JP2000072004A - Powered vehicle steering system - Google Patents

Abstract

(57) [Summary] The present invention relates to a steering apparatus for a powered vehicle, which enables safe steering even in a dangerous place such as a slope. A stay is provided on an upper part of a front wheel final case that supports a front wheel, and the stay and a lever attached to a front part of the body are rotatably connected via a universal joint.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering device for a small power vehicle such as a cultivator, for example, which can safely steer even in a dangerous place where the body tends to tilt.

[0002]

2. Description of the Related Art Heretofore, as this type of device, a device provided with a side clutch lever at a front portion of an airframe is known. That is, there is known a type in which side clutches are provided on the left and right sides of a rear axle separately from a round handle which controls the operation, and these side clutches are turned on and off by the side clutch lever to change the direction of the body. .

[0003]

However, the conventional apparatus has a structure in which the side clutch is simply engaged and disengaged by a lever, so that when the side clutch is operated, the direction of the body greatly changes. There was a problem that a subtle turning operation could not be performed due to a problem.

[0004]

The present invention has been made in view of the above-mentioned problems, and has taken the following technical measures. That is, a stay is erected on the upper portion of the front wheel final case supporting the front wheel, and the stay and a lever attached to the front portion of the fuselage are rotatably linked via a universal joint. The configuration of a steering device for a powered vehicle is described.

[0005]

Embodiments of the present invention will be described below with reference to the drawings. First, from a configuration point of view, reference numeral 1 is a small power vehicle having small-diameter front wheels 2 and 2 and large-diameter rear wheels 3 and 3 and front wheels 2 and 2 being steered wheels. An engine 5 is provided at the front of the body of the power vehicle 1. The rotational power of the engine 5 is transmitted to a transmission (FIG. 8) in a transmission case 6 to reduce the speed as appropriate. It is configured to transmit power. Here, based on FIG.
The transmission inside the vehicle will be described. 14 is a mission case
The input shaft protruding from the front of the gear 6 is driven by obtaining rotational power from the engine 5. A gear 16 is fixed to the rear end of the input shaft 14.
7 always mesh. A clutch drum 18a of a clutch 18 is integrally fixed to the gear 17, and a number of friction plates 22 are provided between the clutch drum 18a and a boss 20 which rotates integrally with the clutch support shaft 19. It is interposed. A ring body 24 is provided on the clutch support shaft 19 in a non-rotatable state. When the ring body 24 is moved forward by depressing the clutch pedal 9, the interval between the friction plates 22 is widened and the clutch 18 is disengaged. When the clutch pedal 9 is further depressed, the lining 25 fixed to the front portion of the ring body 24 is pressed against the end surface of the boss portion 20 to apply a brake to stop the rotation of the clutch support shaft 19. . In FIG.
6 is a spring member.

A small-diameter gear 27 is fixed to the rear end of the clutch shaft 19, and the large-diameter gear 3
0a is always engaged. The two-stage gear 30 is freely rotatably fitted on a transmission shaft 32 described later. Four gears 34, 35, 3 are provided on a shift countershaft 33 provided behind the clutch support shaft 19 and provided coaxially therewith.
6, 37 are integrally fixed by spline fitting. The gear 34 always meshes with the small-diameter gear 30b of the two-stage gear 30, and transmits the rotational power of the clutch support shaft 19 to the counter shaft 33.

The gear 35 is a first gear 3 on the transmission shaft 32.
The gear 36 meshes with the gear 40 for the second speed, and the gear 37 meshes with the gear 41 for the third speed on the transmission shaft 32 at all times. Note that these gears 3
A plurality of locking grooves 44 are provided on the inner peripheral surface of the gears 9, 40, 41, and are depressed in the radial direction. And the speed change shaft 32 are integrally rotated.

The keys 47, 47 are attached to a single shifter shaft 48 made of a solid rod. Specifically, the rear end (right side) of the shifter shaft 48 is cut out in a slit shape to form a slit. Two keys 47, 47 are pivotally mounted on the part.
One spring 4 is provided between the pair of keys 47 and 47.
9 are interposed, and the claws 47a of the keys 47 and 47 are provided.
The projection 47a extends outward so that the projections of the claws 47a and 47a enter the locking groove 44.

A neutral collar 50 is provided immediately before the first speed gear 39, and a reverse gear 51 is loosely fitted on the speed change shaft 32 in front of the neutral collar 50. Reference numeral 52 denotes a back counter gear attached to the reverse counter shaft 46, which always meshes with the gear 35, and keys 47, 47.
When the gear enters the groove 44 of the reverse gear 51, the transmission shaft 32 rotates in the reverse direction. Reference numeral 53 denotes a circumferential locking groove provided at the front end of the shifter shaft 48. A shifter (not shown) is fitted into this groove 53, and the operation lever 7 for main transmission is reciprocated in the front-rear direction. The shaft 48 moves in the front-rear direction, and one of reverse, first forward speed, second forward speed, and third forward speed is selected.

Further, two sets of two-stage gears 54 and 55 cannot be moved back and forth on the axis of the shift counter shaft 33,
The large-diameter gear 54 a on the front side is always meshed with the gear 57 at the rear end of the speed change shaft 32. The small-diameter gear 54b of the two-stage gear 54 meshes with the large-diameter gear portion 59a of the sub-transmission gear 59 that is spline-fitted on the drive pinion 58 so as to be movable back and forth. An internal gear 59b is provided on the front inner peripheral portion of the sub-transmission gear 59, and moves the sub-transmission gear 59 to the front side so that the internal gear 5
9b is engaged with the gear 57 at the rear end of the speed change shaft 32, so that the "high speed" of the sub speed change is obtained.
When "a" is meshed with the small-diameter gear 54b of the two-stage gear 54, "low speed" of the subtransmission is obtained. A gear 60 that rotates integrally with the drive pinion 58 is provided behind the auxiliary transmission gear 59. The gear 60 and a small-diameter gear 55 a of the second-stage gear 55 and a large-diameter gear 55 of the second-stage gear 55 are provided.
b, the power is transmitted to the front wheels 2 via the gears 62 on the front wheel drive shaft 61 sequentially. In this embodiment, no clutch operation is required when operating a key shift type main transmission comprising first reverse speed, first forward speed, second forward speed, and third forward speed, and the operation lever 7 is simply operated. The gear can be shifted simply by moving it forward and backward. However, when the on-off operation of the high-low two-stage auxiliary transmission is required, the operation of the clutch 18 is necessary.

Next, the steering mechanism of the motor vehicle will be described. 1 to 3, reference numeral 70 denotes a steering handle, 71 denotes a steering gear box, 72 denotes a pitman arm, 73 and 73 denote tie rods, and 74 and 74 denote knuckle arms. When the steering handle 70 is turned, the pitman arm 72 is rotated about the vertical axis, and the knuckle arm 7 is
4 and 74 are rotated left and right to change the direction of the front wheels 2 and 2. More specifically, the outer ends of the tie rods 73 are fixed to the rear ends of the front wheel final cases 75 which support the front wheels 2 and can rotate around the axis of a kingpin (not shown). When the steering handle 70 is turned, the front wheel final cases 75, 75 are turned.

A stay 80 is provided on the upper part of the front case 75 on one side so as to stand upward integrally with the knuckle arm 74. The stay 80 has a fan-shaped upper end. A large-diameter gear portion 81 is provided. On the other hand, a shaft 85 is fixed on an extension of the axis of the king pin above the fixed-side front wheel final case 84. The shaft 85 is provided with a small-diameter gear portion 86 which always meshes with the large-diameter gear portion 81. . A universal joint shaft 90 is detachably attached to the upper end of the shaft 85, and the upper end of the universal joint shaft 90 projects forward.

Reference numeral 92 denotes a bracket attached to the front part of the fuselage, which rotatably supports the universal joint shaft 90 via a ball joint 93. Reference numeral 95 denotes a lever attached to the end of the universal joint shaft 90. The lever 95 is vertically rotated within a range of 180 degrees as shown in FIG. 85, a small-diameter gear portion 86, and a large-diameter gear portion 81 in that order.
The gear 75 is rotated. In this embodiment, when the lever 95 is lowered, the front wheel 2 rotates to the left, and when the lever 95 is raised, the front wheel 2 rotates to the right. Reference numeral 96 denotes a shift assist lever pivotally attached to the bracket 92, which is interlocked with the main shift operation lever 7 via a wire 98.

Accordingly, the main transmission can be shifted by moving around the front of the body and moving the shift assist lever 96 in the front-rear direction. The range in which the gear can be shifted may be the entire range of the first reverse speed, the first forward speed to the third forward speed as described above,
In consideration of safety, it may be configured to be able to shift in the range of the first forward speed and the first reverse speed. In this case, the movement of the speed change assist lever 96 may be restricted by a stopper such as a bolt attached to the wall of the bracket 92 or the inside of the bracket 92 so that the shift at the second forward speed or more cannot be performed.

Next, the configuration of the comparative example shown in FIGS. 4 and 5 will be described. In this embodiment, the front frame 10 of the airframe is used.
0, a simple step 101 is pivotably mounted on the vehicle so that the step 101 can be freely rotated up and down. During normal operation, the step 101 is rotated and stored above the hood, and the operator moves to the front side of the fuselage to perform a steering operation. Is performed, the step 101 is lowered to the front side, and an operator rides on the step 101 to perform a steering operation. As shown in FIG. 5, a knuckle arm 74 is fixed to the upper portion of the front wheel final case 75, and a cylindrical boss 103 is fixed to the knuckle arm 74. A rod-shaped operation handle 104 is inserted into the boss 103 and detached. It is fixed with a flexible pin 105. Operator gets on and off step 1
The operator steers the aircraft by rotating the operation handle 104 left and right on 01.

Finally, the configuration shown in FIGS. 6 and 7 will be described. The device described here is a main transmission unit (reverse 1 step, forward 3
And FIG. 7 shows the relationship between the main transmission operation lever 7 for operating the first transmission stage and the auxiliary transmission lever 110 for operating the auxiliary transmission unit (two high and low stages). The operation lever 7 cannot be moved in the front-rear direction as it is, and the restraint mechanism operates.

The structure will be briefly described.
When the lever 10 is rotated in the front-rear direction, the cylindrical boss 112 rotates about the axis (a), and pushes and pulls the two rods 113 and 114 in the front-rear direction. The rod 113 is the auxiliary transmission boss 1
15 is rotated about the axis (b) to move the sub-transmission
When the rod is switched to the step and the rod 114 moves in the front-back direction, the plate 118 having the locking teeth 117 rotates back and forth in a predetermined range around the fulcrum 120. A stopper 1 engageable with the locking teeth 117 is provided on the arm portion on the side of the main transmission operation lever 7.
21 is fixed. When the sub-transmission lever 110 is switched to the low speed side, the plate 118 is retracted from the main transmission operation lever 7 so that the locking teeth 117
Therefore, the main transmission can be switched by moving the main transmission operation lever 7 back and forth as it is.

When the sub-transmission lever 110 is switched to the high-speed side, the locking teeth 117 of the plate 118 hit the stopper 121, and the main transmission operation lever 7 cannot be moved back and forth as it is. When the main transmission lever 7 is moved to perform a gear shift, the lever 7 is slightly tilted outward to release the engagement between the locking teeth 117 and the stopper 121, and the main transmission lever 7 can freely move. Is reached, the lever 7 is moved back and forth. As described above, when the sub-transmission is switched to the high-speed side, the main transmission is prevented from entering freely by the restraint mechanism, so that it is safe.

[0019]

As described above, according to the present invention, a stay is erected on the upper part of the front wheel final case supporting the front wheel, and the stay and the lever attached to the front part of the body are turned through a universal joint. Since it is movably interlocked and connected, the vehicle can be steered around the front of the fuselage and steered, and can be safely and easily steered even in a place where it is difficult to steer, such as on an incline or in a field.

[Brief description of the drawings]

FIG. 1 is a side view of a tractor.

FIG. 2 is a front view of the tractor.

FIG. 3 is a plan view of a main part of the tractor.

FIG. 4 is a side view of the tractor.

FIG. 5 is an enlarged side view of a main part.

FIG. 6 is a perspective view of a main part.

FIG. 7 is a plan view of a main part.

FIG. 8 is a cross-sectional view showing a transmission mechanism in a transmission case.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Powered vehicle 2 Front wheel 3 Rear wheel 5 Engine 6 Transmission case 7 Operation lever for main speed change 70 Steering handle 75 Front wheel final case 81 Large diameter gear part 86 Small diameter gear part 90 Universal joint shaft

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Hideji Ishimaru 1-Yachikura, Tobe-cho, Iyo-gun, Ehime Prefecture Iseki Agricultural Machinery Co., Ltd. F-term (reference) 3D030 DH12 DH21

Claims (1)

[Claims] 1. A stay is erected on an upper portion of a front wheel case for supporting a front wheel, and the stay and a lever attached to a front portion of the body are interlockably connected via a universal joint so as to be rotatable. A steering device for a powered vehicle, comprising: