JP2003118625A - Operation structure of working vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation structure of working vehicle with which an operator can perform operations including steering, stopping, and starting a body while being not at an operation part but from the ground. SOLUTION: At a front part of the body, an operation lever 46 capable of being operated from the ground is provided which can be operated freely in vertical and side-to-side directions. The operation lever 46, a clutch and a steering mechanism are linked so that when the operation lever 46 is operated in vertical direction, a clutch for traveling is operated to a transmission side and an interrupting side, and when the operation lever 46 is operated in side-to- side direction, the body direction is changed in the same direction that the operation lever 46 is operated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure for steering a vehicle, stopping and starting the vehicle in a work vehicle.

[0002]

2. Description of the Related Art In a work vehicle, an operator rides on a driving section provided on the machine body and operates a steering handle or a steering lever provided on the driving section to perform steering operation of the machine body. Similarly, the vehicle body is stopped and started by depressing a traveling clutch pedal or a brake pedal provided in the driving unit.

[0003]

SUMMARY OF THE INVENTION In a combine harvester or a riding type rice transplanter for agricultural use, the aircraft may enter and leave the field after getting over the ridges, so that the vehicle body may largely tilt back and forth when getting over the ridges. Accordingly, there is a demand for the operator to be able to perform the steering operation of the airframe, the stop operation and the start operation of the airframe from the ground instead of the driving section. It is an object of the present invention to provide an operating structure for a work vehicle so that a driver can appropriately perform a steering operation, a stopping operation and a starting operation of a vehicle body from the ground instead of the driving section.

[0004]

[I] According to a feature of claim 1, a traveling clutch, a steering mechanism for steering the airframe are provided, and an operation lever that can be operated from the ground is provided at a front portion of the airframe. The operation lever is configured to be vertically and horizontally operable. Thus, according to the feature of claim 1, the operator can operate the operation lever not from the driving section but from the ground. If the operation lever is operated in the lateral direction, the steering mechanism is operated by the operation lever. The orientation of the aircraft changes according to the operating direction of the operating lever.

In this case, according to the feature of claim 1, when the operation lever is operated in the lateral direction, the body is turned to the operation direction of the operation lever, and the operation direction in the lateral direction of the operation lever ( For example, if the operating lever extends forward from the front of the machine, the operating direction of the operating lever is considered to be the left-right direction.For example, if the operating lever extends laterally from the front of the machine, The operating direction of the operating lever is considered to be the front-back direction), but it corresponds to the direction in which the aircraft changes direction.

[II] According to the feature of claim 1, when the operation lever is operated in the vertical direction, the clutch is operated to the transmission side and the disengagement side by the operation lever, and the machine body is stopped and started. In this case, according to the feature of claim 1, while the operation direction of the operation lever for changing the orientation of the aircraft is set to the lateral direction as described in the above [I], the aircraft is stopped and started. Since the operating direction of the operating lever is set to the up and down direction, and the lateral direction and the up and down direction are greatly different, for example, the operator operates the operating lever in the up and down direction while thinking of operating the lateral direction. It is difficult for an erroneous operation to occur.

[III] According to the characteristics of claim 2, the "action" described in the above [I] and [II] is provided as in the case of claim 1. In addition to this, the following "action" is provided. "
Is equipped with. According to the feature of claim 2, when the clutch is operated to the disengagement side by operating the operation lever in the vertical direction, the traveling brake is operated to the braking side, and the clutch is moved to the transmission side by operating the operation lever in the vertical direction. When operated, the traveling brake is operated to the release side. Thus, according to the feature of claim 2, when the clutch is operated to the disengagement side to stop the machine body by operating the operation lever in the vertical direction, the traveling brake is operated to the braking side, so that the machine body is stopped. It will be certain.

[IV] According to the characteristics of claim 3, as in the case of claim 1 or 2, the above-mentioned [I] [II] [III]
In addition to this, the following "action" is provided. According to the features of claim 3,
Since the holding means capable of holding the operation lever at the position where the clutch is operated to the disengagement side is provided, by operating and holding the operation lever at the position where the clutch is operated to the disengagement side, The machine is stopped (the clutch is operated to the disengagement side) (the clutch is operated to the disengagement side and the brake is operated to the braking side)
Thus, even if the operator releases his / her hand from the operation lever, the stop of the machine body is maintained.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION As shown in FIGS. 1 and 2, a reaper 2 is provided at the front of a machine supported by right and left crawler type traveling devices 1 so as to be vertically movable, and A drive unit 3 is provided on the right side of the front part, and a threshing device 4 and a bag filling device 5 are provided on the rear part of the machine body, and a combine, which is an example of a work vehicle, is configured.

Next, the mission case 8 and the transmission system will be described. As shown in FIG. 3, the power of the engine 6 is transmitted to the input shaft 9 of the mission case 8 via the transmission belt 7, and is transmitted to the transmission shaft 11 via the bevel gear mechanism 10, so that the power of the transmission shaft 11 is transmitted. The tension clutch type main clutch 12 is formed on the transmission belt 7 by being transmitted to the reaper 2 via the belt 13.

As shown in FIG. 3, the shift gear 14 is externally fitted to the transmission shaft 11 by a spline structure so as to be integrally rotatable and slidable, and the third speed gear 15 is externally fitted to the transmission shaft 11 so as to be relatively rotatable. . Transmission gear 2 on the transmission shaft 19
The 0, 21, 2nd gear 16 and the 1st gear 17 are fixed, the transmission gear 20 meshes with the 3rd gear 15, and the transmission gear 21 meshes with the reverse gear 18. As a result, the shift gear 14 is slid to engage with the first speed gear 17, the second speed gear 16, the third speed gear 15, and the reverse gear 18, whereby the power of the transmission shaft 11 is shifted to the third forward speed and the first reverse speed. It is transmitted to the transmission shaft 19.

As shown in FIG. 3, the transmission gear 23 is fitted onto the support shaft 22 so as to be relatively rotatable, and the transmission gear 23 is engaged with the second speed gear 16. The right and left side gears 24 are fitted onto the support shaft 22 so as to be rotatable and slidable relative to each other, and the right and left transmission gears 25 that transmit power to the right and left traveling devices 1 are connected to the right and left side gears 24. Always bites regardless of the slide. An occlusal portion 26 is fixed to the inner surface of the mission case 8, and a spring 27 that biases the right and left side gears 24 to the transmission gear 23 is provided. As a result, the right and left side clutches 28 are formed between the transmission gear 23 and the right and left side gears 24, and the right and left side brakes 29 are provided between the right and left side gears 24 and the engaging portions 26. It is configured.

Next, the driving section 3 and the control lever 35 will be described. As shown in FIGS. 1 and 2, the operating unit 3 includes a bonnet 30 that covers the engine 6, a driver seat 31 provided on the bonnet 30, a floor 32, a control tower 33, and the like. The control tower 33 is configured in the shape of a rectangular box and has a width that is sufficiently narrower than the hood 30 and the floor 32, and is arranged at the front end of the floor 32. A fixed handle 34 and a steering lever 35 are provided on the steering tower 33.

As shown in FIG. 3, right and left slide arms 38 for sliding the right and left side gears 24.
Are provided inside the mission case 8. Figure 6
And the right and left slide arms 38, as shown in FIG.
A support shaft 44 that supports the projections protrudes to the outside of the mission case 8, and an L-shaped operation arm 45 in a front view is fixed to the right and left support shafts 44 outside the mission case 8.

As shown in FIGS. 4A and 4B, the operating shaft 36 is rotatably supported by the control tower 33 around the horizontal axis P1 in the left-right direction, and the operating shaft 36 rotates around the axial center P2 in the front-rear direction. To
A balance-shaped operation arm 37 is swingably supported,
The control lever 35 is fixed to the operation arm 37. Right and left wires 39 are connected across the right and left long holes 37a of the operation arm 37 and the right and left operation arms 45. An operation arm 40 is fixed to the operation shaft 36, and an elevating mechanism (not shown) that elevates and drives the reaper 2,
Front and rear wires 41 are connected to the front and rear long holes 40a of the operation arm 40.

With the above-mentioned structure, the control lever 35 is configured to be operable from the neutral position to the front, rear, left and right. When the control lever 35 is operated to the rearward raising position U, the raising and lowering mechanism drives the cutting unit 2 upward. When the control lever 35 is operated to the forward lowering position D, the raising and lowering mechanism drives the cutting unit 2 downward.

When the control lever 35 is operated to the neutral position, the right and left side gears 24 mesh with the transmission gear 23 as shown in FIG. 3, and the power is transmitted to the right and left traveling devices 1, The aircraft is moving straight (the right and left side clutches 28 are operated to the transmission side). When the steering lever 35 is operated from the neutral position to the right first turning position R1 in the right direction, the right side gear 24 is slid by the right wire 39, the operation arm 45 and the slide arm 38, and separated from the transmission gear 23. As a result, the power to the right traveling device 1 is cut off (the right side clutch 28 is operated to the disengagement side), and the aircraft gently turns to the right.

When the control lever 35 is operated from the first right turning position R1 to the second right turning position R2, the right side gear 24 is further slid by the right wire 39, the operating arm 45 and the slide arm 38, and the occlusal portion is reached. Bite into 26. As a result, the right traveling device 1 is stopped (the right side brake 29 is operated to the braking side), and the aircraft makes a right turn to the right. When the control lever 35 is operated from the neutral position to the left first turning position L1, the left side clutch 28 is operated to the disengagement side as described above, and the aircraft gently turns to the left. When the control lever 35 is operated to the second left turning position L2, the left side brake 29 is operated to the braking side as described above, and the aircraft turns to the left.

Next, the brake pedal 42 will be described. As shown in FIGS. 5 and 6, the operation shaft 43 is attached to the floor 3
The horizontal axis P in the left-right direction on the lower brackets 47, 48
3 is rotatably supported, and a brake pedal 42 is provided at the end of the operating shaft 43, and a return spring that biases the operating shaft 43 and the brake pedal 42 counterclockwise in FIG. (Not shown). 1 and 2
As shown in, the brake pedal 4 is provided on the right side of the control tower 33.
2 are arranged.

As shown in FIGS. 6 and 7, the right support shaft 4
4, a balance arm 51 is independently fitted to the outside so as to be swingable, and a spring 50 is connected between the balance arm 51 and the operation shaft 43. As shown in FIG. 8A, the arms 45a are extended from the right and left operation arms 45, and the right and left arms 45a are arranged side by side so as to overlap with each other in front and rear, and are fixed to the balance arm 51. The pin 51a is located above the right and left arms 45a. As shown in FIGS. 5 and 6, the operation arm 43 a fixed to the operation shaft 43.
And the main clutch 12 (see FIG. 3) are connected via a wire 49.

The state shown by the solid line in FIG. 5 and the state shown in FIG. 6 are the states in which the brake pedal 42 is not depressed and the main clutch 12 is operated on the transmission side. Next, when the brake pedal 42 is depressed, the wire 49 is pulled and the main clutch 12 is operated to the disengagement side. Along with this, the spring 50 is pulled up by the operation shaft 43, and the balance arm 51 swings around the right support shaft 44 in the counterclockwise direction of the drawing of FIG.

As a result, as shown in FIGS. 8A to 8B, the right and left arms 45a are pushed downward by the pin 51a of the balance arm 51, and the right and left operation arms 45, right. And the left slide arm 38,
The right and left side gears 24 shown in FIG. 3 are slid until they engage with the occlusal portion 26. As a result, the right and left side brakes 29 are operated to the braking side, and the aircraft stops.

As shown in FIGS. 5 and 6, a hook-shaped lock lever 54 is swingably supported on the right front portion of the control tower 33 about the horizontal axis P4. As a result, in the state where the brake pedal 42 is stepped on as shown by the chain double-dashed line in FIG. 5, the lock lever 54 is operated counterclockwise around the horizontal axis P4 in the plane of FIG.
By engaging the lock lever 54 with, the brake pedal 42 can be held in the depressed position (the state in which the main clutch 12 is operated to the disengagement side and the right and left side brakes 29 are operated to the braking side). .

When the foot is released from the brake pedal 42 or the lock lever 54 is disengaged from the state where the brake pedal 42 is being depressed, the brake pedal 42 is returned by a return spring (not shown). As a result, the right and left side gears 24 are slid by the spring 27 shown in FIG. 3 to separate from the occlusal portion 26 and engage with the transmission gear 23, and the main clutch 12 is operated to the transmission side.

As shown in FIGS. 5, 6 and 7, the bracket 4
7 is provided with a limit switch 52, and the leaf spring 53 fixed to the operation arm 43a of the operation shaft 43 comes into contact with the limit switch 52 at the depression position of the brake pedal 42 as shown by the chain double-dashed line in FIG. Is configured to. Thus, the engine 6 can be started only when the brake pedal 42 is in the depressed position.

Next, the operation lever 46 provided on the brake pedal 42 will be described. As shown in FIGS. 5, 6 and 7, the operating lever 46 is the vertical axis P of the brake pedal 42.
5 is swingably supported in the lateral direction around the operation lever 4
6 extends diagonally upward and forward. Brake pedal 4
The operation lever 46 can be operated laterally with respect to 2,
When the operating lever 46 is operated vertically, the brake pedal 42 is also operated vertically. Operating lever 46
The operation arm 46a is fixed to the base of the wire, and the wire 55 is connected across the right and left operation arms 45 and the operation arm 46a.

With the above structure, the state shown in FIGS. 5 and 7 is a state in which the operation lever 46 is operated to the traveling position ON, and the clutch pedal 42 is not stepped on when the operation lever 46 is in the traveling position ON. Same as the state. In a state where the operating lever 46 is operated to the traveling position ON, the right and left side gears 24 are engaged with the transmission gear 23 as shown in FIG. 3, and the power is transmitted to the right and left traveling devices 1 so that the machine body Is going straight (the right and left side clutches 28 are operated to the transmission side).

When the operating lever 46 is operated to the right turning position R3 while the operating lever 46 is being operated to the traveling position ON, the right wire 55 is pulled by the operating arm 46a and the right operating arm 45 is operated. The right side gear 24 is slid by the right slide arm 38 and separated from the transmission gear 23. As a result, the power to the right traveling device 1 is cut off (the right side clutch 2
(8 is operated to the blocking side), the aircraft gently turns to the right. When the operating lever 46 is operated to the left turning position L3 while the operating lever 46 is being operated to the traveling position ON, the left wire 55 is pulled by the operating arm 46a, and the left operating arm 45 and the left slide are moved. The left side gear 24 is slid by the arm 38 and separated from the transmission gear 23. As a result, the power to the left traveling device 1 is cut off (the left side clutch 2
(8 is operated to the blocking side), the aircraft gently turns to the left.

When the operation lever 46 is operated from the right turning position R3 to the right turning position R4 while the operation lever 46 is being operated to the traveling position ON, the right wire 55 is pulled by the operation arm 46a. , Operation arm 4 on the right
The right side gear 24 is further slide-operated by the 5 and the right slide arm 38 to engage with the occlusal portion 26. As a result, the right traveling device 1 is stopped (the right side brake 29 is operated to the braking side), and the aircraft makes a right turn to the right. While operating the operating lever 46 to the traveling position ON, move the operating lever 46 to the left turning position L3.
From the left to the left turning position L4, the left wire 55 is pulled by the operation arm 46a, and the left side gear 24 is further slide-operated by the left operation arm 45 and the left slide arm 38 to the occlusal portion 26. Bite. As a result, the left traveling device 1 is stopped (the left side brake 29 is operated to the braking side), and the aircraft turns to the left.

As shown by the chain double-dashed line in FIG.
When 6 is operated to the stop position OFF, the brake pedal 42 is depressed together with the operation lever 46.
As a result, the wire 49 is pulled in the same manner as described above, the main clutch 12 is operated to the disengagement side, and the spring 50 and the balance arm 51 push down the right and left arms 45a, and the right and left operations are performed. By the arm 45 and the right and left slide arms 38, the right and left side gears 2
The slide operation is performed until 4 is engaged with the occlusal portion 26. As a result, the right and left side brakes 29 are operated to the braking side, and the aircraft stops.

When the operating lever 46 is operated to the stop position OFF (the brake pedal 42 is stepped on), the lock lever 54 is operated in the counterclockwise direction of FIG. Brake pedal 4
By engaging the lock lever 54 with the second pin 42a, the operating lever 46 is turned off (the brake pedal 42 is depressed) (the main clutch 12 is operated to the disengagement side, and the right and left side brakes 29 are braked). It can be held in the state of being operated to the side. Operating lever 46
It is possible to operate the operation lever 46 to the right and left turning positions R3, R4, L3, L4 while the lever is operated to the stop position OFF, but the right and left wires 55 are only loosened, and the right and left The side gear 24 is not slid.

When the lock lever 54 is disengaged or the operating lever 46 is released while the operating lever 46 is operated to the stop position OFF, the operating lever 46 is moved to the traveling position by the return spring (not shown). It returns to ON (the brake pedal 42 returns). As a result, the right and left side gears 24 are slid by the spring 27 shown in FIG. 3 to separate from the occlusal portion 26 and engage with the transmission gear 23, and the main clutch 12 is operated to the transmission side.

[Other Embodiments of the Invention] In the above-mentioned [Embodiment of the Invention], the operation lever 46 is not provided in the brake pedal 42 but is provided in another portion, and the depression operation of the brake pedal 42 is performed. The operation lever 46 may be operated vertically and laterally independently of each other.

In the above-mentioned [Embodiment of the Invention], the operating lever 46 can be operated to the right and left turning positions R3 and L3, but the operating lever 46 is moved to the right and left turning positions R and L3.
It may be configured such that the right and left turning positions R4, L4 cannot be operated beyond 3, 3, L3 (operation lever 4
By operating 6 in the lateral direction, the state in which the right and left side clutches 28 are operated to the disengagement side can be revealed, but the state in which the right and left side brakes 29 are operated to the braking side is revealed. Configuration that cannot be revealed).

The operating lever 46 should be placed not diagonally above and
It may be configured to extend from the floor 32 in the right lateral direction. According to this structure, the left turning positions L3, L4 are arranged in front of the operation lever 46, and the right turning positions R3, R4 are arranged behind the operation lever 46. The present invention is not limited to a combine provided with the right and left crawler type traveling devices 1, but also an agricultural tractor provided with right and left front wheels (not shown) and right and left rear wheels (not shown). It can also be applied to riding type rice transplanters.

[0036]

According to the feature of the first aspect of the present invention, the operation lever which can be operated from the ground is provided in the front part of the machine body so that the operator can operate the operation lever laterally and vertically from the ground instead of the driving section. As a result, the maneuvering operation of the machine body, the stopping and starting operation of the machine body can be performed, and the workability of the work vehicle can be improved.

According to the feature of claim 1, the lateral operation direction of the operating lever and the direction in which the machine body changes direction correspond to each other, and when the operator laterally operates the operating lever, Since the aircraft's orientation changes without feeling any discomfort, it was possible to prevent the operator's erroneous operation due to feeling discomfort. According to the feature of claim 1, the operation direction of the operation lever for changing the direction of the machine body (lateral direction) and the operation direction of the operation lever for stopping and starting the machine body (vertical direction) are significantly different. As a result, for example, it is difficult for an operator to operate the operation lever in the vertical direction while operating the operation lever in the horizontal direction. We were able to.

According to the feature of claim 2, as in the case of claim 1, the "effect of the invention" of the above-mentioned claim 1 is provided. In addition to the "effect of the invention", the following "invention" is provided. It has the effect of. According to the feature of claim 2, when the operation lever is operated in the up-down direction to operate the clutch to the disengagement side to stop the machine body, the traveling brake is operated to the braking side, so that the machine body is reliably stopped. It was possible to improve the workability of the work vehicle.

According to the characteristics of claim 3, claim 1 or 2
Similar to the above case, the “effect of the invention” of the above-mentioned claim 1 or 2
In addition to the "effect of the invention", the following "effect of the invention" is provided. According to the feature of claim 3, the clutch is provided with a holding means capable of holding the operation lever at a position where the clutch is operated to the disengagement side, and even when the hand is released from the operation lever in a state where the machine body is stopped by the operation lever. Since the airframe was kept stopped, the operator was able to leave the airframe and the workability of the work vehicle was improved.

[Brief description of drawings]

1] Overall side view of combine

FIG. 2 is an overall plan view of the combine

FIG. 3 is a schematic diagram showing a transmission system of a mission case.

FIG. 4 is a vertical sectional front view and a vertical sectional side view in the vicinity of a control tower and a control lever.

FIG. 5 is a side view of the vicinity of a brake pedal and an operating lever.

FIG. 6 is a rear view near the brake pedal and the operation lever.

FIG. 7 is a plan view of the vicinity of a brake pedal and an operating lever.

FIG. 8 is a front view of the vicinity of the operation arm when the brake pedal is depressed.

[Explanation of symbols]

12 Running clutch 29 Driving brakes 45 Steering mechanism 46 Operation lever 54 holding means

Front page continuation (51) Int.Cl. ⁷ Identification code FI theme code (reference) G05G 11/00 G05G 11/00 (72) Inventor Yoshiaki Goto 64 Ishizukitamachi, Sakai City, Osaka Prefecture Kubota Sakai Manufacturing Co., Ltd. (72) Kenichi Terasaka, 64 Ishizukita-machi, Sakai City, Osaka Prefecture, Kubota Sakai Factory Co., Ltd. (72) Nobuyoshi Hatanaka, 64, Ishizukita-machi, Sakai City, Osaka Prefecture, F Term (reference) 3D036 EA01 EB03 EC13 EC23 GA48 GB20 GD01 GD07 GH16 GJ11 GJ12 3D052 AA05 AA11 BB01 BB08 DD03 DD04 EE01 FF01 GG04 HH01 JJ02 JJ06 JJ12 JJ19 3J070 AA03 AA04 BA02 DA03 DA24 EA11

Claims (3)

[Claims] 1. A traveling clutch and a steering mechanism for steering the airframe, and an operation lever which can be operated from the ground are provided on a front portion of the airframe.
The operation lever is configured to be vertically and horizontally operable, and when the operation lever is operated vertically, the clutch is operated to the transmission side and the disengagement side, and when the operation lever is operated horizontally, the operation lever is operated. An operating structure for a work vehicle in which the operating lever, a clutch, and a steering mechanism are linked so that the orientation of the machine body changes in the operating direction. 2. When the clutch is operated to the disengagement side by operating the operation lever in the vertical direction, the traveling brake is operated to the braking side, and the clutch is moved to the transmission side by operating the operation lever in the vertical direction. The work vehicle operating structure according to claim 1, wherein the operating brake is configured to be operated to a release side when operated. 3. An operating structure for a work vehicle according to claim 1, further comprising a holding means capable of holding the operation lever at a position where the clutch is operated to a disengagement side.