JP2001080384A - Riding type working machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To certainly perform the stopping operation of a machine body from a getting off position without the reduction in operability at get-on steering. SOLUTION: On an outer transmission shaft 28 extending from a mission case 7 to a rear axle shaft case, a brake 70 shifting a braking state and a brake releasing state by an operation along a shaft core (f) thereof. An operating lever 62 is provided, which enables the operation of a main clutch 50 equipped at an upper position than the brake 70 in a transmitting direction from a getting off position. The brake 70 is linked with the operating lever 62 so as to enable coordinated operating with the main clutch 50 by the operation of the operating lever 62.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a riding type working machine such as a riding type rice transplanter or a riding type paddy direct sowing machine.

[0002]

2. Description of the Related Art In a riding type working machine as described above,
When the aircraft is greatly inclined in the front-rear direction when traveling over ridges when moving the aircraft in or out of the field, or when traveling using the step board when loading or unloading the aircraft on a truck bed, etc. Therefore, it is desirable to operate the aircraft from the disembarkation position during these traveling operations, and in order to do so, it is necessary to be able to stop the aircraft from the disembarkation position.

Therefore, in the prior art, for example, Japanese Patent Publication No. 25
As disclosed in Japanese Patent No. 74680, a main clutch pedal for operating a belt tension type main clutch is provided with an operation lever which can be operated from a dismounting position,
As disclosed in Japanese Patent Application Laid-Open No. 3-246125, a main clutch pedal for operating a double tension type main clutch is integrally equipped with an operation lever which can be operated from a dismounting position, and a driven pulley of the main clutch is provided on a driven pulley. In some cases, an operating brake is linked so as to brake the driven pulley in conjunction with the disengagement operation of the main clutch.

[0004]

However, in the former one of the above-mentioned prior arts, the stopping operation of the body from the dismounting position is performed only by operating the main clutch by the operation lever. If the aircraft is tilted in the front-rear direction, the aircraft may stop unexpectedly due to its own weight if the operation is performed.
There was room for improvement to ensure that the aircraft could be stopped from the exit position.

On the other hand, the latter one of the above-mentioned prior arts can show the disengagement state of the main clutch and the braking state of the brake by operating the lever from the getting-off position. In this state, the aircraft can be reliably stopped by operating the lever from the disembarkation position, but also when the main clutch is disengaged by pedal operation during traveling gear shifting operation during boarding operation. In addition, since the brake brakes the driven pulley to decelerate, it is easy to generate a shock when the main clutch is engaged after the shift operation. Also, during boarding operation, if the main clutch pedal is depressed forcibly large to stop the aircraft, sudden braking will work and the aircraft will be suddenly stopped, so it is necessary to pay sufficient attention to the operation of the main clutch pedal. It was like. That is, the operability at the time of the boarding operation is reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to ensure that an operation of stopping an aircraft from a dismounting position can be performed without lowering operability during a boarding operation.

[0007]

In order to achieve the above object, according to the first aspect of the present invention, the transmission case is provided at a transmission position on the transmission direction more upstream than the final output portion for the wheels in the transmission case. A clutch / brake is provided which integrally comprises a clutch for intermittently transmitting power to the final output section and a brake for performing a braking operation at a position on the lower side in the transmission direction than the clutch, and operates the clutch / brake. The operating lever to be operated is located at a position where it can be operated from the getting off position.

According to the first aspect of the present invention, by operating the operation lever from the dismounting position,
Since the clutch disengaged state and the braking operation state in the clutch / brake can be displayed, the aircraft can be reliably stopped by operating the lever from the getting off position even when the aircraft is inclined in the front-rear direction.

Further, since the clutch / brake is operated by the operation lever, even when the main clutch pedal is operated to operate the gear shift for traveling during the boarding operation, the disengagement state of the main clutch appears. , Because the operation does not switch the clutch / brake to the braking state,
A gear shift or the like can be performed in the inertial running state. In other words, a shock occurs when the main clutch is engaged after a gear shift operation, and a casual main clutch pedal that stops the aircraft during the boarding operation, due to the braking acting in conjunction with the main clutch disengaging operation. Inconveniences such as an abrupt stop of the aircraft due to a depressing operation can be avoided beforehand. When the aircraft is stopped at the time of boarding operation, for example, a main clutch disengaging operation using a main clutch pedal and a traveling brake operation using a separately provided dedicated brake pedal may be performed.

In other words, by providing a clutch / brake and an operation lever dedicated to the operation of stopping the machine from the dismounting position,
The operation of stopping the aircraft from the disembarkation position can be reliably performed without lowering the operability during the boarding operation.

[0011] Incidentally, as a method for reliably performing the stop operation of the aircraft from the disembarkation position without causing a decrease in operability at the time of boarding operation, an operation lever operable from the disembarkation position is provided by using an operation lever. , While enabling the series operation of the existing main clutch and travel brake,
At the time of boarding operation, it is conceivable that the main clutch and the driving brake are linked so that the operation of the main clutch by the main clutch pedal and the operation of the driving brake by the brake pedal can be independently performed. While using a special linkage structure to enable those operations,
Since it is necessary to individually link the operation lever to the main clutch and the traveling brake disposed at the respective positions, there arises a disadvantage that the linking structure becomes complicated. On the other hand, according to the first aspect of the present invention, the operation lever is simply linked to the clutch / brake irrespective of the arrangement of the main clutch and the traveling brake. Can be planned.

Moreover, since the higher the speed in the transmission direction, the higher the speed and the lower the torque, the smaller the clutch capacity and the cheaper the brake capacity is, the closer to the transmission side in the transmission case in the transmission case. Therefore, it is possible to reduce the size of the transmission case and the manufacturing cost.

[Effect] Accordingly, the operation of stopping the aircraft from the disembarkation position can be reliably performed without lowering the operability at the time of boarding operation, the linkage structure can be greatly simplified, and the transmission case can be greatly reduced. It has also become possible to reduce the size of the device and reduce manufacturing costs.

According to the second aspect of the present invention,
An external transmission shaft extending from the transmission case to the rear axle case is provided with a brake that can be switched between a braking state and a braking release state by operating in a direction along the axis of the external transmission shaft, and at a position on the upper side in the transmission direction than the brake. An operation lever is provided for enabling the equipped main clutch to be operated from the disembarkation position, and the brake is linked to the operation lever so that the operation enables a series of operations with the main clutch.

[Operation] According to the second aspect of the present invention, by operating the operation lever from the getting off position,
Since the disengaged state of the main clutch and the braking operation state of the brake can be displayed, the aircraft can be reliably stopped by operating the lever from the dismounting position even when the aircraft is inclined in the front-rear direction.

Further, since the brake is operated in series with the main clutch by the operation lever, the disengagement state of the main clutch is displayed by operating the main clutch pedal for the gear shifting operation for traveling during boarding operation. Even if the vehicle is released, the brake does not switch to the braking state by the operation, so that a gear shift or the like can be performed in the inertial running state. In other words, a shock occurs when the main clutch is engaged after a gear shift operation, and a casual main clutch pedal that stops the aircraft during the boarding operation, due to the braking acting in conjunction with the main clutch disengaging operation. Inconveniences such as an abrupt stop of the aircraft due to a depressing operation can be avoided beforehand. When the aircraft is stopped at the time of boarding operation, for example, a main clutch disengaging operation using a main clutch pedal and a traveling brake operation using a separately provided dedicated brake pedal may be performed.

That is, by providing the brake and the operation lever dedicated to the operation of stopping the aircraft from the dismounting position, the operation of stopping the aircraft from the dismounting position can be reliably performed without lowering the operability during the boarding operation. become.

In addition, since the existing main clutch is used also in the operation of stopping the vehicle from the disembarkation position, the clutch and the clutch are used as in the first aspect of the present invention.
The manufacturing cost can be reduced as compared with the case where a brake is provided.

In addition, since a brake dedicated to the operation of stopping the vehicle body from the disembarkation position is provided on the external transmission shaft extending from the transmission case to the rear axle case, the transmission case or the rear axle case can be installed inside the transmission case or the rear axle case. The size of the axle case can be avoided, and the specification change between the specification with and without the brake can be easily performed without disassembling the transmission case and the rear axle case.

Further, as a brake dedicated to the operation of stopping the machine body from the dismounting position, a brake which can be switched between a braking state and a braking released state by an operation in a direction along the axis of the external transmission shaft is employed. A bending moment is applied to the external transmission shaft by the operation of stopping the vehicle from the disembarkation position, as in the case where a device that can be switched between a braking state and a braking release state by an operation in a direction orthogonal to the axis of the external transmission shaft is adopted. And the like, can be avoided, and the durability of the external transmission shaft can be improved accordingly.

[Effects] Accordingly, it is possible to reliably perform the stopping operation of the aircraft from the disembarkation position without lowering the operability at the time of boarding operation, to reduce the manufacturing cost, and to provide the brake equipment specification and the brake non-equipment. The specifications can be easily changed, and the durability of the external transmission shaft can be improved.

According to the third aspect of the present invention,
In the invention described in claim 2, a multi-plate brake is employed as the brake.

According to the third aspect of the present invention, since the multi-plate type brake is provided on the external transmission shaft, the capacity setting can be changed by changing the number of brake discs to be mounted, or the worn brake disc can be changed. Maintenance such as replacement of the brake can be easily performed without disassembling the transmission case and the rear axle case.

[Effects] Accordingly, it is possible to facilitate the work of changing the brake capacity and to improve the maintainability of the brake.

According to the fourth aspect of the present invention,
In the first or second aspect of the present invention, a mesh type brake is employed, and each of the meshing claws is formed in a tapered shape having a clearance angle on a meshing braking action surface.

According to the fourth aspect of the present invention, when the body is inclined in the front-rear direction by adopting a meshing type brake, each of the brakes can be operated by operating the lever from the dismounting position. When the meshing claws are meshed with each other, since the load of the body is applied to each of the meshing braking action surfaces, the braking can be reliably performed, so that the body from the dismounting position in a state where the body is inclined in the front-rear direction. Can be performed more reliably.

Further, by forming each of the meshing claws in a tapered shape having a clearance angle on the meshing braking action surface, even if a strong surface pressure due to the load of the body is applied to each of the meshing braking action surfaces, the vehicle is dismounted. It is possible to easily release the engagement of the respective engagement claws by operating the lever from the position.

[Effect] Therefore, by operating the lever from the dismounting position, the operation of stopping the aircraft in a state where the aircraft is greatly inclined in the front-rear direction can be performed more reliably, and the operation of releasing the engagement of the respective engagement claws can be easily performed. It has become possible to configure a brake structure that is suitable for use from the disembarkation position when traveling over a vehicle or when traveling for loading and unloading using a step board.

[0029]

FIG. 1 shows a riding type rice transplanter as an example of a riding type working machine. The riding type rice transplanter has a pair of left and right front wheels 1 and rear wheels 2 and the like. A seedling planting device 5 is connected to the rear part of the riding type traveling machine body 3 via a hydraulically driven link mechanism 4 so as to be able to move up and down.

As shown in FIGS. 1 to 3, the traveling body 3 has an engine 6 mounted on its front part operatively connected to a transmission case 7 supporting the left and right front wheels 1 via a belt type transmission 8. By connecting the transmission case 7 to a rear axle case 9 supporting the left and right rear wheels 2 via an external transmission shaft 28 so as to be transmittable, a main transmission 7A and a forward / reverse switching device in the transmission case 7 are provided. 7B, the left and right front wheels 1 are driven by the power for running, which is switched between gear shift and forward / reverse rotation.
And a reduction gear 9A in the rear axle case 9.
The four-wheel drive type drives the left and right rear wheels 2 at a speed synchronized with the front wheels 1 with the traveling power whose gear has been reduced. The seedling planting device 5 is connected to the transmission case 7 via a work transmission shaft 29 and the like so as to be transmittable.
It is designed to be driven by work power whose gear has been reduced by the inter-stock transmission 7C in the transmission case 7.
Incidentally, reference numeral 7D shown in FIG. 3 is a differential mechanism.

As shown in FIG. 1 and FIGS. 4 to 7, an engine bonnet 10 surrounding the engine 6 is provided at the front of the traveling machine body 3, and a spare seedling table 11
Are provided between the engine bonnet 10 and each of the left and right spare seedling mounts 11 to allow a walking movement between the front end of the fuselage and the operating unit when getting on and off from the front end of the fuselage. A step 12 for getting on and off is provided.

As shown in FIGS. 1 and 4 to 10, a front frame 1 for mounting a battery is provided at a lower portion of a front end of the traveling body 3.
3 and a pair of left and right guard frames 14 are provided. The left and right guard frames 14 are provided with U-shaped traction frames 15 extending between their front ends, and are operated from a drop-off position in front of the fuselage. An operation arm 16 for enabling the operation is mounted to be able to swing up and down around a horizontal fulcrum a.

When the width of the operation arm 16 is within the width of the engine bonnet 10 and does not hinder the walking movement in the getting on / off step 12, and the length thereof is substantially vertical, The round pipe was bent into a vertically elongated arch shape so that a worker sitting on the driver seat 17 could visually check the upper end of the round pipe through the engine bonnet 10, and an intermediate portion thereof was connected by a stay 16a. It is an A-shape, and its left and right base ends are pivotally connected to the left and right guard frames 14 by bolts 18 so as to be able to swing up and down, and a disc spring 19 is interposed at one of the bolt connection points. Thus, an appropriate frictional resistance is given to the oscillating movement of the operation arm 16 so that the oscillating operation can be manually performed to an arbitrary undulating posture, and the friction can be maintained in the standing posture.

As shown in FIGS. 8 to 10, stoppers 20 are welded to the outer sides of the left and right guide frames 14, and the base end of the operation arm 16 contacts the front lower surface of the stopper 20. The upright swinging is regulated [see FIG. 8 (a)], and the forward and backward swinging is regulated by the base end portion abutting against the rear lower surface of the stopper 20. [See (b) of FIG. 8]. Incidentally, the substantially vertical standing limit posture in which the rearward standing swing is restricted by the stopper 20 is the storage posture of the operation arm 16, and the forward falling limit posture in which the frontward falling swing is restricted by the stopper 20 is restricted. This is the operation posture of the operation arm 16.

As shown in FIG. 1 and FIGS. 4 to 7, the distal end of the operating arm 16 is formed in a lateral grip portion 16b having an appropriate width for easy lateral grip. Also, on the rear surface of the stay 16a, a center mascot 21 indicating the left and right center of the fuselage is provided in a laterally-moving posture such that the center mascot 21 projects beyond the grip 16b from the stay 16a and the storage posture from the stay 16a toward the base end. It is attached so that the posture can be switched around the fulcrum b. In other words, when the operation arm 16 is switched to the retracted posture, the center mascot 21 is switched to the working posture, so that the center mascot 21 functions as an aiming tool for positioning the left and right centers of the body on the traveling reference line during planting and traveling. When the operating arm 16 is switched to the operating position, the center mascot 21 is switched to the retracted position, whereby the gripping portion 16b of the operating arm 16 is grasped from the disembarkation position to steer the aircraft. At this time, the center mascot 21 can be prevented from being in the way. Incidentally, a nameplate 22 indicating a trademark nickname of the operation arm 16 and a model name of the machine is attached to a front surface of the stay 16a.

As shown in FIGS. 1 and 7 to 9, the operating arm 16 is provided with an upright urging mechanism 30 for assisting an upright swing operation against its own weight. The upright urging mechanism 30 includes a rod 31 extending rearward from a linking tool 16c provided at a left base end portion of the operation arm 16, and a left guard frame 1 so that the rod 31 is inserted.
4 and a fixed bracket 32 welded to the rod 31
, And a coil spring 34 interposed between a fixed bracket 32 and a spring receiving member 33 externally fitted to the extended end of the operating arm 16. As a result, the rod 31 is pulled out forward, and the coil spring 34 is compressed and deformed. The elastic restoring force of the coil spring 34 urges the operation arm 16 in the upright direction.

The upright urging mechanism 30 is configured such that the frictional resistance at the fulcrum a is larger than the urging force of the coil spring 34 in a predetermined range in which the operating arm 16 is slightly swung forward from the substantially vertical storage position. Therefore, the operating arm 16 can be held at an arbitrary standing angle in this predetermined range. In other words, the position of the center mascot 21 that can be switched to the action posture in the retracted posture of the operation arm 16 can be adjusted and held forward and backward within a predetermined range, so that the center mascot 21 is placed on the driver seat 17. It can be set and used at a position that is easy for a seated worker to see. In a state where the operation arm 16 is largely lowered forward beyond a predetermined range, the urging force of the coil spring 34 becomes larger than the frictional resistance at the fulcrum a. The arm 16 can be automatically returned and swung to a certain standing position.

As shown in FIGS. 1, 4, 7 to 9 and 11, near the base of the operation arm 16,
A steering restricting mechanism 40 for restricting the steering of the front wheel 1 in accordance with the downward swing operation of the front wheel 1 is provided. The steering control mechanism 40 includes a bracket 41 fixed to the front end of the transmission case 7, a steering control member 42 having a substantially V-shaped engaging portion 42 a that is opened rearward at the lower end, and a steering control to the bracket 41. A support shaft 43 on which a regulating member 42 is swingably mounted around a horizontal axis c is provided. A support member 43 protrudingly provided on the upper surface of a pitman arm 44 supported swingably around a vertical axis d on the transmission case 7. The engagement portion 45, one end 46 a of which extends upward to extend the rod 3 of the upright urging mechanism 30.
And a torsion spring 46 externally fitted to the support shaft 43 so that the other end 46b extends downward and is locked to the steering control member 42, and The operation arm 16 includes a pin 47 for preventing one end 46a from coming off the rod 31.
When the rod 31 is moved forward in the downward swing motion, one end 46a of the torsion spring 46 is pressed and moved forward, so that the entire torsion spring 46 is pivoted. The other end 46b is pivoted around 43 to move the other end rearward, so that the steering control member 42 that locks the other end 46b swings rearward around the axis c. Then, the engaging portion 42a elastically engages with the engaged portion 45 of the pitman arm 44 from the front.
The torsional deformation of the torsion spring 46 increases as the amount of forward movement of the rod 31 increases by increasing the amount of tilting movement of the operation arm 16. 45 can be strengthened.

As shown in FIGS. 8, 9 and 11, the engaged portion 45 is formed in a mountain shape in which the front half side engaged with the engaging portion 42a becomes thinner toward the front end side. Is slightly steered left and right from the straight position,
The substantially V-shaped engaging portion 42a is pressed and engaged with the to-be-engaged engaged portion 45, so that the pitman arm 44 can be corrected to the straight traveling position, and can be stably engaged and held at that position. I have. In other words, in the maneuvering state from the disembarkation position where the operation arm 16 is largely lowered forward, the pitman arm 44 is stably held in the straight traveling position, and the front wheel 1 is steered without permission due to unevenness of the road surface. It can be stopped.

Since the engaging portion 42a of the steering control member 42 is elastically engaged with the engaged portion 45 of the pitman arm 44, the steering wheel 23 of the driving unit (see FIGS. 1 and 4 to 7). ) Is forcibly rotated, the engaged portion 4
5 moves in a direction to ride on the left and right ends of the engaging portion 42a while pushing the steering control member 42 forward against the bias of the torsion spring 46. That is, in the steering state from the disembarkation position in which the operation arm 16 is turned forward, the operation of the steering control mechanism 40 prevents the front wheel 1 from being steered without permission due to unevenness of the road surface, etc. If another operator forcibly rotates the steering wheel 23, the front wheel 1 can be steered.

As shown in FIGS. 3 and 12, the belt-type transmission 8 includes a high-speed drive pulley 51a and a low-speed drive pulley 51b that rotate integrally with the output shaft 6a of the engine 6, and an input shaft 7a that rotates integrally with the transmission case 7. High-speed driven pulley 52a, low-speed driven pulley 52b, high-speed driven pulley 51a
High-speed transmission belt 53a wound around the high-speed driven pulley 52a and the low-speed transmission belt 5 wound around the low-speed driving pulley 51b and the low-speed driven pulley 52b.
3b, the high-speed tension roller 54a
A high-speed tension arm 55a that supports the low-speed tension roller 54b so that it can be switched between a state in which it operates on the low-speed transmission belt 53b and a state in which it does not operate. 55b, and the like, and the high-speed tension arm 55a and the low-speed tension arm 55b are provided with two sets of interlocking link mechanisms 56a, 56b.
Through the auxiliary transmission lever 24 disposed on the left side of the driver's seat 17 to actuate the auxiliary transmission lever 24 to tension only the high-speed transmission belt 53a by the action of the high-speed tension roller 54a. Due to the high speed transmission state and the action of the low speed tension roller 54b, the low speed transmission belt 53b
It is configured as a double-tension system that switches between a low-speed transmission state in which only tension is applied and a low-speed transmission state.

As shown in FIGS. 1 and 7, the main transmission lever 25 is erected at the center of the front part of the boarding step 26 so as to be able to move laterally. The gears of the transmission case 7 can be shifted in three stages: "high speed" for traveling, "low speed" for planting, and "ultra low speed" for crossing ridges and loading / unloading vehicles. It is linked to the main transmission 7A. As shown in FIGS. 1, 4 and 6, the forward / reverse switching lever 27 is provided on the left side of the steering wheel 23 so as to be able to swing back and forth. "Forward" and "reverse"
The transmission is linked to a forward / reverse switching device 7 </ b> B in the transmission case 7.

As shown in FIGS. 4 and 6, a pair of left and right brake pedals 57L, 57
R is deployed. As shown in FIG. 2, in the rear axle case 9, an engagement type left side clutch 9La for interrupting transmission to the left rear wheel 2 and a left side clutch 9
A left-side clutch / brake 9L integrally configured so that a multi-plate type left-side brake 9Lb that performs a braking operation at a position on the lower side in the transmission direction than La can be operated in series, and a meshing type that interrupts transmission to the right rear wheel 2. Right-side clutch 9Ra and a multi-disc right-side brake 9R that performs a braking operation at a position on the lower side in the transmission direction with respect to the right side clutch 9Ra.
b and right side clutch
A brake 9R is provided. Then, when the left brake pedal 57L is depressed, the left side clutch 9La cuts off the transmission to the left rear wheel 2, and then the left brake pedal 9Lb brakes the left rear wheel 2. 57L and the left side clutch / brake 9L are linked, and when the right brake pedal 57R is depressed, the right side clutch 9Ra cuts off transmission to the right rear wheel 2, and thereafter, the right side brake 9Rb moves to the right side. The right brake pedal 57R and the right side clutch / brake 9R are linked so as to brake the rear wheel 2.

As shown in FIGS. 4 to 6 and FIG. 12, a main clutch pedal 58 is provided in the left getting on / off step 12, and an arm portion 58a of the main clutch pedal 58 has
As the main clutch pedal 58 is depressed, each tension arm 55a, 55 in the belt-type transmission 8 is moved.
b of each tension roller 54a, 5b.
A contact portion 59 for separating the transmission belt 4b from the transmission belts 53a and 53b is provided. That is, the belt type transmission 8
Is configured to function as a so-called tension-type main clutch 50 that shuts off transmission from the engine 6 to the transmission case 7 as the main clutch pedal 58 is depressed.

From the above configuration, when the aircraft is to stop traveling in the on-board operation state in which the driver seats on the driver seat 17,
By depressing the main clutch pedal 58 to reveal the disengaged state of the main clutch 50 that interrupts transmission from the engine 6 to the transmission case 7, the left and right brake pedals 57L and 57R are simultaneously depressed. The aircraft can be stopped immediately. Also, when turning the aircraft around the ridge at the time of planting and running, depressing the brake pedals 57L and 57R inside the turning while turning the steering wheel 23 in the turning direction enables a small turning run suitable for turning at the ridge. It is possible to appear.

As shown in FIGS. 12 to 14, a support shaft 61 that supports the main clutch pedal 58 so as to be able to be depressed is provided with
An operation lever 62 extending forward is provided with its support shaft 61.
It is supported so as to be able to swing vertically. The main clutch pedal 58 and the operation lever 62 are urged upward by torsion springs 64 and 65, respectively, and are prevented from falling off by a washer 66 and a bolt 67 mounted on the support shaft 61, respectively. The washer 66 is prevented from rotating around the support shaft 61 by engaging its front end with the body frame 68, and its rear end is bent after the bolt 67 is screwed, and the flat side of the head of the bolt 67 is bent. The bolt 67 can be prevented from loosening.

As shown in FIGS. 1 and 2 and FIGS. 13 to 15, the operation lever 62 is located above the arm 58a of the main clutch pedal 58 and is arranged in a state of intersecting with the arm 58a. In addition, a linkage arm 62a provided at the base end is linked to a brake 70 provided on the external transmission shaft 28 located on the lower side in the transmission direction with respect to the main clutch 50 via a linkage mechanism 63, As a result, when the operation lever 62 is pivoted downward,
The operating lever 62 is an arm 58 of the main clutch pedal 58
a, the main clutch 50 can be disengaged by depressing the main clutch pedal 58 and pressing the main clutch pedal 58, and the link arm 62a pressing the link mechanism 63 to operate the brake 70. When the operating lever 62 is swung upward from this state, the main clutch pedal 58 is raised and returned, so that the main clutch 50 can be brought into the engaged state, and the link arm 62a is linked. By pulling the mechanism 63, the brake release state of the brake 70 can be revealed. That is, even when the operation arm 16 is steered from the dismounting position in which the operation arm 16 is turned forward, the operation lever 62 is not moved.
By the series operation of the main clutch 50 and the brake 70,
The vehicle can be stopped and started traveling easily and quickly. Further, when the main clutch pedal 58 is depressed and operated while the driver is seated on the driver's seat 17, the operating lever 62 remains at the return position, so that the disengaged state of the main clutch 50 can be displayed without operating the brake 70. It has become.

As shown in FIG. 1 and FIGS. 4 to 7, the operation lever 62 is disposed close to the left side surface of the engine bonnet 10 and is formed on a curved surface which is outwardly curved three-dimensionally. The side of the bonnet 10 extends to the front side from the convex curved top, thereby preventing the operation lever 62 from obstructing the walking movement in the getting on / off step 12 while holding the grip portion 62 of the operation lever 62.
b can be located at a position away from the left side surface of the engine bonnet 10 and easy to operate.

As shown in FIGS. 13 and 14, in the step 12 on the left side, the locking lever 75 which can be engaged with the latch 58b of the main clutch pedal 58 depressed is operated.
Is provided so as to be capable of swinging back and forth around the fulcrum e and being urged forward by the torsion spring 74 so that the locking lever 75 is engaged with the latch 58b. The main clutch pedal 58 can be held at the depressed operation position, and the disengaged state of the main clutch 50 can be maintained.

The locking lever 75 has a locking pin 76 with a head projecting toward the operation lever 62. Although the locking pin 76 is out of the swing operation path of the operation lever 62, as shown by the phantom line in FIG. After the rocking operation, the operating lever 62 can be elastically deformed toward the locking lever 75 and engaged with the locking pin 76 from below, so that the operating lever 62 can be held at a predetermined operating position.
And the braking operation state of the brake 70 can be maintained.

As shown in FIG. 6, FIG. 13 and FIG. 14, the operating lever 62 is provided with an auxiliary pedal 62c which overlaps the right end of the main clutch pedal 58 from above. In operation, even when the operating lever 62 is locked by the locking pin 76 of the locking lever 75 and the disengagement state of the main clutch 50 and the braking operation state of the brake 70 are maintained, the driver seat 17 remains In the seated state, the operation lever 62 is returned to the original swing operation path by its elasticity by depressing the auxiliary pedal 62c of the operation lever 62 to separate the operation lever 62 downward from the locking pin 76. By releasing the depression of the auxiliary pedal 62c in this state, the operation lever 6 is released.
2 can be returned to the initial position without interfering with the locking pin 76, and the main clutch pedal 58 can be returned to the engaged position.
The engaged state of the main clutch 50 and the released state of the brake 70 can be easily switched to appear.

As shown in FIGS. 2 and 15, the brake 7
0 is a housing 70 fixed to the body frame 68.
a, a plurality of fixed brake discs 70 slidably supported by the housing 70a in the direction of the axis f of the external transmission shaft 28
b, a plurality of rotary brake discs 70c supported so as to rotate integrally with the external transmission shaft 28 while being slidable in the axis f direction, and slidably supported in the axis f direction by the external transmission shaft 28. A shift member 70d and a shift fork 70 swingably supported on a housing 70a about a longitudinal axis g so as to slide the shift member 70d in the direction of the axis f.
e, etc., the operation in the direction along the axis f of the external transmission shaft 28 switches between a braking state in which the plurality of fixed brake discs 70b and the rotating brake disc 70c are pressed against each other, and a braking release state in which they are separated from each other. A so-called disc brake 70A of a multi-plate type is adopted, so that a bending moment is not applied to the external transmission shaft 28 by the operation of stopping the vehicle from the dismounting position.

As shown in FIGS. 2 and 13 to 15, the linking mechanism 63 includes a linking rod 63a extending from the linking arm 62a of the operating lever 62 toward the shift fork 70e of the brake 70, and a linking rod 63a. Spring 63b and nut 63 for linking shift fork 70e to
c, etc., the linkage position of the shift fork 70e with respect to the linkage rod 63a can be adjusted, so that the braking start timing of the brake 70 with respect to the disengagement operation of the main clutch 50 by the operation lever 62 can be adjusted. I have.

As shown in FIG. 1 and FIGS. 4 to 7, the left and right spare seedling mounting stands 11 have an arch-shaped support 80 erected on a support 81 fixed to the fuselage side. A plurality of stages of seedling mounting plates 82 are provided in an outward cantilever shape, and the entire spare seedling mounting table 11 is about 180 degrees around the vertical axis h on the rear side of the support 80. By rotating backward, the spare seedling mounting table 11 can be stored in a state in which the seedling mounting plate 82 is prevented from protruding laterally outward of the machine, and when the machine is loaded on a vehicle or stored in a garage. It has become useful in cases. In particular, the spare seedling stand 11 on the left side
When the is rotated backward, the periphery of the operation lever 62 can be widened, so that the operation of the operation lever 62 and the like in the case of operating the aircraft from the dismounting position using the operation arm 16 can be facilitated. It has become.

In short, this riding type rice transplanter is, for example,
The aircraft moves in the front-rear direction, such as when traveling over ridges when moving the aircraft in and out of the field, or when traveling using footboards when loading and unloading the aircraft on a truck bed. When the boarding operation becomes difficult due to the large inclination, the operation arm 16 that has been switched to the stowed posture is switched to the operating posture during the boarding operation, and
The center mascot 21 that has been switched to the working posture
Is switched to the stowed attitude, so that the aircraft can be steered by operating the operation arm 16 even from the disembarkation position.

For example, as shown in FIG. 16, when the front of the body is slightly lifted due to the propulsion reaction force during forward climbing of the body, the operation arm 16 is pushed down to operate the body. By applying a downward load to the front part, it is possible to suppress the lifting of the front part of the aircraft, and if the condition of the road surface is poor and the aircraft is difficult to climb uphill, pull the operation arm 16 forward. The climbing of the aircraft can be assisted, and the traveling direction of the aircraft can be forcibly corrected by pushing and pulling the operation arm 16 left and right as necessary. In addition, since the front wheel 1 is stably held in the straight traveling direction by the steering control mechanism 40 with the switching of the operation arm 16 to the operation posture, the front wheel 1 is automatically steered due to unevenness of the road surface and the like. Can be prevented from moving in unexpected directions.

When it is necessary to stop the traveling of the aircraft, the operation state of the main clutch 50 and the braking operation state of the brake 70 can be easily displayed by depressing the operation lever 62. 6 can be stopped immediately without stopping the aircraft, and then when the aircraft is restarted,
By pushing up the operating lever 62, the aircraft can be restarted quickly. When it is desired to maintain the aircraft in a stopped state, the pushed down operating lever 62 is shifted laterally and locked. By simply engaging the locking pin 76 of the lever 75, the aircraft can be easily maintained in the traveling stopped state. When the aircraft is restarted from this state, the operating lever 62 is detached from the locking pin 76. By releasing the auxiliary pedal 62c after depressing the auxiliary pedal 62c once, the aircraft can be quickly restarted from any of the getting-off position and the boarding position.

By the way, when operating the aircraft from the dismounting position, the main shift lever 25 is operated to the "ultra low speed" position,
It is sufficient to operate the sub transmission lever 24 to the "low speed" position, set the engine output appropriately high by operating the accelerator, and make the aircraft travel at a high torque and at a low speed.

[Other Embodiments] Hereinafter, other embodiments of the present invention will be listed. As shown in FIG. 17, a housing 70h fixed to the body frame 68 as the brake 70, a plurality of fixed claws 70j fixed to the housing 70h, and a state in which the external transmission shaft 28 can slide in the direction of its axis f. A shift member 70k spline-fitted so as to rotate integrally with a plurality of movable claws 70m integrally formed with the shift member 70k so as to be meshable with the fixed claws 70j, and a shift member 70k
Shift fork 7 slidably supported by a housing 70h about a vertical axis j so as to be slid in the axis f direction.
0n, etc., the operation in the direction along the axis f of the external transmission shaft 28 switches between a braking state in which the movable claw 70m meshes with the fixed claw 70j and a braking released state in which the movable claw 70m is separated from the fixed claw 70j. A so-called claw brake 70 </ b> B configured in a meshing manner may be employed. According to this configuration, when the body is inclined in the front-rear direction, the brake 7 is operated by operating the operation lever 62 from the getting-off position.
When 0 is switched to the braking operation state, the load of the body is applied to the meshing braking operation surface A of each fixed claw 70j and movable claw 70m, so that more reliable braking can be performed. In the above-described alternative embodiment in which the pawl brake 70B is employed as the brake 70, as shown in FIG. 17, each of the fixed pawl 70j and the movable pawl 70m, which are the respective pawls of the pawl brake 70B, Even if a strong surface pressure due to the load of the body is applied to each of the meshing braking action surfaces A by operating the operation lever 62 from the dismounting position, the fixed claw 70j and the fixed claw 70j are formed in a tapered shape having a clearance angle θ. The engagement with the movable pawl 70m may be easily released. As shown in FIG. 18, as the brake 70, a housing 70q fixed to the body frame 68, a cylindrical sliding contact portion 70r fixed to the housing 70q, and a sliding contact portion 7 are provided.
A shift member 70t spline-fitted to the external transmission shaft 28 so as to rotate integrally with the external transmission shaft 28 while being slidable in the direction of its axis f, and a recess 70s formed in the shift member 70t. Brake shoes 70 made of a friction material, such as rubber, protruded so as to be engaged with the brake shoes 70.
u, and a shift fork 70v supported by a housing 70q so as to be swingable about a vertical axis k so as to slide the shift member 70t in the direction of the axis f. A friction engagement type in which the brake shoe 70u is switched between a braking state in which the brake shoe 70u slides on the sliding contact portion 70r and engages with the concave portion 70s, and a brake release state in which the brake shoe 70u is separated from the sliding contact portion 70r May be adopted. As shown in FIGS. 19 to 23, the output shaft 7 b of the forward / reverse switching mechanism 7 </ b> B located at a transmission position on the transmission direction upper side than the differential mechanism 7 </ b> D as the final output unit for the wheels 1 and 2 in the transmission case 7 includes: A clutch / brake 73 in which a clutch 71 for interrupting transmission to the differential mechanism 7D and a brake 72 for performing a braking operation at a position on the lower side in the transmission direction with respect to the clutch 71 are integrally operable.
The operation lever 62 arranged on the lateral side of the engine bonnet 10 so as to enable operation from the dismounting position is linked to only the clutch / brake 73 without being linked to the main clutch pedal 58. The operation lever 6 is moved from the dismounting position by being linked via the mechanism 63.
By switching the operation state of the clutch / brake 73 by the operation 2, the vehicle may be stopped or restarted even from the disembarkation position. By the way, according to this configuration, the operating lever 62 is connected to the clutch / brake 73 mounted in the transmission case 7 located near the operating lever 62.
Only the operation lever 62 is linked to the main clutch 50 and the brake 70 far away from the operation lever 62, as exemplified in the above embodiment. In addition, the simplification of the linkage structure can be greatly improved as compared with a configuration in which a linkage is provided with a clutch / brake disposed at a position far away therefrom. Clutch / brake 7 in another embodiment described above
Various modifications can be made to the configuration of No. 3, for example, the clutch / brake 73 is composed of a disk clutch 71A as an example of the clutch 71 and a disk brake 72A as an example of the brake 72, as shown in FIG. Alternatively, as shown in FIG. 21, a claw clutch 71B, which is an example of the clutch 71, and a claw brake 72B, which is an example of the brake 72, may be used. As shown in FIG. And the claw brake 72
B, and as shown in FIG. 23, the claw clutch 71B and the disc brake 72A. Clutch / brake 7 in another embodiment described above
The arrangement of the transmission case 3 can be variously changed as long as it is a transmission position on the transmission direction upper side than the differential mechanism 7D as the final output unit for the wheels 1 and 2 in the transmission case 7. The clutch / brake 73 may be disposed in the transmission case 7 between the main transmission mechanism 7A and the forward / reverse switching mechanism 7B, or in the transmission case 7 at a position closer to the transmission direction than the main transmission mechanism 7A. In the above-described another embodiment, as shown in FIG. 24, a lateral direction after the operation lever 62 is pivoted to a position below the operation position for stopping traveling at a position near the side of the swing operation path of the operation lever 62. The operation lever 62
Is provided in the operating position for stopping the traveling so that the clutch / brake 73 can maintain the disengaged state of the clutch 71 and the braking operation state of the brake 72 in the exposed state. Is also good. In the above another embodiment, as shown in FIG. 24, an auxiliary pedal 62d is attached to the operation lever 62, and the operation lever 62 is locked by the holder 77 by the operation from the getting off position, and the clutch / brake is operated. Even when 73 is in a state in which the disengagement state of the clutch 71 and the braking operation state of the brake 72 are maintained, the auxiliary pedal 62d of the operation lever 62 is depressed while being seated on the driver's seat 17. By separating the operation lever 62 downward from the holder 77, the operation lever 62 can be returned to the original swing operation path by its elasticity, and by releasing the depression operation of the auxiliary pedal 62d in this state, The operation lever 62 can be returned to the initial position without interfering with the holder 77 so as to return to the initial position.
May be easily switched from the boarding position to a state in which the engaged state of the clutch 71 and the brake released state of the brake 72 appear. The arrangement of the operation lever 62 can be variously changed as long as the operation lever 62 can be operated from the dismounting position. For example, as illustrated in the above-described embodiment, the operation arm 16 is operated from the dismounting position and In the case where the operation lever 62 is operated, the operation lever 62 may be disposed at a position on the right side of the engine bonnet 10 where the operation is easy from the operation position, or the operation arm 16 may be provided with the operation lever 62. Is also good. Further, for example, in the case of operating the steering body 23 by operating the steering wheel 23 from the dismounting position on the side of the aircraft, the operation lever 62 is disposed at a position on the side of the steering wheel 23 where the operation is easy from the operating position. May be.

[Brief description of the drawings]

FIG. 1 is an overall side view of a riding rice transplanter.

FIG. 2 is a schematic plan view showing a transmission configuration of a riding type rice transplanter.

FIG. 3 is a schematic plan view showing a configuration inside a mission case.

FIG. 4 is a front view of a front part of the fuselage.

FIG. 5 is a perspective view of a front part of the fuselage.

FIG. 6 is a plan view of a front part of the fuselage.

FIG. 7 is a side view of the front part of the aircraft showing a state in which the operation arm is switched to an operation posture.

FIG. 8 is a vertical sectional side view showing a configuration of an upright urging mechanism and a steering control mechanism.

FIG. 9 is a cross-sectional plan view showing a configuration of an upright urging mechanism and a steering control mechanism.

FIG. 10 is a front view showing a base of the operation arm.

FIG. 11 is an exploded perspective view showing the configuration of a steering control mechanism.

FIG. 12 is a side view showing a configuration of a main clutch and an operation structure thereof.

FIG. 13 is a side view showing the relationship between the operation lever and the main clutch pedal.

FIG. 14 is a partially cutaway plan view showing the relationship between the operation lever and the main clutch pedal.

FIG. 15 is a plan view showing the arrangement and operation structure of a brake.

FIG. 16 is a side view showing a maneuvering state from a dismounting position.

FIG. 17 is a cross-sectional plan view of a main part showing another embodiment in which a meshing type is adopted as a brake.

FIG. 18 is a cross-sectional plan view of a main part showing another embodiment in which a friction type brake is used.

FIG. 19 is a schematic plan view showing another embodiment in which a clutch / brake operable from a dismounting position is provided in a transmission case.

FIG. 20 is a schematic view showing another embodiment in which a clutch / brake is constituted by a disk clutch and a disk brake.

FIG. 21 is a schematic view showing another embodiment in which a clutch / brake is constituted by a pawl clutch and a pawl brake.

FIG. 22 is a schematic view showing another embodiment in which a clutch / brake is constituted by a disk clutch and a pawl brake;

FIG. 23 is a schematic view showing another embodiment in which a clutch / brake is constituted by a pawl clutch and a disc brake.

FIG. 24 is a side view showing an operation lever holding structure in another embodiment in which the operation lever is linked to a clutch / brake.

[Explanation of symbols]

 Reference Signs List 1 wheel 2 wheel 7 transmission case 7D final output section 9 rear axle case 28 external transmission shaft 50 main clutch 62 operating lever 70 brake 70j meshing claw 70m meshing claw 71 clutch 72 brake 73 clutch / brake f shaft core A meshing braking action surface θ Clearance angle

Claims (4)

[Claims] 1. A clutch for interrupting transmission to a final output portion in a transmission position on the transmission side of a final output portion with respect to wheels in a transmission case, and a braking operation on a position on a downstream side in the transmission direction of the clutch. A riding type work machine in which a clutch / brake integrally configured so as to be able to operate a series of brakes is provided, and an operation lever for operating the clutch / brake is disposed at a position operable from a dismounting position. 2. An external transmission shaft extending from a transmission case to a rear axle case is provided with a brake which can be switched between a braking state and a braking release state by an operation in a direction along the axis of the external transmission shaft. An operation lever is provided for enabling operation of the main clutch mounted at a position on the upper side from the dismounting position, and the operation lever is operated by the brake so that a series of operations with the main clutch is enabled. Riding type working machine that is linked to 3. The riding type working machine according to claim 2, wherein a multi-plate type brake is used as said brake. 4. The riding type according to claim 1, wherein a meshing type brake is adopted, and each meshing claw is formed in a tapered shape having a clearance angle on a meshing braking action surface. Work machine.