WO2012124767A1 - Wheel rotor - Google Patents

Abstract

This wheel rotor (100) is provided with: a vehicle body (110) having wheels (113, 114); a work machine (120) having an arm (121) attached to the anterior section of the vehicle body (110), a bucket (122), an arm cylinder (123) that drives the bucket (122) and the arm (121), and a bucket cylinder (124); and a work machine operation device (20) that designates the operation of the work machine (120). The work machine operation device (20) is provided with: an arm operation lever (11) for operating the arm and provided to the right side of a driving seat (21); and two kickdown switches respectively provided to the top surface and left side surface of the grip (11a) of the arm operation lever (11). As a result, it is possible to further increase operability.

Description

Wheel loader

The present invention relates to a wheel loader that scoops and transports an object to be excavated.

A wheel loader working machine generally has an arm cylinder for raising and lowering an arm and a bucket cylinder for dumping or crowding a bucket. As an operation device for instructing the operation of these arm cylinder and bucket cylinder, an arm For example, there are two operation levers for operation and bucket operation (hereinafter referred to as “arm operation lever” and “bucket operation lever”, respectively) in the right hand of the driver's seat (see Patent Document 1, etc.).

International Publication No. WO2010 / 147232

Here, as a typical operation of the wheel loader, (A) it moves near a mountain of an object to be excavated such as earth and sand (hereinafter referred to as “mountain” as appropriate), and (B) the bucket mouth faces forward. The arm is lowered and thrust into the mountain. (C) While further advancing in the state where the bucket is thrust into the mountain, the arm is lifted and simultaneously the bucket is clouded to scoop up the excavated material with the bucket. (D) Bucket After loading the excavated material, the vehicle moves backward, moves to a predetermined location, and dumps the excavated material. In such a series of operations, the operation of (A) and (D) does not require a large driving force (traction force) for pushing the work to be excavated, so fuel efficiency is emphasized, but (B) and ( In the operation C), a large traveling driving force may be required in a timely manner in order to scoop the work to be excavated.

On the other hand, in the above-mentioned Patent Document 1, a kick-down switch for quickly shifting down is provided at the upper part of the arm operation lever to temporarily release the restriction on the maximum engine speed and increase the maximum driving force (switching the driving mode). ) An example in which a mode change switch is provided at the upper part of the bucket operation lever is disclosed. According to this example, when the operation of (A) is shifted to the operation of (B), the kickdown switch is operated to drop to the low speed stage to ensure the required driving force, and during the operation of (C). If the mode switch is operated according to the situation, a greater driving force can be generated.

At this time, in this type of wheel loader having two operation levers for the arm and bucket for operating the work machine, the arm operation lever is operated during the operation of (B), and the bucket is mainly operated during the operation of (C). Each operation lever is operated.

(B) The operations performed during the operation are adjustment of the bucket posture and downshifting. All of these operations are preliminary operations for excavation and are not delicate operations that require fine adjustments as they progress, but are operations that can be performed even with a light hand on the arm operation lever. Depending on whether the arm operating lever is gripped firmly or lightly, or whether it is gripped from above or from the side, it depends on the operator.

On the other hand, the operation performed during the operation of (C) is to instruct the bucket cloud and the aircraft to advance in advance while raising the arm. In the operation (C), the maximum travel driving force is not necessarily large. For example, a large driving force may be required for pushing a bucket into the excavated object, but if the vehicle is driven with an excessively large driving force when the traveling load due to the excavated object is high, the road surface is caused by wheel slip. If you become drowned, it can leave an effect on your work. During the operation (C), it is necessary to increase the maximum driving force as necessary while avoiding such a problem well while performing the cloud operation of the bucket according to the raising operation of the arm.

Therefore, since the operation instruction in (C) requires a delicate operation and needs to be performed more concentratedly than the operation instruction in (B), many operators tend to operate by firmly grasping the bucket operation lever. is there.

The present invention has been made in view of such circumstances from the viewpoint of user-friendliness and has been made in consideration of the actual state of the operation mode of the operator, and an object thereof is to provide a wheel loader that can further improve the operability.

(1) In order to achieve the above object, the present invention includes a vehicle body having wheels, a work machine attached to a front portion of the vehicle body, and a work machine operation device that instructs the operation of the work machine, The work implement operating device performs an operation related to the traction force provided on the operation lever operation instruction lever provided on the side of the driver's seat and on the upper surface of the grip of the operation lever and the side surface on the driver's seat side. These two switches are provided.

(2) In the above (1), preferably, the work machine includes an arm and a bucket, and an arm cylinder and a bucket cylinder that drive the arm and the bucket, and the work machine operating device is configured to be the operation lever. An arm operating lever for instructing the operation of the arm cylinder, a bucket operating lever for instructing the operation of the bucket cylinder provided on the driver side of the arm operating lever, and a grip of the arm operating lever. The two switches provided on the upper surface and the side surface on the driver's seat side, the two kick-down switches for forcibly shifting down the speed stage, and provided on the side surface on the driver's seat side of the grip of the bucket operation lever A mode selector switch for switching between a plurality of driving modes having different upper limit values of the maximum engine speed Characterized in that it comprises.

(3) In the above (2), preferably, the mode changeover switch is provided on the upper surface of the grip instead of or in addition to the driver seat side surface of the grip of the bucket operation lever. It is provided.

(4) In the above (2) or (3), preferably, the mode change switch is a push button, and indicates a single changeover of a plurality of travel modes having different upper limits of the engine maximum rotation speed. .

(5) In any one of the above (2) to (4), it is preferable that display means for displaying a traveling mode selected by the mode changeover switch is provided.

(6) In any one of the above (2) to (5), preferably, a detent mechanism for maintaining the posture of the arm operation lever at a position for instructing an arm raising operation is provided.

According to the present invention, it is possible to ensure better operability by flexibly arranging the kick down switch and the mode change switch according to the actual situation of the operation mode of the operator.

It is a side view of the wheel loader concerning one embodiment of the present invention. It is the block diagram which showed schematic structure of the drive system with which the wheel loader which concerns on one Embodiment of this invention was equipped. FIG. 6 is a travel performance diagram (torque diagram) showing a relationship between engine rotation speed and torque when the accelerator pedal is fully depressed in the wheel loader according to the embodiment of the present invention. It is a figure which shows the relationship between the vehicle speed and driving | running | working driving force in each speed step in the wheel loader which concerns on one Embodiment of this invention. It is a top view which shows the structure of the driver's cab with which the wheel loader which concerns on one Embodiment of this invention was equipped. It is a schematic diagram of the main switch for driving mode switching provided in the wheel loader according to one embodiment of the present invention. It is the schematic showing the external appearance seen from the back of the working machine operating device with which the wheel loader concerning one embodiment of the present invention was equipped. It is a schematic diagram showing the state of scooping work of excavated material when loading excavated material such as earth and sand or gravel on a dump or the like with a wheel loader according to an embodiment of the present invention.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a side view of a wheel loader according to an embodiment of the present invention.

The wheel loader 100 shown in FIG. 1 includes a vehicle body 110 and a work machine 120 attached to the front part of the vehicle body 101.

The vehicle body 110 includes a front vehicle body 111 and a rear vehicle body 112. The front vehicle body 111 and the rear vehicle body 112 include a front wheel (tire) 113 and a rear wheel (tire) 114, respectively, and are connected to each other via a center pin 115 extending in the vertical direction. Although not shown, a steering cylinder is connected to the front vehicle body 111 and the rear vehicle body 112, and the front vehicle body 111 bends left and right with respect to the rear vehicle body 112 as the steering cylinder extends and contracts. On the rear vehicle body 112, a driver's cab 116 is mounted at the front, and an engine compartment 117 is mounted at the rear. The engine chamber 117 houses an engine 131 as a prime mover to be described later, a hydraulic pump 134 driven by the engine 131, a control valve 135 for controlling the direction and flow rate of the pressure oil discharged from the hydraulic pump 134, and the like. Yes.

The work machine 120 includes an arm 121 and a bucket 122, and an arm cylinder 123 and a bucket cylinder 124 that drive the arm 121 and the bucket 122. The arm 121 rotates in the vertical direction (up and down movement) as the arm cylinder 123 extends and retracts, and the bucket 122 rotates in the vertical direction (dump operation or cloud operation) as the bucket cylinder 124 extends and retracts.

FIG. 2 is a block diagram showing a schematic configuration of the drive system of the wheel loader 100. As shown in FIG.

As shown in FIG. 2, the drive system 130 of the wheel loader 100 includes an engine 131, a torque converter 132, a transmission 133, a hydraulic pump 134, a control valve 135, a controller 136, an engine control unit 137, a transmission control unit 138, and the like. ing.

The output shaft of the engine 131 is connected to the input shaft of the torque converter 132, and the output shaft of the torque converter 132 is connected to the transmission 133. The torque converter 132 is a fluid clutch including a known impeller, turbine, and stator, and the rotation of the engine 131 is transmitted to the transmission 133 via the torque converter 132. The transmission 133 has a hydraulic clutch that shifts its speed stage, and the rotation of the output shaft of the torque converter 132 is changed by the transmission 133. The rotation after the speed change is transmitted to the front wheel 113 and the rear wheel 114 via the propeller shaft 141 and the axle 142, whereby the wheel loader 100 travels.

The hydraulic pump 134 is of a variable capacity type and is driven by the engine 131 to discharge the pressure oil. The oil discharged from the hydraulic pump 134 is supplied to working actuators such as the arm cylinder 123 and the bucket cylinder 124 by controlling the direction and flow rate via the control valve 135, and the working actuators are driven. The control valve 135 is operated by an arm operation lever 11 and a bucket operation lever 12 (described later), and pressure oil flows to the arm cylinder 123 and the bucket cylinder 124 in response to operation signals from the arm operation lever 11 and the bucket operation lever 12, respectively. To control. Further, the pump capacity of the hydraulic pump 134 is changed by a regulator (not shown). The regulator changes the pump capacity according to the pump discharge pressure, and performs constant torque control so that, for example, the working torque is constant. Note that a fixed displacement pump such as a gear pump may be used as the hydraulic pump 134.

The controller 136 includes an arithmetic processing unit having a CPU, ROM, RAM, and other peripheral circuits. The controller 136 includes an accelerator operation amount detector 143 that detects the operation amount of the accelerator pedal 13, a vehicle speed detector 144 that detects the rotation speed of the output shaft (or propeller shaft 141) of the transmission 133 as a vehicle speed, and an input of the torque converter 132. A rotational speed detector 145 for detecting the rotational speed Ni of the shaft, a rotational speed detector 146 for detecting the rotational speed Nt of the output shaft of the torque converter 132, and forward (F), reverse (R), neutral (N ) Forward / reverse selector switch 14, speed stage switch 15 for instructing the upper limit of the speed stage between 1st speed and 4th speed, kick down switches 16 and 17 for instructing switching of the speed stage to the lower speed side, and workability Emphasized power mode (hereinafter referred to as “P mode”) or economy mode (hereinafter referred to as “fuel economy”) The main mode changeover switch 18 (hereinafter referred to as “main switch 18”) for selecting one of the travel modes of “E mode” and the sub mode changeover for selecting either the P mode or the E mode of travel mode. Signals from the switch 19 (hereinafter referred to as “sub switch 19”) are input.

In this embodiment, the kick down switches 16 and 17 and the sub switch 19 are all push button type switches. At this time, the kick-down switches 16 and 17 and the sub switch 19 do not output an operation signal when they are pressed slightly when the operator's fingers or palms are covered over them. In order to avoid operation that is not performed), an operation signal is not output unless a certain stroke is ensured and a required stroke is pressed.

The torque converter 132 has a function of increasing the output torque with respect to the input torque, that is, a function of setting the torque ratio to 1 or more. The torque ratio decreases as the torque converter speed ratio e (output rotational speed Nt / input rotational speed Ni), which is the ratio of the rotational speeds of the input shaft and the output shaft of the torque converter 132, increases. For example, when the traveling load increases during traveling while the engine rotational speed is constant, the output rotational speed Nt of the torque converter 132, that is, the vehicle speed decreases, and the torque converter speed ratio e decreases. At this time, since the torque ratio increases, the vehicle can be driven with a larger driving force (traction force). That is, when the vehicle speed is low, the driving force is large (low speed and high torque), and when the vehicle speed is high, the driving force is low (high speed and low torque).

The transmission 133 is an automatic transmission having a clutch and a solenoid valve corresponding to each speed stage of 1st to 4th speeds. These solenoid valves are driven by a control signal output from the controller 136 to the transmission control unit 138, and pressure oil is applied to the corresponding clutch to switch the clutch. The controller 136 stores in advance a torque converter speed ratio e1 as a reference for upshifting and a torque converter speed ratio e2 as a reference for downshifting. In the automatic transmission mode, the controller 136 calculates the torque converter speed ratio e based on the signals from the rotation speed detectors 145 and 146, and when the calculated speed ratio e becomes larger than the reference speed ratio e1, the controller 136 generates a shift-up signal. When it becomes smaller than e2, a downshift signal is output to transmission control section 138, respectively. As a result, the speed stage of the transmission 133 is automatically changed between the first speed and the fourth speed in accordance with the torque converter speed ratio e.

At this time, the speed stage is automatically shifted up to the speed stage selected by the speed stage switch 15. For example, when 2nd speed is selected by the speed stage switch 15, the speed stage is 1st speed or 2nd speed according to the speed ratio e, and when 1st speed is selected, the speed stage is fixed to 1st speed. . Although not particularly shown, a function for switching from the automatic transmission mode to the manual transmission mode is provided, and in the manual transmission mode, the speed can be changed to an arbitrary speed stage by manual operation of the speed stage switch 15 or a separately provided switch. It can also be considered.

The kick down switches 16 and 17 are switches for forcibly shifting down the speed stage, and the controller 136 controls the transmission control unit 138 every time either the kick down switch 16 or 17 is operated once. A shift down signal is output, and the speed stage is forcibly shifted down by one stage regardless of the speed ratio e at that time. In the automatic transmission mode, for example, the speed stage can be forcibly shifted down by operating the kick down switch 16 or 17 when the vehicle speed is low.

In the above description, the speed is changed when the torque converter speed ratio e exceeds the predetermined value e1 or e2. However, the speed may be changed when the vehicle speed reaches the predetermined value. In that case, for example, it can be realized by a configuration in which a shift-up signal or a shift-down signal is output to the transmission control unit 138 in accordance with a signal from the vehicle speed detector 144.

Further, the controller 136 controls the engine rotation speed to a target engine speed corresponding to the operation amount of the accelerator pedal 13. That is, as the amount of depression of the accelerator pedal 13 increases, the target engine speed increases, and the controller 136 outputs a control signal corresponding to the target engine speed to the engine control unit 137 to control the engine rotation speed.

FIG. 3 is a running performance diagram (torque diagram) showing the relationship between the engine speed and torque when the accelerator pedal 13 is fully depressed.

In FIG. 3, characteristics Ap and Ae are torque diagrams when the travel mode is set to the P mode and the E mode, respectively. In the P mode, the maximum engine speed is not limited, whereas in the E mode, the maximum engine speed is limited to the low speed side with respect to the P mode.

Characteristic B0-B2 is an example of input torque when the transmission 133 is driven by the engine 131, and the input torque increases as the engine speed increases. This input torque includes the input torque of the hydraulic pump 134, and the input torque changes as shown by characteristics B0-B2 according to the torque converter speed ratio e and the absorption torque of the hydraulic pump 134. Specifically, when the torque converter speed ratio e decreases, the input torque increases (characteristic B0), and when the torque converter speed ratio e increases, the input torque decreases (characteristic B2).

The intersection of the characteristics Ap, Ae and the characteristics B0-B2 is a matching point, and the engine speed is the value of the matching point. For this reason, the engine speed for a predetermined input torque is higher in the P mode than in the E mode. When the engine speed is at the matching point, the driving force is proportional to the square of the engine speed N. Therefore, in the P mode, the driving force for driving is larger than that in the E mode, and the maximum vehicle speed at each speed stage is increased by the amount of the higher engine rotation speed.

FIG. 4 is a diagram showing the relationship between vehicle speed and driving force at each speed stage. In the figure, the solid line represents the characteristics of the P mode and the dotted line represents the characteristics of the E mode.

In FIG. 4, when the vehicle speed is slow, the driving force is large (low speed and high torque), and when the vehicle speed is high, the driving force is low (high speed and low torque). Also, the smaller the speed stage, the greater the driving force that can be obtained at the same vehicle speed. That is, the P mode has a larger maximum driving force and the maximum vehicle speed than the E mode. For example, the maximum traveling driving force F2 in the P mode at the second speed stage is larger than the maximum traveling driving force F2 'in the E mode, and the maximum vehicle speed V2hi in the P mode is faster than the maximum vehicle speed V2'hi in the E mode.

FIG. 5 is a plan view showing the configuration inside the cab 116.

A side console panel 22 and a work machine operating device 20 are provided on the right side of the driver seat 21. The front panel 23 in front of the driver's seat 21 is provided with a steering handle 27, the forward / reverse selector switch 14, and a monitor panel 24. Either the E mode or the P mode is selected for the monitor panel 24. A display unit 25 is provided for displaying whether or not. The speed stage switch 15 is provided at the front end of the forward / reverse selector switch 14. Further, an accelerator pedal 13 and left and right brake pedals 26 are provided in front of the driver's seat 21 and below the front panel 23.

The above-described side switch panel 22 is provided with the above-described main switch 18 for mode switching (see also FIG. 6). The main switch 18 is an alternate switch that can be switched to either the P position that indicates the P mode or the E position that indicates the E mode. The work machine operating device 20 is located in front of the side console panel 22, and includes the bucket operating lever 12 for instructing the operation of the bucket cylinder 124, the arm operating lever 11 for instructing the operation of the arm cylinder 123, and the engine. The sub-switch 19 for switching the E mode / P mode having different upper limit values of the maximum rotation speed and the two kick-down switches 16 and 17 for forcibly shifting down the speed stage are included.

FIG. 7 is a schematic diagram showing the appearance of the work machine operating device 20 as viewed from the rear.

As shown in FIG. 7, the arm operation lever 11 is provided on the right side of the bucket operation lever 12 provided on the right side of the driver's seat 21. The above-described kick-down switches 16 and 17 are provided on the upper surface (top portion) and the left side surface (side surface on the driver's seat 21 side) of the grip 11a of the arm operation lever 11. On the other hand, the sub switch 19 for mode switching is provided on the left side surface (side surface on the driver's seat 21 side) of the grip 12a of the bucket operation lever 12. The sub switch 19 may be provided on the upper surface of the grip 12a instead of the left side of the grip 12a of the bucket operating lever 12 or in addition to the left side (that is, provided only on the upper surface (top) of the grip 12a. Alternatively, it may be provided on the upper surface and the left surface of the grip 12a like the kick-down switches 16 and 17. In addition, the arm operation lever 11 is provided with a detent mechanism 11b (schematically illustrated in FIG. 2) that maintains the posture at a position that instructs the arm raising operation.

As described above, the kick-down switches 16 and 17 and the sub switch 19 are push button type switches, but in this embodiment, both are alternate type push buttons. Therefore, when the vehicle is traveling at a speed stage other than the first speed (when there is a lower speed stage), every time one of the kick-down switches 16 and 17 is operated once, it responds to the operation signal. Then, a downshift signal is output from the controller 136 to the transmission control unit 138, and the gear is shifted down to a low speed step by step. When the kickdown switch 16 or 17 is operated in the first step, the speed step selected by the speed step switch 15 is selected. Return to. However, when the first speed is selected by the speed stage switch 15, the speed stage does not shift from the first speed regardless of whether or not the kick down switches 16 and 17 are operated. The operation of the sub switch 19 is accepted by the controller 136 only when the E mode is selected by the main switch 18. That is, when the P mode is selected by the main switch 18, the traveling mode is fixed to the P mode, and even if the sub switch 19 is operated, a traveling mode switching signal is output from the controller 136 to the engine control unit 137. No, the driving mode does not switch to the E mode. At this time, the maximum rotational speed of the engine 131 is not limited, the driving force can be increased within the range of the capacity, and the maximum vehicle speed can be increased. On the other hand, when the E mode is selected by the main switch 18, when the sub switch 19 is pressed during traveling, a mode switching signal is output from the controller 136 to the engine control unit 137, and the traveling mode is switched to the P mode. When the sub switch 19 is pressed again, the mode returns to the E mode. In the E mode, the maximum rotational speed of the engine 131 is limited to the low speed side, the original maximum driving force and the maximum vehicle speed are suppressed, and fuel efficiency is improved. Thereafter, each time the sub switch 19 is operated once with the main switch 18 in the E position, the traveling mode is repeatedly switched to the P mode, the E mode, the P mode,.

Next, an example of typical excavation operation by the wheel loader having the above configuration will be described.

FIG. 8 is a schematic view showing the state of scooping work of the excavated material when the excavated material such as earth or sand or gravel is loaded on a dump truck or the like by the wheel loader 100.

As shown in FIG. 8, when scooping up an excavation object, typically, first, (A) it advances toward the mountain P of the excavation object (hereinafter simply referred to as “mountain P”), for example, at about two speed stages. Then approach the mountain P. At that time, the main switch 18 is set to the E position, and the E mode is selected as the travel mode. Subsequently, (B) the arm operation lever 11 and the bucket operation lever 12 are operated to lower the arm 121 so that the opening of the bucket 122 is directed forward, and the kick down switch 16 or 17 is pressed immediately before entering the mountain P. Kick down from 2nd to 1st. The reason for kicking down to the first speed is that a large driving force is required to load the work to be excavated into the bucket 122.

After entering the mountain P, next, (C) the arm raising operation is held using the detent mechanism 11b of the arm operating lever 11. As a result, the arm 121 continues to be raised even when the operator releases his hand from the arm operation lever 11. Further, during the arm raising operation, the bucket operating lever 12 is operated to cause the bucket 122 to perform a cloud operation, thereby scooping up the work to be excavated into the bucket 122. When scooping up this work, the driving force (traction force) is adjusted by depressing the accelerator pedal 13. At this time, it may be better not to increase the driving force more than necessary depending on the nature of the excavated object and the condition of the road surface, and a larger driving force may be required. The person switches the E mode and the P mode in a timely manner according to the situation judgment, and scoops the work to be excavated into the bucket 122 while avoiding the road surface from being drowned by the slip. When the work is loaded in the bucket 122 in this way, the operator operates the (D) forward / reverse selector switch 14 to switch the traveling direction backward to move backward from the mountain P, and again switches the traveling direction to the front to dump. It moves to the vicinity of a truck (not shown) and operates the arm operation lever 11 and the bucket operation lever 12 to put the work to be excavated into the loading platform of the dump truck.

Whether the E mode or the P mode is selected as the driving mode is determined based on the display signal output from the controller 136 based on the operation signals from the main switch 18 and the sub switch 19. Displayed on the unit 25.

According to this embodiment, the following operational effects can be achieved.

(1) Improvement in operability When a large travel driving force is temporarily required as described above, the travel mode is switched to the P mode when the sub switch 19 is pressed. Since it is not necessary to release the hand 20 and switch the main switch 18 of the side console panel 22 to the P mode, good workability can be ensured. In addition, since the travel mode can be immediately switched to the P mode regardless of the speed stage by pressing the sub switch 19, for example, when traveling uphill at a second speed, the travel driving force is temporarily increased. Also useful. Further, after the travel mode is switched to the P mode by operating the sub switch 19, the travel mode can be returned to the E mode by operating the sub switch 19 again. Therefore, the driving mode can be arbitrarily switched according to the preference of the operator while the main switch 18 is operated in the E mode, and the mode switching operation can be quickly and easily performed to flexibly control the driving force. Can do.

Here, in general, the arm operation lever 11 tends to vary depending on the situation and the preference of the operator, whether the hand grips the grip 11a firmly, puts it lightly, or grips from above or from the side. Therefore, in this embodiment, the bucket operation lever 12 is arranged on the left side close to the operator, the arm operation lever 11 is arranged on the right side far from the operator, and the kick-down switches 16 and 17 for forcibly shifting down the speed stage are provided on the arm. The operation lever 11 is provided at two locations on the upper surface and the left side surface of the grip 11a (that is, the side surface close to the driver's seat 21) so that the kick down switch 16 or 17 can be used for the kick down operation. Therefore, when gripping the grip 11a from above, the kick-down switch 17 disposed on the left side of the grip 11a is easy to operate with the right thumb coming to the left of the grip 11a, and when the grip 11a is gripped from the side (right side). The kick-down switch 16 provided on the upper surface of the grip 11a is easy to operate with the right thumb. As described above, by providing the two kick-down switches 16 and 17 on the upper surface and the left side surface of the grip 11a of the arm operation lever 11, a shift-down operation can be easily performed regardless of how the grip 11a is gripped.

Further, when scooping up the work to be excavated with the bucket 122, it is necessary to perform the operations of bucket cloud, ascending of the arm, and forward movement of the aircraft in parallel. However, when the detent mechanism 11b of the arm operating lever 11 is used for the ascending operation of the arm. Therefore, the operator tends to operate the bucket operation lever 12 by releasing the hand from the arm operation lever 11 and grasping the grip 12a from above. During the operation of the bucket operation lever 12, a large driving force can be required in a timely manner depending on the situation. Even in such a case, the mode switch sub switch 19 is provided on the bucket operation lever 12 being operated. Therefore, the sub switch 19 can be operated with the bucket operation lever 12 held, and it is not necessary to release the hand from the work implement operation device 20 or change the operation lever to switch the traveling mode. In addition, since the sub switch 19 is provided on the left side surface of the grip 12a, it is easy to switch the driving mode with the thumb of the right hand placed on the grip 12a.

In this way, the kickdown switches 16 and 17 and the travel mode switching sub switch 19 are distributed to the arm operation lever 11 and the bucket operation lever 12 in consideration of the actual situation of the excavation work of the work to be excavated. By optimizing the operability, the operability can be further improved. Further, by distributing the kick down switches 16 and 17 and the travel mode switching sub switch 19 to the arm operating lever 11 and the bucket operating lever 12, it is possible to make it difficult to mistake the kick down operation and the traveling mode switching operation. Can also be suppressed.

As described above, according to this embodiment, operability can be further improved.

In addition, even when the work machine operating device 20 is not operated during traveling other than such excavation work, for example, when traveling uphill, there is a case where it is desired to temporarily increase the driving force. However, since the mode switching sub-switch 19 is provided on the bucket operation lever 12 close to the operator, the traveling mode switching operation is easy. This is also useful for ensuring good operability.

(2) The effect of the alternate type switch By using the alternate type switch as the kick down switches 16 and 17 and the sub switch 19 for mode switching, each switch 16, 17 and 19 can independently set the speed stage and the running mode. Since it can be selected, the installation space for each means of the kick-down operation and the switching operation of the traveling mode can be suppressed, and the installation space for the grips 11a and 12a of the arm operation lever 11 and the bucket operation lever 12 can be reduced. The switches 16, 17, 19 can be suitably arranged. The fact that the switches 16, 17, and 19 can be arranged on the grips 11a and 12a greatly contributes to the realization of the above high operability. Since these switches 16, 17, and 19 are alternate types, for example, a plurality of kick-down switches are provided to directly select each speed stage, or two sub-switches for E mode and P mode selection are provided. Compared with the case where it is provided, since the travel mode and the speed stage can be arbitrarily set with one switch, the operation is also easy.

(3) Ensuring discriminability of the driving mode Since the selected driving mode is displayed on the display unit 25 of the monitor panel 24 as needed, the operator can appropriately display the display unit even if the sub-switch 19 frequently switches the driving mode. 25, the driving mode can be confirmed. As a result, the operator can easily set the travel mode according to his / her intention by performing the operation while confirming the travel mode as appropriate. For example, when the travel mode is the P mode, the E mode is selected. When the accelerator pedal 13 is stepped on by misunderstanding that the vehicle is misunderstood, it is possible to suppress an erroneous operation such as the traveling driving force increasing against the operator's will and hitting the road surface.

In the embodiment exemplified above, the case where the sub switch 19 for switching the traveling mode is provided only on the left side surface of the grip 12a of the bucket operation lever 12 has been described as an example. However, the embodiment is not limited thereto. One sub switch 19 may be provided only on the upper surface of the grip 12a, or one (two) on the upper surface and the left side surface. Assuming that the grip 12a of the bucket operation lever 12 is gripped from the side, if the sub switch 19 for mode switching is located above the grip 12a of the bucket operation lever 12, it is easy to push with the right thumb. In addition, if the gripping method of the bucket operation lever 12 varies depending on the operator, it is useful if the sub switch 19 is on both the upper surface and the left surface of the grip 12a of the bucket operation lever 12.

In addition, although the case where an alternate type switch is adopted as the sub switch 19 is illustrated, the sub switch 19 is assumed to be an operation for switching the driving mode temporarily and for a short time. It can also be considered as a type switch. When the momentary switch is employed, when the sub switch 19 is pressed while the E mode is selected by the main switch 18, a mode switching signal is output from the controller 136 to the engine control unit 137 in accordance with the operation signal. The traveling mode is switched to the P mode only while the sub switch 19 is pressed, and the traveling mode returns to the E mode when the pressing of the sub switch 19 is stopped.

Further, the control signal output from the controller 136 to the engine control unit 137 does not limit the maximum rotation speed of the engine 131 when the P mode is selected, and the engine 131 when the E mode is selected. Although the maximum rotation speed is limited to the low speed side, it is only necessary to shift the maximum engine rotation speed in the P mode to a higher speed side than that in the E mode, so the maximum engine rotation speed is unlimited in the P mode. There is no need. Moreover, although the case where there are two driving modes, the E mode and the P mode, is illustrated, three or more driving modes having different upper limits of the engine maximum rotation speed may be prepared. In this case, each time the sub switch 19 is operated once, the traveling mode is switched in order so that the speed stage is changed by one stage every time the kick down switch 16 or 17 is operated once. preferable.

Further, although the torque converter speed ratio e is detected by the rotation speed detectors 145 and 146, the speed ratio detection means may have any configuration. The rotation of the engine 131 is transmitted to the front wheels 113 and the rear wheels 114 via the torque converter 132, the transmission 133, the propeller shaft 141, and the axle 142. However, any configuration of the traveling drive force transmission mechanism may be used.

Further, not only the kick-down switches 16 and 17 but also the sub switch 19 which is a mode switching switch as described above can be installed at two places on the upper surface of the grip of the operation lever and the side surface on the driver's seat 21 side. Similar to the downshifting operation by the kickdown switches 16 and 17, the shifting operation by the sub switch 19 is also common as an operation related to the traction force. If the sub switch 19 is installed at two positions of the grip, the earth and sand can be changed depending on the operator and the situation. This can contribute to improved operability during scooping.

Furthermore, although the case where the arm operating lever 11 and the bucket operating lever 12 are provided on the right side of the driver's seat 21 has been described as an example, the arm operating lever 11 and the bucket operating lever 12 may be provided on the left side of the driver's seat 21. Further, the bucket operation lever 12 is preferably disposed on the driver seat 21 side of the arm operation lever 11, but the arm operation lever 12 may be provided on the driver seat side.

At this time, the kick-down switches 16 and 17 and the sub switch 19 which are arranged on the side surface of the grip 11a of the arm operation lever 11 or the side surface of the grip 12a of the bucket operation lever 12 are as described above when the grip is gripped from above. Therefore, the grips 11a and 12a are arranged on the side surface of the driver's seat 21 side. Therefore, when the arm operation lever 11 and the bucket operation lever 12 are provided on the left side of the driver's seat 21, the kick down switches 16 and 17 are disposed on the upper surface and the right side surface of the grip 11 a of the arm operation lever 11. Similarly, when the sub switch 19 is provided on the side surface of the grip 12a of the bucket operation lever 12 disposed on the left side of the driver seat 21, the sub switch 19 is disposed on the side surface of the grip 12a on the driver seat 21 side, that is, the right side surface. .

11 Arm operation lever 11a Grip 11b Detent mechanism 12 Bucket operation lever 12a Grip 16, 17 Kick down switch 19 Sub switch (mode switch)
20 Work implement operating device 21 Driver's seat 25 Display section (display means)
DESCRIPTION OF SYMBOLS 100 Wheel loader 110 Car body 113 Front wheel 114 Rear wheel 120 Working machine 121 Arm 122 Bucket 123 Arm cylinder 124 Bucket cylinder

Claims (6)

A vehicle body having wheels;
A work machine attached to the front of this car body,
A work machine operating device for instructing the operation of the work machine;
The work machine operating device is
An operation lever for instructing the operation of the working machine provided on the side of the driver's seat;
A wheel loader comprising two switches for performing an operation related to a traction force provided on an upper surface of a grip of the operation lever and a side surface on the driver's seat side. The wheel loader of claim 1,
The working machine has an arm and a bucket, and an arm cylinder and a bucket cylinder that drive the arm and the bucket,
The work implement operating device is
An arm operating lever for operating instructions of the arm cylinder, the operating lever;
A bucket operation lever for instructing the operation of the bucket cylinder, provided on the driver's seat side of the arm operation lever;
The two switches provided on the upper surface of the grip of the arm operation lever and the side surface on the driver's seat side, the two kick-down switches for forcibly shifting down the speed stage;
A wheel loader comprising: a mode changeover switch that is provided on a side surface of the bucket operation lever grip on the driver's seat side and that switches a plurality of traveling modes having different upper limit values of the maximum engine speed. The wheel loader according to claim 2,
The wheel loader, wherein the mode changeover switch is provided on an upper surface of the grip instead of or in addition to the driver side surface of the grip of the bucket operation lever. 4. The wheel loader according to claim 2, wherein the mode changeover switch is a push button, and indicates a single changeover of a plurality of travel modes having different upper limits of the engine maximum rotation speed. 5. The wheel loader according to claim 2, further comprising display means for displaying a traveling mode selected by the mode changeover switch. 6. The wheel loader according to claim 2, further comprising a detent mechanism for maintaining the posture of the arm operation lever at a position instructing an arm raising operation.

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