate 48 than the base bosses. Rod receiving plate 52a from a rotating shaft 52 rotatably supporting
52b are protrudingly provided, which are rotatable integrally with the rotary shaft 52, and are provided with both rod receiving plates 52a.
The connecting rods 53F and 53R are connected to b. Further, a link 54 is provided on the rotation shaft 52 by the parking brake lever 19 provided on the upper seat 11. In the link 54, the vertical rod 54 a is pivotally connected to a rod receiving plate 52 c (which also rotates integrally with the rotation shaft 52) protruding from the rotation shaft 52. The reference numeral 54a is provided on the vertical center line of the seat lower base 10 (same as the vertical center line SL). This allows
When the upper seat 11 is rotated by reversing the front and rear of the seat 12, the link 54 and the parking brake lever 19 rotate integrally with the upper seat 11 about the vertical rod 54a as a center of rotation, so that the seat 12 can be turned forward or backward. Even so, the parking brake lever 19 can be used. Further, a connecting rod 55 is pivotally connected to the service brake arm 62 of the service brake 61 from the boss at the base end of the rear brake pedal 21R. In this way, not only by the operation of depressing the rear brake pedal 21R, but also to the operation of the front brake pedal 21F or the parking brake pedal 19, the rotation shaft 52 is rotated via the connection rod 53F or the link 54, and thereby the connection is performed. The rod 53R is operated, whereby the base end of the rear brake pedal 21R is rotated to connect the connecting rod 55R.
Operates, and the service brake arm 62 rotates to the braking side.

When the service brake 61 is braked from the running state, the rotation of the input shaft 60, that is, the rotation of the motor shaft of the HST motor M, must be stopped. That is, the HST motor Pa
The supply of pressurized oil to the Therefore, brake pedal 2
In conjunction with the depressing operation of the 1F / 21R and the turning operation of the parking brake lever 19, the inching valve 82 shown in FIG. 32 is switched to release the pressure oil from the oil passage R3, and the swash plate control valve 80 is released. The supply of pressurized oil to the tank is stopped. When the supply of the pressure oil stops, the swash plate control actuator 81 returns to the neutral state by the return spring, and the HST
The swash plate of the pump Pa returns to the neutral position.

The switching link mechanism of the inching valve 82 will be described. A connecting rod 56 extends forward from the base end of the rear brake pedal 21R. On the other hand, a rotating shaft 47d protrudes from the front support plate 47 and is loosely fitted to the boss 57. Lot receiving plate 57a projecting from the boss 57
To the front end of the connecting rod 56, and
7, a wire 58 for operating the inching valve 82 extends from a wire receiving plate 57b protruding therefrom. 59 is
An outer wire receiver for the wire 58. In this manner, the inching valve 82 is switched by operating the wire 58 for switching the inching valve 82 by rotating the rear brake pedal 21R.
The rear brake pedal 21R also rotates when operating the front brake pedal 21F and the parking brake lever 19. That is, the inching valve 8 is also operated by operating the front brake pedal 21F and the parking brake lever 19.
2 is switched, and the supply of the pressurized oil from the HST pump Pa to the HST motor M is stopped.

Each of the accelerator pedals 20F and 20R is provided with a return spring so that it returns to the initial position when the foot is released after the stepping operation, and the brake pedals 21F and 21R are also the same. When the foot is released after the stepping operation, the foot returns to the initial position, and the service brake 61 also returns to the non-braking state. On the other hand, the parking brake lever 19 is fixed at the rotated position, and fixes the service brake 61 in the braking state.

Finally, regarding the crawler traveling device, FIG.
And FIG. 16 to FIG. As described above, each of the left and right crawler traveling devices has a terminal speed reducer FG attached to the front end of the crawler frame 1f, and supports the drive sprocket 24.
At the rear end of f, an idler 28 is supported so as to be able to slide back and forth. The six front and rear rolling wheels 25 are supported below the crawler frame 1f, but are supported by the equalizers 26F and 26R except for the front and last rolling wheels 25. A tension roller 27 is pivotally supported on the upper portion of the crawler frame 1f.
9 to form a crawler traveling device.

[0049]

As described above, the present invention has the following advantages. First, since the steering lever is configured as in claim 1, the number of levers related to steering is reduced from four in the prior art to one, greatly contributing to cost reduction. In addition, when the seat is turned forward or backward, the steering operation is performed with a single lever, so that the operation is easy, one hand is free, and other operations can be performed simultaneously. And since it is a left-right rotation operation, the steering lever can be operated with the same feeling when the seat is facing forward and when it is facing backward.

Further, since the vehicle is structured as in claim 2, there is no difference in the front-rear positional relationship of the steering lever as viewed from the operator sitting on the seat when the seat is turned forward and when the seat is turned rearward. In this case, the steering lever can be operated in the same manner. In addition, this makes it possible to unify the steering lever as in the first aspect.

If the steering lever is operated to the end of stroke, the steering rotation is not performed unless the steering lever setting switch of the steering lever is pressed. The situation of unexpectedly turning interlining is eliminated.

[Brief description of the drawings]

FIG. 1 is a left side view of a transport vehicle according to the present invention.

FIG. 2 is a partial right side view of the same.

FIG. 3 is a plan view of the same.

FIG. 4 is a front view of the same.

FIG. 5 is a plan view showing a frame structure of a carrier composed of a main body frame 1 and a front frame 2.

FIG. 6 is a partial left side view of the same.

FIG. 7 is a left side view of the main body frame 1.

FIG. 8 is a right side view of the same.

FIG. 9 is a front view of the same.

FIG. 10 is a rear view of the same.

FIG. 11 is a front view of an engine cover 6 showing a supply / exhaust pipe structure of the engine.

FIG. 12 is an internal left side view of the same.

13 is a front view of the front grill 30. FIG.

FIG. 14 is a side sectional view of the same.

15 is a partial cross-sectional side view of the air supply pipe 31. FIG.

FIG. 16 is a side view showing a power unit arrangement structure of the transport vehicle.

FIG. 17 is a plan view of the same.

FIG. 18 is a front view of the same.

FIG. 19 is an internal plan view of the speed reducer G.

FIG. 20 is a side view showing a link mechanism of levers provided on the control panel 7 of the carrier.

FIG. 21 is a front view of the same.

FIG. 22 is a partial front view showing an arrangement structure of a steering switch 40 at a base end of the steering lever 15;

FIG. 23 is an electric circuit diagram for controlling the interplane turning valve solenoid 77a.

FIG. 24 shows an accelerator pedal 2 in a driving unit of a transport vehicle.
FIG. 2 is a left side view showing an arrangement structure of a brake pedal 0, a brake pedal 21, and a parking brake lever 19.

FIG. 25 is a plan view of the same.

FIG. 26 shows an accelerator pedal 20, a brake pedal 21,
FIG. 4 is a left side view showing a link mechanism of the parking brake lever 19;

FIG. 27 is a plan view of the same.

FIG. 28 is a plan view of the first half.

FIG. 29 is a plan view of the second half part.

30 is a left side view showing a link mechanism of the accelerator pedal 20. FIG.

FIG. 31 is a left side view showing a link mechanism of the brake pedal 21 and the parking brake lever 19.

FIG. 32 is a hydraulic system diagram of a transport vehicle.

FIG. 33 is a side view of a conventional transport vehicle.

FIG. 34 is a plan view of the same.

FIG. 35 is a front view of the same.

[Explanation of symbols]

 E Engine P Hydraulic pump Pa HST pump Pb Work pump Pc Boost pump M HST motor G Reducer FG Terminal reducer 1 Main frame 2 Front frame 5 Front column 6 Engine cover 7 Control panel 10 Lower seat 11 Upper seat 12 Seat 15 Steering lever 16 Interlining turning switch 45 Interlining turning switch

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Toru Sakai 428 Enami, Okayama-shi In-house (72) Inventor Hideo Shimazoe 428 Enami, Okayama-shi In-house

Claims (3)

[Claims] 1. A seat having left and right traveling devices that are independently driven, a steering mechanism that is turned by stopping or decelerating the driving of a turning-side traveling device, and a seat that can be turned back and forth. A steering operation mechanism for a traveling vehicle having a configuration in which a steering mechanism is operated by a left-right rotation operation of one steering lever regardless of whether a seat is turned forward or backward. . 2. The traveling vehicle according to claim 1, wherein the steering lever is disposed so as to overlap with a rotational center line of the seat which is turned back and forth in a side view. Direction operation mechanism. 3. The running vehicle according to claim 1, further comprising an interlining turning setting switch which is turned on only at the time of a push button at the top of the steering lever, and which is turned on when the steering lever reaches a stroke end. A steering operation mechanism for a traveling vehicle, wherein a switch is provided, and a turning operation is performed only when both switches are turned on.