CN110654233A - Working vehicle - Google Patents

Abstract

The invention provides a work vehicle, which can easily execute gear shifting operation no matter who the operator is. The work vehicle is provided with: a running vehicle body; a transmission device that transmits a driving force from an engine to a traveling wheel after shifting the speed; the 1 st operating member; and a 2 nd operating element, wherein the working vehicle is configured to change an output rotation speed of the transmission device by operating one of the 1 st operating element and the 2 nd operating element to adjust a vehicle speed, and is configured to change a rotation speed of the engine by operating the other of the 1 st operating element and the 2 nd operating element to adjust a throttle, and the working vehicle is configured such that a vehicle speed adjusting function for performing vehicle speed adjustment and a throttle adjusting function for performing throttle adjustment assigned to each operating element can be interchanged.

Description

Working vehicle

Technical Field

The present invention relates to a work vehicle.

Background

Conventionally, as a work vehicle, for example, there is a work vehicle provided with: a hydraulic stepless transmission device for performing stepless speed change on the power of the engine; a 1 st operating element that operates the hydraulic continuously variable transmission to move the machine body forward, stop, and backward, and to change the vehicle speed; and a 2 nd operation element for changing only the engine speed. (for example, patent document 1). Further, in patent document 1, the 1 st operating element is a lever provided in the vicinity of the steering wheel, and the 2 nd operating element is a pedal provided under the foot of the operating seat, but the 1 st operating element may be a pedal and the 2 nd operating element may be a lever in the opposite manner.

Patent document 1: japanese patent laid-open publication No. 2011-

However, whether the 1 st operating element is a lever or a pedal, or whether the 2 nd operating element is a pedal or a lever, when the operator desires to change the vehicle speed, for example, the operating element to be operated is limited to either the lever or the pedal. Therefore, the work vehicle is caused to be: the shift operation is difficult for an operator who is usually used to another operation.

Disclosure of Invention

The present invention has been made in view of the above problems, and an object thereof is to provide a work vehicle capable of easily performing a gear shift operation regardless of an operator.

In order to solve the above problems and achieve the object, a work vehicle 1 according to claim 1 includes: a running vehicle body 2; a transmission device 16 that transmits the driving force from the engine 10 to the running wheels 4 after shifting; the 1 st operating member; and a 2 nd operating element, wherein the working vehicle is configured to change the output rotation speed of the transmission device 16 to adjust the vehicle speed by operating one of the 1 st operating element and the 2 nd operating element, and to change the rotation speed of the engine 10 to adjust the throttle by operating the other of the 1 st operating element and the 2 nd operating element, and wherein a vehicle speed adjusting function for performing the vehicle speed adjustment and a throttle adjusting function for performing the throttle adjustment assigned to each operating element are interchangeable.

The work vehicle 1 according to claim 2 is characterized in that, in claim 1, the work vehicle includes a 1 st travel mode M1 in which a vehicle speed adjustment function and a throttle adjustment function assigned to each operation element are fixed, in addition to a 2 nd travel mode M2 in which the vehicle speed adjustment function and the throttle adjustment function assigned to each operation element are interchanged.

The work vehicle 1 according to claim 3 is characterized in that in claim 1 or 2, the operation lever 81 as the 1 st operation element is provided, and the step plate 29 as the 2 nd operation element is provided under the foot of the driver.

The work vehicle 1 according to claim 4 is characterized in that, in claim 3, the operation lever 81 has a function of selecting a forward direction and a backward direction, and the work vehicle is configured such that the forward direction and the backward direction can be selected by the operation lever 81 in a state where the vehicle speed adjustment function is assigned to the step plate 29, and the forward direction and the backward direction can be selected by the operation lever 81 in a state where the vehicle speed adjustment function is assigned to the operation lever 81.

The work vehicle 1 according to claim 5 is characterized in that, in claim 3 or 4, the operation lever 81 is configured such that the operation lever 81 is held at a position where the operation force is released when the operation force is released, the step plate 29 is configured such that the step plate 29 returns to a position where the operation force is not applied when the operation force is released, and the work vehicle is configured such that the vehicle speed adjustment function is assigned to the operation lever 81 and the throttle adjustment function is assigned to the step plate 29 when the 1 st travel mode M1 is selected.

According to the work vehicle recited in claim 1, since the operator can select the operation member for performing the vehicle speed adjustment according to his or her preference, the operator can smoothly perform the shift operation.

According to the work vehicle recited in claim 2, in addition to the effect of the invention recited in claim 1, since the operator can select the operation member for performing the vehicle speed adjustment according to his or her preference, anybody can smoothly perform the shift operation. In addition, the mode switching operation can be easily performed.

According to the work vehicle recited in claim 3, in addition to the effect of the invention recited in claim 1 or 2, the vehicle speed changing operation using the foot pedal or the operation lever can be performed more smoothly. In addition, anybody can smoothly perform the shift operation.

According to the work vehicle described in claim 4, in addition to the effect of the invention described in claim 3, by configuring such that the forward direction and the backward direction can be selected by the operation lever when the vehicle speed adjustment function is assigned to the foot pedal, even if the vehicle speed adjustment function is assigned to the operation lever, the forward direction and the backward direction can be selected by the operation lever, whereby anyone can smoothly operate the work vehicle.

According to the work vehicle recited in claim 5, in addition to the effect of the invention recited in claim 3 or 4, when the 1 st travel mode is selected, the vehicle speed adjustment function is assigned to the control lever and the throttle adjustment function is assigned to the foot pedal, whereby, for example, even if the traveling vehicle body vibrates, the vehicle speed changing operation can be performed more smoothly than the pedal operation that is easily affected by the vibration.

Drawings

Fig. 1 is a side view of a seedling transplanter of an embodiment.

FIG. 2 is an enlarged side view of the operating part of the seedling transplanter.

Fig. 3 is an explanatory diagram of the hydraulic continuously variable transmission.

Fig. 4 is a functional block diagram centered on a controller.

Fig. 5 is an explanatory diagram showing the contents of the 1 st travel mode and the 2 nd travel mode stored in the storage unit included in the controller.

Fig. 6 is an explanatory view showing an operation system for changing the speed of the seedling transplanter according to the embodiment.

Fig. 7A is an explanatory diagram showing an example of the arrangement of the foot pedal that can change the vehicle speed in front.

Fig. 7B is an explanatory diagram showing an example of the arrangement of the foot pedal that can be changed in vehicle speed in side view.

Fig. 8A is an explanatory diagram showing an example of the arrangement of the foot pedal that can change the vehicle speed in front.

Fig. 8B is an explanatory diagram showing an example of the arrangement of the foot pedal that can be changed in vehicle speed in side view.

Description of the reference symbols

1: seedling transplanter (working vehicle);

2: a running vehicle body;

4: a running wheel;

10: an engine;

16: HST (hydraulic continuously variable transmission);

29: the 2 nd operating member (foot pedal);

81: the 1 st operating member (operating lever);

91: exchanging a switch;

92: a mode changeover switch;

150: a controller (control device);

m1: a 1 st travel mode;

m2: and 2 nd running mode.

Detailed Description

Hereinafter, a working vehicle according to an embodiment of the present invention will be described in detail as a riding type seedling transplanter with reference to the drawings. The constituent elements in the following embodiments include those within a so-called equivalent range that can be replaced easily by those skilled in the art or are substantially equivalent. The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

Fig. 1 is a side view of a seedling transplanter according to an embodiment, and fig. 2 is an enlarged side view of a manipulating part of the seedling transplanter. In the following description, the reference of the front-back and left-right directions of the seedling transplanter 1 in fig. 1 is based on the traveling direction of the traveling vehicle body 2 as viewed from the operating seat 28 on which the operator can sit. Hereinafter, the seedling transplanter 1 may be referred to as a living body.

The traveling vehicle body 2 can connect a working device that works in a field to the rear, and here, a seedling planting unit 50 as a working device is attached so as to be able to be lifted by a seedling planting unit lifting mechanism 40 as a lifting device. The traveling vehicle body 2 has a pair of left and right front wheels 4 and a pair of left and right rear wheels 5 as traveling wheels, and includes: a control unit 30 provided with a handle 32 as a steering wheel; and a manipulation seat 28 provided at a position facing the manipulation unit 30. The seedling transplanter 1 of the present embodiment is a four-wheel drive vehicle in which both front and rear wheels 4 and 5 serve as drive wheels, and can travel in a field or on a road in a field or the like. Hereinafter, the front wheels 4 and the rear wheels 5 may be collectively referred to as running wheels 4 and 5 or driving wheels.

The traveling vehicle body 2 further includes: a main frame 7 disposed substantially at the center of the vehicle body; an engine 10 as a prime mover mounted on the main frame 7; and a power transmission device 15 that transmits the power of the engine 10 to the drive wheels (front and rear wheels 4, 5) and the seedling planting section 50.

The power transmission device 15 includes: a so-called hydraulic continuously variable Transmission device 16 called HST (Hydro Static Transmission: hydrostatic continuously variable Transmission); and a belt type power transmission mechanism 17 that transmits power from the engine 10 to the hydraulic continuously variable transmission device 16. The hydraulic continuously variable transmission 16 is a transmission that changes the speed of the power input from the engine 10 and outputs the power. Hereinafter, the hydraulic continuously variable transmission device 16 will be referred to as HST 16.

In the seedling transplanter 1, an internal combustion engine such as a diesel engine or a gasoline engine is used as the engine 10 as a power source, and the generated power is used not only to advance and retract the traveling vehicle body 2 but also to drive the seedling planting unit 50.

The engine 10 is disposed substantially at the center in the lateral direction of the traveling vehicle body 2 in a state of protruding upward from a floor step 26 on which an operator places his feet when riding in the vehicle. The floor steps 26 are installed to extend between the front portion of the traveling vehicle body 2 and the rear portion of the engine 10 on the main frame 7, and a part thereof is formed in a grid shape, whereby soil stuck to shoes can be dropped into a field. Further, a rear step 27 serving also as a fender for the rear wheel 5 is provided behind the floor step 26. The rear step 27 has an inclined surface inclined in an upward direction as it goes rearward, and the rear step 27 is disposed on each of the left and right sides of the engine 10.

The engine 10 protrudes upward from the floor steps 26 and the rear step 27, and a hood 11 covering the engine 10 is disposed at a portion protruding from the steps. The engine cover 11 covers the engine 10 in a state of protruding upward from the floor step 26 and the rear step 27.

Further, a manipulation seat 28, on which an operator sits, provided in the traveling vehicle body 2 is provided at an upper portion of the engine hood 11. The above-described control portion 30 disposed in front of the control seat 28 is disposed in a front center portion of the traveling vehicle body 2 in a state of protruding upward from the floor surface of the floor step 26, and separates the front portion of the floor step 26 into left and right sides.

An openable and closable front cover 31 is provided in a front portion of the steering unit 30, and an intermediate mascot 350 as a travel sign is attached to a center position of a front end of the front cover 31. Further, the meter panel 33 is disposed on the steering column 315.

The seedling transplanter 1 of the present embodiment includes, as travel operation members used during travel, a lever-type 1 st operation element that stops at a position corresponding to an operation force even when the operation force becomes zero and a pedal-type 2 nd operation element that returns to an initial position when the operation force becomes zero, in a travel vehicle body 2.

That is, although described in detail later, the traveling vehicle body 2 has, as the traveling modes, the 1 st traveling mode M1 and the 2 nd traveling mode M2 (see fig. 5) that can be selectively switched by the operation of the mode changeover switch 92.

In the 1 st traveling mode M1, the vehicle speed is adjusted by changing the output of the HST16 and the rotation speed of the engine 10 by operating either the 1 st operating element or the 2 nd operating element, and the throttle valve adjustment is performed by changing only the rotation speed of the engine 10 by operating the other of the 1 st operating element and the 2 nd operating element. In the 2 nd traveling mode M2, the vehicle speed is adjusted by operation of either the 1 st operating element or the 2 nd operating element.

The traveling vehicle body 2 is provided with a change-over switch 91, and when the 2 nd traveling mode M2 is selected by the operation of the mode changing switch 92, the change-over switch 91 selects either the 1 st operating element or the 2 nd operating element as the operating element for performing the vehicle speed adjustment.

Here, referring to fig. 2, the configuration of the operation unit 30 will be described, including the specific arrangement of the 1 st operation element, the 2 nd operation element, the mode switching switch 92, and the changeover switch 91.

As shown in fig. 2, a steering column 315 is provided at an upper portion of the steering unit 30, a handle 32 and a meter panel 33 that can be steered by an operator are provided at the steering column 315, and an operation lever 81 and a 2 nd operation lever 82 are provided across the steering column 315. The operation lever 81 is a 1 st operation member that can be operated forward and backward, and is provided on the right side of the steering column 315 so as to be close to the handlebar 32. The 2 nd operation lever 82 is provided at a position opposite to the operation lever 81.

The operation lever 81 is a 1 st operation element that is provided as a position that stops even when the operation force becomes zero and is capable of switching between forward and reverse movement of the traveling vehicle body 2 and traveling output. The 2 nd operating lever 82 functions as a sub-travel operating member, i.e., a sub-shift lever, as follows: a travel mode for defining the travel speed of a traveling vehicle body 2 is switched between a low speed mode and a high speed mode according to the travel location.

Further, a foot pedal 29 as a 2 nd operating member is provided at a lower portion of the operating portion 30, and the foot pedal 29 is returned to an initial position when the operating force becomes zero. Although not shown in fig. 1 and 2, a brake pedal 39 is provided in addition to the foot pedal 29 at the lower portion of the operating unit 30 (see fig. 7A and 8A).

Further, a mode changeover switch 92 is disposed at an upper position of the steering column 315, and an exchange switch 91 is disposed at a lower position of the steering column 315. In this way, the mode switching switch 92 and the changeover switch 91 are provided in the vicinity of the manipulation seat 28, and can be easily operated by the operator.

As will be described in detail later, when the mode selector switch 92 is operated to select the 1 st travel mode, the controller 150 (see fig. 4) adjusts the vehicle speed by operating the control lever 81, and causes the pedal 29 to perform throttle adjustment for changing only the rotation speed of the engine 10. That is, in the 1 st traveling mode M1, the operation lever 81 functions as a conventional so-called main shift lever, and the foot pedal 29 functions as a pedal for adjusting only the rotation speed of the engine 10.

At this time, it is preferable that the responsiveness of the foot pedal 29 can be freely set. For example, a dial-type responsiveness setting switch may be provided, and the rotation speed of engine 10 may be easily set by a dial operation to what degree the amount of stepping is to be changed according to the preference of the operator.

On the other hand, when the mode selector switch 92 is operated to select the 2 nd travel mode M2, the operator operates the changeover switch 91 to select whether the vehicle speed is adjusted by the operating lever 81 or the foot pedal 29.

Because the pedal 29 has the following structure: when the 2 nd travel mode M2 is selected and the foot pedal 29 is selected as an operation member for adjusting the vehicle speed, the foot pedal 29 is returned to the neutral position when the depressing force is released, and therefore a vehicle speed maintaining switch 93 for maintaining the vehicle speed is provided on the handle of the operation lever 81.

The vehicle speed maintaining switch 93 can keep the opening degree of the trunnion 167 connected to the HST16 constant, and when the pedal 29 is depressed to a predetermined position and the vehicle speed maintaining switch 93 is turned on, the vehicle speed is maintained even if the operating force is released from the pedal 29. In this case, whether the traveling vehicle body 2 is to be caused to travel forward or backward is determined by the controller 150 depending on whether the position of the operating lever 81 is on the forward side or the backward side with respect to the neutral position.

In addition, if the foot pedal 29 is depressed again after the vehicle speed maintaining switch 93 is depressed, the vehicle speed corresponding to the newly depressed position may be maintained. It is preferable that the maintained vehicle speeds be sequentially stored in a storage unit 150b (see fig. 4) provided in the controller 150.

Further, if the operation lever 81 is moved after the vehicle speed maintaining switch 93 is pressed, the controller 150 can cancel the vehicle speed maintaining and can also execute the control of stopping the machine body. For example, a seating sensor may be provided in the operating seat 28, and the controller 150 may control the machine body to stop if the seating sensor detects that the operator is out of the seat after the vehicle speed maintaining switch 93 is pressed. The vehicle speed maintenance may be released by operating the brake pedal 39, and may be, for example: the vehicle speed is released when a ridge clutch, not shown, is operated.

When a seating sensor is provided, the controller 150 may control the following: as long as the operator is not seated, the on operation of the various switches is not accepted.

Fig. 3 is an explanatory diagram of an HST (hydraulic continuously variable transmission) 16 whose output is changed by the operation of the operation lever 81 or the foot pedal 29. The HST16 is a hydrostatic continuously variable transmission, and as shown in fig. 3, generates hydraulic pressure by driving a hydraulic pump 161 with power from the engine 10, and converts the hydraulic pressure into mechanical force (rotational force) by a hydraulic motor 162 to output the mechanical force.

For example, in the 1 st traveling mode M1, when the control lever 81 functioning as the aforementioned main shift lever is operated, the pivot angle of the trunnion 167 of the HST16 is changed by the trunnion actuator 166 such as a motor or a hydraulic cylinder. In this way, the output of the HST16 can be changed in a stepless state by changing the inclination angle of the swash plate 168 by the operation of the operating lever 81.

Pressure oil corresponding to the inclination angle of the swash plate 168 is supplied from the hydraulic circuit 163 to the hydraulic motor 162, and the output shaft 165 is driven by the hydraulic motor 162 to change the rotation speed of the running wheels 4 and 5. In fig. 3, reference numeral 80 denotes an input shaft of HST16, which is coupled to an output shaft 10a of the engine 10 via a main clutch 10 b.

In this way, the HST16 converts the power generated by the engine 10 into the force for running the traveling vehicle body 2, and if the 1 st traveling mode M1 is adopted, the operator can change the output and output direction of the HST16 by operating the operation lever 81 and operate the forward/reverse movement and the traveling speed of the traveling vehicle body 2, and if the 2 nd traveling mode M2 is adopted, the operator can perform the change and operation by operating the foot pedal 29. As shown in fig. 1, the HST16 is disposed forward of the engine 10 and below the floor of the floor step 26.

As shown in fig. 1, the belt-type power transmission mechanism 17 that transmits power from the engine 10 to the HST16 includes: a pulley 17a attached to an output shaft 10a (see fig. 3) of the engine 10; a pulley 17b attached to an input shaft 80 (see fig. 3) of the HST 16; a belt 17c wound around the pulleys 17a and 17 b; and a tension pulley (not shown) for adjusting the tension of the belt 17 c. Thereby, the belt type power transmission mechanism 17 can transmit the power generated by the engine 10 to the HST16 through the belt 17 c.

As shown in fig. 1, the power transmission device 15 provided with the belt-type power transmission mechanism 17 further includes a transmission case 18. The transmission case 18 is a transmission device that transmits the driving force from the engine 10 to various parts. That is, the driving force from the engine 10 is transmitted to the HST16 through the belt power transmission mechanism 17, and the power after the gear shift by the HST16 is transmitted to the transmission case 18.

A sub-transmission mechanism (not shown) that switches the running mode of the running vehicle body 2 during on-road running in a high-speed mode or during insertion in a low-speed mode is provided in the transmission case 18 and attached to the front portion of the main frame 7. The 2 nd operating lever 82 described above functions as a sub-shift lever to operate a sub-shift mechanism in the transmission case 18, thereby enabling switching of the running mode of the running vehicle body 2.

The transmission case 18 can change the speed of the output from the engine 10 and distribute the power for traveling to the front wheels 4 and the rear wheels 5 and the power for driving the seedling planting unit 50 to output the power.

Among them, the power for traveling can be partially transmitted to the front wheels 4 via the left and right front wheel final gearboxes 13, and the remaining power can be transmitted to the rear wheels 5 via the left and right rear wheel gearboxes 22. On the other hand, the driving power output from the transmission case 18 is transmitted to the transplanting clutch 500 provided at the rear portion of the traveling vehicle body 2, and is transmitted to the seedling transplanting portion 50 through a transplanting transmission shaft (not shown) when the transplanting clutch 500 is engaged. The insertion clutch 500 is operated by an insertion clutch motor 510 (see fig. 4) connected to the controller 150 described later in detail.

The left and right front wheel final gearboxes 13 are disposed on the left and right sides of the transmission case 18, respectively. The left and right front wheels 4 are coupled to left and right front wheel final gearboxes 13 via axles 131, and the front wheel final gearboxes 13 are driven in response to a steering operation of the handlebars 32, thereby steering the front wheels 4. Similarly, the rear wheels 5 are coupled to the left and right rear wheel gearboxes 22 via axles 220.

Now, the function of the seedling transplanter 1 of the present embodiment having the above-described configuration will be described with reference to fig. 4 to 6. Fig. 4 is a functional block diagram of the seedling transplanter 1 centering on the controller 150, and the seedling transplanter 1 of the present embodiment can control each part by electronic control. Fig. 5 is an explanatory diagram showing the contents of the 1 st travel mode M1 and the 2 nd travel mode M2 stored in the storage unit 150b of the controller 150, and fig. 6 is an explanatory diagram showing a vehicle speed change operation system of the seedling transplanter 1.

The seedling transplanter 1 includes a controller 150 as a control device for controlling each part. The controller 150 includes: a control Unit 150a having a Processing Unit including a CPU (Central Processing Unit) and the like; a storage unit 150b having a ROM (Read Only Memory), a RAM (Random access Memory), and the like; and an input/output unit (not shown) connected to each other and capable of transmitting signals to each other. The storage unit 150b stores a travel control program corresponding to the 1 st travel mode M1 and the 2 nd travel mode M2, a work unit control program for controlling the seedling planting unit 50, and the like, and a computer program for controlling the seedling transplanter 1.

As shown in fig. 5, the storage unit 150b stores two travel modes, i.e., the 1 st travel mode M1 and the 2 nd travel mode M2.

In the 1 st traveling mode M1, the vehicle speed is adjusted by changing the output of the HST16 and the rotation speed of the engine 10 by operating one of the control lever 81 and the foot pedal 29, and the throttle valve adjustment is performed by changing only the rotation speed of the engine 10 by operating the other.

In the present embodiment, when the 1 st running mode M1 is selected, the controller 150 (control unit 150a) allocates the vehicle speed adjustment to the operating lever 81 and the throttle adjustment to the foot pedal 29 regardless of the operation of the change-over switch 91. That is, when the operation lever 81 is operated, the control unit 150a drives the throttle motor 100 and the trunnion actuator 166 (see fig. 4) to adjust the vehicle speed. On the other hand, when foot pedal 29 is operated, only throttle motor 100 is driven, and the rotation speed of engine 10 is changed in accordance with the amount of depression of foot pedal 29 while the vehicle speed is kept constant.

The 2 nd traveling mode M2 is a mode in which the vehicle speed is adjusted by operating either the operating lever 81 or the foot pedal 29, and when the mode switching switch 92 is operated to switch to the 2 nd traveling mode M2, the controller 150a of the controller 150 executes the following notification by a notification device (not shown) such as a lamp or a buzzer provided in the controller 30: one of the operation lever 81 and the foot pedal 29 is urged to be selected as an operation member for adjusting the vehicle speed. When the operator operates the change-over switch 91 to select one of the operation members, the control unit 150a assigns the operation of adjusting the vehicle speed to the selected operation member (one of the operation lever 81 and the foot pedal 29). Further, the notification urging the selection may not be performed.

At this time, when the foot pedal 29 is selected as an operation element for adjusting the vehicle speed, the control unit 150a determines whether to advance or retreat the traveling vehicle body 2 according to whether the position of the operation lever 81 is on the forward side or the backward side with respect to the neutral position. That is, the switching between forward and reverse is determined depending on the position of the operating lever 81 in both the 1 st running mode M1 and the 2 nd running mode M2.

For example, the controller 150 of the present embodiment is connected to a throttle motor 100 that adjusts the intake air amount of the engine 10 and a trunnion actuator 166 (see fig. 6) that changes the rotation angle of a trunnion 167 of the HST16 as actuators. Further, the controller 150 is connected to a brake motor 130 that operates a brake and an insertion clutch motor 510 that operates an insertion clutch 500.

The controller 150 is connected to a 1 st-lever potentiometer 810 and a 2 nd-lever potentiometer 820, a pedal potentiometer 840, a steering sensor 160, and other various sensors 190.

The 1 st lever potentiometer 810 can detect the operation position of the operation lever 81, and the 2 nd lever potentiometer 820 can detect the operation position of the 2 nd operation lever 82.

The pedal potentiometer 840 can detect the position of the pedal 29 when depressed.

The steering sensor 160 is attached to a steering shaft (not shown) connected to the handlebar 32, and is capable of detecting the steering angle of the front wheels 4.

The controller 150 is connected to a mode changeover switch 92, a change-over switch 91, and a vehicle speed maintaining switch 93 shown in fig. 2, and also connected to a multifunction switch 173 as the 3 rd switch.

The mode switch 92 is a switch for switching to either one of the 1 st running mode M1 and the 2 nd running mode M2 among the 2 running modes. The change-over switch 91 is a switch for selecting one of the operation lever 81 and the foot pedal 29 as an operation member for performing vehicle speed adjustment when the 2 nd travel mode M2 is selected.

The vehicle speed maintaining switch 93 is a switch for keeping the opening degree of the trunnion 167 connected to the HST16 constant when the 2 nd travel mode M2 is selected and the foot pedal 29 is selected as an operation member for adjusting the vehicle speed, and when the foot pedal 29 is depressed to a predetermined position and the vehicle speed maintaining switch 93 is turned on, the vehicle speed is maintained as it is even if the foot is moved away from the foot pedal 29 to release the operating force. Further, when the vehicle speed maintaining switch 93 is operated again after being operated, the vehicle speed maintenance may be cancelled. Alternatively, when the foot pedal 29 is operated again after the vehicle speed maintaining switch 93 is operated, the vehicle speed maintaining operation may be released, and the vehicle speed adjustment may be performed again by the foot pedal 29.

As shown in fig. 2, a multifunction switch 173 provided as the 3 rd switch is provided at a position below the handle 32 for steering the front wheel 4, and is provided at a position: the operator can operate the multifunction switch 173 upward with his or her fingers while bringing the palm into contact with the handle 32.

Here, the multifunction switch 173 is designed as a vehicle speed change switch, and when the multifunction switch 173 is operated, the opening degree of the trunnion 167 connected to the HST16 can be changed in multiple stages regardless of the 1 st travel mode M1 and the 2 nd travel mode M2. As a result, a stepwise target value can be set as compared with the case where the opening degree of the trunnion 167 is controlled steplessly, and the operation of adjusting the vehicle speed becomes easier for the operator.

When the vehicle speed is adjusted in multiple steps by the multifunction switch 173, the controller 150 may control the vehicle speed to correspond to the closest number of steps when the operation is performed, when the position of the trunnion 167 is at the halfway position. The number of operation stages of the multifunction switch 173 may be set according to the number of stages of the operation lever 81. In this case, it is preferable to set as follows: the shift range is a range in which an engine stall does not occur or an operator does not feel uncomfortable with the operation feeling.

Here, the arrangement of the foot pedal 29 will be described with reference to fig. 7A to 8B. Fig. 7A and 8A are explanatory views showing an example of the arrangement of the foot board 29 that can be changed in the vehicle speed in front, and fig. 7B and 8B are explanatory views showing an example of the arrangement of the foot board 29 in side view.

That is, in the above-described embodiment, the arrangement of the pedal plate 29 is not particularly limited, and may be, for example: when the travel mode is selected to the 1 st travel mode M1, the foot pedal 29 can be used as an auxiliary device for the operation lever 81.

That is, as shown in fig. 7A, the foot pedal 29 connected to the rotation shaft 29b via the connection portion 29a is disposed adjacent to the right side of the brake pedal 39. The axial center of the rotating shaft 29b of the foot pedal 29 and the axial center of the rotating shaft 39b of the brake pedal 39 are located at the same position. In fig. 7A, reference numeral 39a denotes a connection portion between the brake pedal 39 and the rotation shaft 39 b. As shown in fig. 7B, the initial position N1 of the foot pedal 29 is set to be above the initial position N2 of the brake pedal 39 so that the operating range P of the foot pedal 29 is greater than the operating range B of the brake pedal 39.

In this way, in the range P1 above the initial position N2 of the brake pedal 39, the foot pedal 29 can be used for throttle adjustment for changing only the rotation speed of the engine 10 as usual, and in the range P2 below the initial position N2 of the brake pedal 39, the output of the HST16 can be changed according to the amount of depression of the foot pedal 29, thereby adjusting the vehicle speed. With this configuration, it is possible to prevent the pedal 29 as an auxiliary device of the operation lever 81 from being erroneously operated.

In addition, an example of arrangement in which the foot pedal 29 can be used as an auxiliary device for the operation lever 81 may be arranged as shown in fig. 8A and 8B. That is, as shown in fig. 8A, the footrest 390 is disposed on the floor step 26 of the running vehicle body 2 so as to be adjacent to the left side of the appropriately disposed footrest 29. As shown in fig. 8B, the initial position N1 of the footrest 29 is set to be above the upper surface of the footrest 390.

In this way, in the range P1 above the upper surface of the footrest plate 390, the foot pedal 29 can be used for throttle adjustment for changing only the rotation speed of the engine 10 as usual, and in the range P2 below the upper surface of the footrest plate 390, the foot pedal 29 can be used for vehicle speed adjustment by changing the output of the HST16 in accordance with the amount of depression. With this configuration, it is possible to prevent the pedal 29 as an auxiliary device of the operation lever 81 from being erroneously operated.

When the foot pedal 29 is used as an auxiliary device of the operation lever 81, a multi-stage operation for adjusting the vehicle speed in multiple stages may be provided instead of the pseudo-stepless operation of the foot pedal 29. When the foot pedal 29 is used as an auxiliary device for the operation lever 81, for example, when the operation lever 81 is returned to the neutral position after the foot pedal 29 is operated as an auxiliary device, the vehicle speed adjustment can be returned to the operation by the operation lever 81.

In addition, as one of technical aspects in which the foot pedal 29 is used as an auxiliary device for the operation lever 81, the vehicle speed may be adjusted according to the stepping time, not according to the rotation angle of the rotation shaft 29b caused by stepping on the foot pedal 29. For example, the control can be performed as follows: the vehicle speed is changed by 10% per unit time from the start of depression of the foot pedal 29. The rotation shaft 29b may be disposed in the foot pedal 29, and a pressure sensor or the like may be provided to adjust the vehicle speed according to the magnitude of the pressing force.

In the above-described embodiment, the operation lever 81 is an example of an operation member that stops at a position corresponding to the operation force even when the operation force becomes zero, and in the 1 st travel mode M1, an operation member that performs vehicle speed adjustment is assigned to the operation lever 81. However, for example, in a case where the 1 st traveling mode M1 is selected and the foot pedal 29 is selected as an operation member for performing vehicle speed adjustment by the change-over switch 91, the control lever 81 can be used for throttle adjustment for adjusting the rotation speed of the engine 10, and in this case, the control lever 81 may be configured such that: when the operating force becomes zero, it is reset to the initial position.

In the above-described embodiment, the operation lever 81 capable of adjusting the vehicle speed is provided on the right side of the steering column 315, but a vehicle speed adjusting switch may be provided inside the handle 32 separately from the operation lever 81 and may be positioned so as to be capable of being operated while operating the handle. In this case, the vehicle speed can be easily adjusted while steering is performed by the handle 32.

In the above-described embodiment, when the control lever 81 is operated, the control unit 150a drives the throttle motor 100 and the trunnion actuator 166 to adjust the vehicle speed, but if the control unit 150a controls to increase the speed at this time, the throttle motor 100 may be driven ahead of the trunnion actuator 166 to increase the speed. This can prevent the engine from stalling. At this time, if the control is on the deceleration side, the trunnion actuator 166 is decelerated ahead of the throttle motor 100, and thus the engine stall can be prevented.

Further, the vehicle speed maintaining switch 93 may be provided with the following conditions: this is not always an operation accepted, and the operation is accepted when the vehicle speed cannot be maintained during road running, for example, when the float 47 is provided, or when the soil preparation rotor 67 is driven.

The reception of the vehicle speed maintaining switch 93 is not limited to the case where the operator is seated. After the vehicle speed maintaining switch 93 is turned on, the operation for releasing the vehicle speed maintenance may be set appropriately so as to be automatically released under various conditions, in addition to the operation for releasing the vehicle speed maintaining switch 93 again.

As described above, the seedling transplanter 1 of the present embodiment includes the operation lever 81 and the foot pedal 29, and can adjust the speed of the vehicle according to the conditions. In the seedling transplanter 1 having such a configuration, the structure may be such that: the vehicle speed can be changed by operating either the foot pedal 29 or the operating lever 81, and the operating lever 81 operates in conjunction with the operation of the foot pedal 29, for example.

Instead of changing the responsiveness of the foot pedal 29 by manual operation of the dial-type responsiveness setting switch, for example, a sensor that detects the inclination of the body may be provided, and the control may be performed as follows: when the body is high at the front and low at the back, the responsiveness is retarded. In this case, the body can be prevented from further inclining due to a sudden change in the vehicle speed. Instead of the inclination sensor, a ridge detection sensor may be provided, and when the approach of a ridge is detected, the response of the foot pedal 29 may be retarded.

Further, the operating range of pedal 29 may be varied according to the traveling state, and the operating range of pedal 29 may be controlled to be wider as the vehicle speed is lower, thereby facilitating fine adjustment of the rotation speed of engine 10 at low speed.

In the case where the foot pedal 29 is selected as the vehicle speed adjustment operation member in the 2 nd travel mode M2, the trunnion actuator 166 may be controlled to relax the trunnion 167 in order to reduce the load on the engine 10 when the load increases and the vehicle speed is not increased by the amount corresponding to the amount of depression of the foot pedal 29 or when the rotation speed of the engine 10 is decreased during travel of the seedling transplanter 1.

In addition, when the vehicle speed is adjusted by the foot pedal 29, the shift range may be defined by the operation lever 81. That is, even if the foot pedal 29 is depressed to the maximum, the vehicle speed does not increase to or above the maximum speed set by the operation lever 81.

Further, for example, a seating sensor is provided, and the controller 150 can also perform control in such a manner that: as long as the operator is not seated, the operator does not receive the on operation of the various switches, but may be configured such that: instead of the seating sensor, a switch that can be arbitrarily operated by the operator is provided, and when the switch is operated, the controller 150 does not receive on operations of the various switches.

In addition, the control may be: when the brake pedal 39 is operated or when the vehicle is stopped, the vehicle speed cannot be adjusted by the foot pedal 29. For example, when the vehicle stops due to a seedling supply or the like, the body does not move even if the foot pedal 29 is erroneously depressed, and thus driving up to a ridge or the like can be prevented, and safety can be improved.

In addition, when the pedal potentiometer 840 detects that the pedal 29 is suddenly depressed during parking, the controller 150 may also control as follows: this is determined to be a wrong step by the operator and the vehicle speed cannot be adjusted. In this case, the safety is also improved.

In the above-described embodiment, the multifunction switches 173 are provided as the vehicle speed change switches, but may be provided on the left and right sides of the position below the handle 32, and the left and right multifunction switches 173 may be operated while holding the handle 32, thereby performing more functions. In this case, for example, one of the left and right multifunction switches 173 may be assigned as an acceleration switch, and the other multifunction switch 173 may be assigned as a deceleration switch.

For example, the switch can be used as an add/drop switch for various motors, hydraulic cylinders, and the like. By providing the multifunction switch 173 in this manner, a new function can be added without impairing the operability in normal work.

Further, the controller 150 may receive the operation of the multifunction switch 173 only when the multifunction switch 173 is continuously operated for a predetermined time. This prevents malfunction when the multifunction switch 173 is erroneously touched instantaneously. From the viewpoint of preventing malfunction, when the multifunction switch 173 is continuously operated for a predetermined time or more, the controller 150 may recognize the operation reception as 1 time. The next operation reception is set to a case where the multifunction switch 173 is continuously operated again for a predetermined time or more.

When the multifunction switch 173 is used as the vehicle speed change switch, the following may be used: by operating the multifunction switch 173, the opening degree of the trunnion 167 set by the operation lever 81 and the actual opening degree are caused to differ. That is, there are cases where: the opening degree of the multi-function switch 173 is larger than the current number of shift stages defined by the operation lever 81. At this time, between these shift speeds, even if the operation lever 81 is operated to the opening increasing side, the shift speed specified by the multifunction switch 173 can be maintained. For example, if the position of the operating lever 81 is the forward 4 th gear and the opening degree of the trunnion 167 corresponds to the forward 6 th gear by the operation of the multifunction switch 173, the opening degree of the trunnion 167 is maintained at the forward 6 th gear if the operating lever 81 is operated between the forward 4 th gear and the forward 6 th gear.

At this time, when the operation lever 81 is operated to the number of stages equal to or more than the number of stages specified by the multifunction switch 173, the controller 150 validates the operation of the operation lever 81. Further, when the operation lever 81 is operated to the side of reducing the number of stages, the operation by the operation lever 81 is also effective. At this time, in order to ensure the safety of the operator, it is preferable that the controller 150 gradually decreases the output of the HST16 without a sudden decrease in the vehicle speed. When the control lever 81 is operated to the stop position, the operator decelerates and stops as usual with priority given to the intention to stop.

Conversely, if the opening degree of the multi-function switch 173 is smaller than the opening degree of the current multi-function switch 173 for the number of gears, for example, if the position of the operating lever 81 is forward 4, and the opening degree of the trunnion 167 actually corresponds to forward 2 by the operation of the multi-function switch 173, the opening degree of the trunnion 167 is maintained at forward 2 if the operating lever 81 is operated to decelerate between forward 4 and 2. By such control, the following concerns are suppressed: an uncomfortable feeling is generated in the lever operation and the actual body motion. At this time, when the operation lever 81 is operated to the number of stages equal to or less than the number of stages specified by the multifunction switch 173, the controller 150 validates the operation of the operation lever 81.

When the actual opening degree of the trunnion 167 deviates in a direction in which the number of stages is smaller than the current number of stages by the operation lever 81 as described above, the controller 150 activates the operation of the operation lever 81 when the operation lever 81 is operated to the speed increasing side. At this time, in order to ensure the safety of the operator, it is preferable that the controller 150 gradually increases the output of the HST16 without a sharp increase in speed. In this case, when the operation lever 81 is operated to the stop position, the operator decelerates and stops as usual with priority given to the intention to stop.

Claims (5)

1. A work vehicle is provided with: a traveling vehicle body (2); a transmission device (16) that transmits the driving force from the engine (10) to the traveling wheels (4) after shifting; the 1 st operating member; and a 2 nd operating member which is provided with a first operating member,

it is characterized in that the preparation method is characterized in that,

the working vehicle is configured in such a manner that the output rotation speed of the transmission device (16) is changed by operating either one of the 1 st operating element and the 2 nd operating element to adjust the vehicle speed, and the rotation speed of the engine (10) is changed by operating the other of the 1 st operating element and the 2 nd operating element to adjust the throttle valve,

the work vehicle is configured such that a vehicle speed adjustment function for performing vehicle speed adjustment and a throttle adjustment function for performing throttle adjustment, which are respectively assigned to each operating element, can be interchanged with each other.

2. The work vehicle according to claim 1,

the work vehicle is provided with a 2 nd travel mode (M2) in which the vehicle speed adjustment function and the throttle adjustment function assigned to each operating element are interchanged, and a 1 st travel mode (M1) in which the vehicle speed adjustment function and the throttle adjustment function assigned to each operating element are fixed.

3. The work vehicle according to claim 1 or 2,

an operation lever (81) as a 1 st operation element is provided, and a step plate (29) as a 2 nd operation element is provided under the foot of the driver.

4. The work vehicle according to claim 3,

the operation lever (81) has a function of selecting a forward direction and a backward direction,

the work vehicle is configured such that the forward direction and the backward direction can be selected by the operation lever (81) in a state where the foot pedal (29) is assigned with a vehicle speed adjustment function, and the forward direction and the backward direction can be selected by the operation lever (81) in a state where the operation lever (81) is assigned with the vehicle speed adjustment function.

5. The work vehicle according to claim 3 or 4,

the operation lever (81) is configured such that when the operation force is released, the operation lever (81) is held at a position where the operation force is released,

the pedal plate (29) is configured such that when the operating force is released, the pedal plate (29) returns to a position where the operating force is not applied,

the work vehicle is configured such that when a 1 st travel mode (M1) is selected, a vehicle speed adjustment function is assigned to the operating lever (81), and a throttle adjustment function is assigned to the foot pedal (29).

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