JP2003287118A - Spraying machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve such problems with a conventional spraying machine that the speed of an engine and the speed of a continuously variable transmission cannot be set arbitrarily since the ratio of the speed of the engine to the speed of the continuously variable transmission is set constant, and a traveling speed cannot be matched to the rotational speed of a spraying machine since the rotational speed of the spraying machine is in proportional to the speed of the engine when another working machine such as a rotary cultivator is installed on the spraying machine to lower an operability and a workability. <P>SOLUTION: This spraying machine comprises a traveling frame having a chemical tank 24, a spraying pump 4, and a nozzle 23 for spraying chemical and an automatic transmission control mechanism for interlockingly control the speed ratio V of the continuously variable transmission 21 based on the rotational speed V of the engine 9. The machine also comprises a means 142 for releasing an interlocked control between the speed ratio of the continuously variable transmission and the speed of the engine so that the speed ratio of the continuously variable transmission and the speed of the engine can be set up individually. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a shift control mechanism in a spraying work machine equipped with a liquid tank, a boom having a nozzle for spraying a liquid, a spray pump and the like mounted on a riding type traveling body.

[0002]

2. Description of the Related Art Conventionally, in a spraying machine, an accelerator operation for changing the number of revolutions of an engine and an auxiliary shift operation consisting of a continuously variable transmission mechanism are integrated into a single unit to determine a speed determining means during work and traveling. There is known a technique for improving operability by setting only one of them. Then, in the spray work machine in which the speed ratio of the continuously variable transmission that changes the work speed based on the engine speed that is changed by the accelerator operation is interlocked, the engine speed and high / medium speed / The shift control mechanism is configured so that the shift position is automatically determined by the shift mode changeover switch that switches to the low-speed three-shift mode.

[0003]

However, in the structure of the shift control mechanism of the conventional spraying work machine, since the engine speed and the speed ratio of the continuously variable transmission are constant, they can be set arbitrarily. When working with another work implement such as a rotary cultivator, the rotation speed of the work equipment is proportional to the engine rotation speed, so it is not possible to match the traveling speed with the rotation speed of the work equipment. The workability and workability sometimes deteriorated.

[0004]

The problem to be solved by the present invention is as described above, and the means for solving this problem will be described below.

That is, according to the first aspect of the present invention, an automatic gear shift control mechanism is provided in which a traveling body is equipped with a chemical liquid tank, a spray pump, and a nozzle for spraying the chemical liquid, and the speed ratio of the continuously variable transmission is interlocked and controlled based on the engine speed. A spraying work machine having a means for releasing the interlocking control of the speed ratio of the continuously variable transmission and the engine speed so that the speed ratio of the continuously variable transmission and the engine speed can be individually set. Is.

According to a second aspect of the present invention, there is provided means for monitoring a manual shift operation of the continuously variable transmission.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described. FIG. 1 is a side view showing the overall structure of the spraying work machine according to the present embodiment, FIG. 2 is a plan view of the same, FIG. 3 is a skeleton diagram showing a transmission system of the spraying work machine according to the present embodiment, and FIG. Is a side view showing the pump portion of the spraying work machine according to the present embodiment, FIG. 5 is a rear view of the same, FIG. 6 is a plan view showing various sensor mounting portions, FIG. 7 is a side view showing a speed ratio sensor, and FIG. 9 is a front view, FIG. 10 is a side view showing an accelerator sensor, FIG. 11 is a plan view showing the same, FIG. 12 is a side view showing a main shift position sensor, FIG. 13 is a plan view showing the same, and FIG.
Is a mode diagram showing the relationship between the engine speed and the gear ratio,
FIG. 15 is a control circuit diagram, FIG. 16 is a flowchart of vehicle speed control, and FIG. 17 is a flowchart of automatic shift control.

First, the overall structure of the spraying machine according to the present invention will be described with reference to FIGS. 1 and 2. The spraying work machine is a riding type traveling machine body 22, a boom 40 having a plurality of nozzles 23 for spraying a chemical liquid, and a boom drive unit 35 including a mechanism for lifting and lowering the boom 40. , And the chemical liquid tank 2 powered by the engine 9
4 is composed of a spray pump 4 that pressure-feeds the chemical liquid to the nozzles 23, 23, and a pump unit 36 that includes a spray amount control device 3 and the like related to the control of the chemical liquid discharged from the spray pump 4. In the present embodiment, the boom drive unit 35 is arranged at the front and side portions of the traveling machine body 22, and the pump unit 36 is arranged at the rear portion. A pair of left and right body frames 6L and 6R extend horizontally in parallel from the front end of the traveling body 22 toward the rear. The fuselage frame 6L ・ 6
A front wheel 7.7 is supported on the lower front part of the R, and a rear wheel 8.8 is supported on the lower rear part.

Further, the machine body frame 6 at the front of the traveling machine body 22.
A bonnet 10 that covers the engine 9 is provided on the L6R. An operation panel 11 is provided on a cover behind the bonnet 10, and a driving handle 12 is provided above the operation panel 11, and the operation panel 11 is provided.
Further, the operating handle 12 and the like constitute a control section of the spraying work machine. Steps 13 are provided on the machine body frames 6L and 6R from below the operation panel 11 toward the rear. Further, a chemical liquid tank 24 is disposed on the rear portions of the machine body frames 6L and 6R, and a driver's seat 14 is formed at the center of the front portion of the chemical liquid tank 24, and the side and rear portions are surrounded by the chemical liquid tank 24. Is placed as. In addition, the body frames 6L and 6R and the subframes 52L and 52R, which are the respective constituent members of the frame of the spraying work machine, are made of hollow square or round pipes or steel materials such as L-type and H-type, and are lightweight and high in height. It is configured to be rigid.

The boom drive unit 35 is composed of a boom 40 for spraying a chemical solution and a lifting link mechanism 37. The boom 40 is a front boom 41 in front of the traveling body 22, and
The left and right side booms 42L and 42R are rotatably supported by both ends of the front boom 41 and extend laterally so as to be foldable. The boom 40 is provided with a plurality of nozzles 23, 23 ... For spraying the chemical liquid at regular intervals. The front boom 41 and the side boom 4
Cylinders 43 and 43 are respectively interposed between the 2L and 42R, and by expanding and contracting the cylinders 43 and 43, the side booms 42L and 42R are extended in the left and right horizontal directions, and in the front-back direction. It is possible to rotate to the storage position that is located rearward and upward.

The elevating and lowering link mechanism 37 connects the front boom 41 and the front portions of the body frames 6L and 6R by parallel links, and one of the parallel links and the body frame 6L and 6L.
Cylinders 38, 38 are interposed between the 6Rs, and the booms 40 can be moved up and down by expanding and contracting the cylinders 38, 38. The front left and right center of the front boom 41 is pivotally supported by the up-and-down link mechanism 37 and supported so as to be tiltable left and right.
A cylinder 39 is interposed between the booms 40 to horizontally control the boom 40.

Next, the power transmission structure of such a spraying work machine will be described with reference to FIGS. As shown in FIG. 3, the engine output shaft 15 extends rearward from the engine 9 arranged in the front part of the traveling machine body 22, and the engine output shaft 15 is provided between the transmission shaft 16 and the shaft by a universal joint. It is connected and further connected to the rear CVT input shaft 27. A CVT (split pulley type continuously variable transmission) 21 is installed in a CVT case 20 disposed substantially in the lower center of the traveling machine body 22. A rear end of the CVT input shaft 27 extends from the right side of the rear end of the CVT case 20, and a CVT output shaft 29 extends from the left side. The power transmitted to the CVT input shaft 27 is steplessly changed by the CVT 21 and transmitted to the CVT output shaft 29.

A double pulley 17 is fixedly mounted on the rear end of the CVT input shaft 27, and a double pulley 28 is arranged below the double pulley 17, and the double pulley 28 extends rearward. Is fixed on the second PTO shaft 68. Double pulley 1
A belt 69 is wound between 7 and 28.
9, the driving force can be transmitted from the CVT input shaft 27 to the second PTO shaft 68. That is, the second PTO shaft 6
The reference numeral 8 makes it possible to obtain a power of a substantially constant rotation in proportion to the output rotation of the engine 9.

A second PT is provided at the rear end of the second PTO shaft 68.
The O output shaft 83 is connected, and the rotation of the second PTO output shaft 83 is adjusted by a gear or the like, and the pump unit 3 is transmitted to the crankcase 26 of the spray pump 4 via the transmission shaft 19.
Power is transmitted to 6.

A clutch case 76, which houses a clutch 84, is disposed on the left rear side of the CVT case 20. The CVT output shaft 29 is inserted in the clutch case 76, and an input shaft 85 is arranged coaxially with the CVT output shaft 29. The CVT output shaft 29 and the input shaft 85 are configured so that driving force transmission can be connected / disconnected by the traveling clutch 84. In addition, the traveling clutch 84
A mission case 86 is arranged on the rear side, and a rear portion of the input shaft 85 is inserted into the mission case 86.
That is, the traveling body 2 is directed rearward from the CVT case 20.
As described above, the CVT input shaft 27 that functions as the second PTO take-out shaft extends to the left of the center line, and the CVT output shaft 29 extends in the front-rear direction to the right of the center line. Is connected to the traveling clutch 84.

In the transmission case 86, the power of the input shaft 85 protruding from the clutch case 76 is transmitted to the traveling drive shaft 82 via a plurality of gears. And
The traveling drive shaft 82 is connected to a front wheel drive shaft 87 and a rear wheel drive shaft 89 that project in the front and rear of the transmission case 86 to transmit power. Therefore, the rotational force after continuously variable transmission by the CVT 21 is transmitted to the front wheel drive shaft 87 and the rear wheel drive shaft 89, and the front wheels 7 and 7 and the rear wheels 8.8 rotate and drive.

Further, the first PTO shaft 81 is extended rearward from the mission case 86, and the first PTO shaft 8 is extended.
A driving force is transmitted from the input shaft 85 through a PTO speed change mechanism 88, which is composed of a gear or the like, which is installed in the transmission case 86. Therefore, the first PTO shaft 81 is different from the constant-rotation second PTO shaft 68 in that the rotational force after continuously variable transmission is transmitted by the CVT 21 is transmitted. And the first P
From the TO shaft 81, when a working machine such as a rotary cultivator is arranged at the rear of the machine body, the driving force for engaging the front and rear wheels 7 and 8 can be transmitted to the drive section of the working machine.

Here, as shown in FIGS. 4 and 5, the pump portion 36 has a crank shaft of the spray pump 4 mounted on a sub-frame 52L / 52R extending to the rear portion of the traveling machine body 22 through a support member. It is arranged so as to be located in the longitudinal direction of the machine body. The pump portion 36 is mainly composed of the spray pump 4 and the spraying amount control device 3, and the air chamber 25, the safety valve 179 and the like are provided in the upper right portion of the crankcase 26 of the spray pump 4. The spraying amount control device 3 is composed of the flow rate control valves 90 and 91, the motor 30 related to opening and closing of the flow rate control valves 90 and 91, and the like.

The transmission of power to the pump section 36 is
The drive shaft 1 connected to the front end of the input shaft 65 from the transmission shaft 19 via the universal joint 64, and connected to the crank shaft of the spray pump 4 by the input shaft 65.
8, the power is transmitted to the crankcase 2 of the spray pump 4.
6, the piston (not shown) housed in the crankcase 26 is reciprocated so that the chemical liquid can be pressure-fed.

Next, in the spraying work machine having the above-described power transmission structure, an automatic shift control mechanism for interlocking and controlling the gear ratio of the continuously variable transmission according to the engine speed will be described.

As shown in FIGS. 3 and 6 to 9, the CVT
In No. 21, the electric transmission motor 98 is driven to change the winding diameter of the V-belt 101 around the input / output pulleys 99 and 100 to change the speed ratio steplessly.
The electric transmission motor 98 is attached to the fixed bracket 103 inside the body frame 6R between the body frame 6R and the transmission case 20, and the motor output shaft 106 of the transmission motor 98 is provided with transmission gears 107 and 108. Are connected to the transmission shaft 109.

A transmission gear 110 is provided at the tip of the transmission shaft 109.
Is fixed to the transmission gear 110, and is meshed with a gear portion engraved on a circumferential portion of a cam gear 111 having a fan shape in a side view,
The cam gear 111 is fixed to the support shaft 113, and the support shaft 11
3 is rotatably provided on a fixed bracket 114 of the sub-frame 102 bridged between the machine body frames 6L and 6R. The lower part of the cam gear 111 is connected to the speed change lever 105 via the connection link 104.

In such a structure, when the transmission motor 98 is driven, the rotational movement is transmitted to the cam gear 111 via the transmission gears 107, 108 and 110, and the connecting link 104 swinging by the cam gear 111 is transmitted. The shift lever 105 is operated to shift the CVT 21 so that the speed ratio can be freely changed.

Further, a potentiometer type speed ratio sensor 112 is attached to a fixing bracket 103 fixed to the machine body frame 6R via a fixing plate 115, and a detection pin 112a is projected from the speed ratio sensor 112. The detection pin 112a is engaged with and connected to a detection pin 116 protruding outward from the upper portion of the cam gear 111, and is used when the CVT 21 is gear-shifted by rocking the coupling link 104 by the gear shifting motor 98. The shift drive amount can be detected as a gear ratio. That is, CVT
A speed ratio sensor 112 is arranged in the middle of the transmission path for changing the width of the split pulley 21 so as to detect the gear ratio and the position of the pulley for changing the width.

Further, FIG. 2, FIG. 3, FIG. 6, FIG.
As shown in 1, on the right outside of the body frame 6R,
An accelerator pedal 117, which is an accelerator operating member, is arranged near the brake pedal 58.
The pedal shaft 118 of 17 is pivotally supported by a fixed bracket 122 on the rear surface of the sub-frame 121 which projects rightward from the front portion of the machine body frame 6R.

The pedal shaft 118 is fixed to an upper portion of a pedal arm 119 having a V-shape when viewed from the side.
The rear end of the spring 123 is connected to the lower end of the lower part 9 and is biased rearward, and the upper and lower substantially central portions of the pedal arm 119 are connected to the accelerator lever 5 via a link 125 such as a wire.
7, one end of a link 56 is connected between the mounting portion of the link 125 and the lower portion of the pedal arm 119, and the other end of the link 56 is connected and interlocked with the engine 9.

Further, a potentiometer type accelerator sensor 126 is attached to the side of the machine frame 6R, and a detection pin 126a is projected from the accelerator sensor 126, and the detection pin 126a is fixed to a lower portion of the pedal arm 119. The pin 124 is engaged with and coupled to the pin 124, and the accelerator sensor 126 can detect the rotational operation position of the accelerator pedal 117.

In such a structure, the accelerator pedal 117 is depressed or the accelerator lever 5 is pressed.
When 7 is rotated back and forth (hereinafter referred to as "accelerator operation"), the pedal arm 119 is rotated about the pedal shaft 118.
Is rotated, the accelerator motor 96 is driven via the link 56 so as to control the throttle opening of the throttle portion of the engine 9, and the engine speed E is increased or decreased.

Then, as shown in FIG. 3, the engine speed E is detected by a pickup type engine speed sensor 129 provided on the engine output shaft 15 and is set based on the detected engine speed E. The transmission motor 98 is interlocked with the speed ratio position of the CVT 21 based on the detection value of the speed ratio sensor 112. That is, the speed ratio of the CVT 21 is controlled by the engine speed E changed by the accelerator operation.

Here, as shown in FIG. 14, the speed ratio V of the CVT 21 with respect to the engine speed E can be switched to a high speed / medium speed / low speed mode by the speed change mode changeover switch 130. Among them, in the low rotation section a of the engine rotation speed E (E = 500 to 1200 rpm) on the low rotation side, the speed ratio V is kept at a constant value of the minimum speed VL, and the work speed on this rotation side is kept constant. The work speed is maintained by maintaining a constant value VL even if the engine speed E varies in the low rotation section a while preventing a decrease in horsepower in the low rotation section a of the engine 9 by preventing a decrease above a predetermined level. It is intended to perform a good low-speed work in which is maintained at approximately the minimum speed.

On the other hand, the engine speed E (E =
In the high rotation section c of 2400 rpm-), the speed ratio V is kept at a constant value of the minimum speed VL, the intermediate speed VM and the maximum speed VH, and the working speed is increased in the high rotation section c of the engine 9 which is frequently used. The frequency of deceleration is reduced to ensure a stable work speed and improve work efficiency.

Then, a low-speed section a of the engine speed E
Intermediate rotation section b (E = 1200
2400 rpm), the speed ratio V is proportional to the engine speed E and changed to a high speed side, and the work speed is proportional to the operation amount of the accelerator operation, so that the work speed by the accelerator operation is smooth and good. This enables acceleration / deceleration control.

As shown in FIGS. 1, 2, 12, and 13, the main gearshift lever 131 is provided on the left side of the driving handle 12.
And a lever shaft 134 of the main shift lever 131.
Is pivotally supported by a fixed bracket 137 erected from the bottom of the steering column 132, and the main transmission lever 13
The upper and lower intermediate portions of 1 are inserted from below into a guide hole 133a of a guide plate 133 fixedly mounted on the steering column 132, and by operating the main transmission lever 131 back and forth,
The main transmission lever 131 can be rotated around the lever shaft 134 along the guide hole 133a.

The upper end of the connecting arm 138 is fixed to the lever shaft 134, and the tip of the connecting link 139 is connected to the lower end of the connecting arm 138.
The rear end is connected and interlocked with a connecting rod that controls a traveling shift shifter (not shown) provided in the mission case 86. Further, a detection pin 136 having an L-shape in plan view is provided in front of the lever shaft 134, and the detection pin 136 is fixed to the side surface of the steering column 132. The sensor arm 135a of the potentiometer-type main shift position sensor 135 is fixed to the detection arm 136a.
Is engaged and connected with.

In such a structure, when the main shift operation lever 131 is rotated, the traveling machine body 22 is shifted to the traveling speed (F1), the working speed (F2), the neutral (N), and the reverse (R) ( The shift mode can be selected), and the shift position of the main shift lever 131 at this time can also be detected by the main shift position sensor 135.

As shown in FIGS. 3 and 15, the traveling clutch switch 128 for detecting the on / off state of the traveling clutch 84, the speed change mode selection switch 130, and the accelerator motor 96 are driven and controlled by the throttle arm. The throttle sensor 127 for detecting the throttle opening of the throttle portion, the accelerator sensor 126, the main shift position sensor 135, the speed ratio sensor 112, the engine rotation sensor 129 and the rear end of the input shaft 85 are engaged and connected. The vehicle speed sensor 140 for detecting the actual vehicle speed is connected to the controller 141, and the transmission motor 98 and the accelerator motor 96 are connected to the controller 141 via drive circuits, respectively, and the accelerator operation is performed.
The engine speed E of the engine 9 and the speed ratio V of the CVT 21 are interlocked with each other to be simultaneously changed.

Further, the controller 141 has a CVT manual switch 14 which is means for canceling the interlocking control between the engine speed E of the engine 9 and the speed ratio V of the CVT 21.
2 and a CVT sensor 146, which is a means for monitoring the manual shift operation of the CVT 21, are connected. The CVT manual switch 142 further includes the CVT shift operation switch 14
3 is connected to the transmission motor 98. The CV
The T-shift operation switch 143 is composed of, for example, an operation lever which is operated to rotate back and forth and a micro switch provided on the rotation base thereof, and the CVT shift operation is performed by detecting the rotation state of the operation lever with the micro switch. The speed ratio V of the operation 21 is increased or decreased. However, the CVT shift operation switch 143 may be configured with a toggle switch, a seesaw switch, or the like.

Then, by turning on the position of the CVT manual switch 142, the engine speed E and the CVT are changed.
The interlocking control with the speed ratio V of 21 is releasable.
That is, the speed ratio V of the CVT 21 is the CVT shift operation switch 1
By operating 43, the increase or decrease can be controlled. Therefore, when another working machine such as a rotary tiller is attached, the engine speed E and the speed ratio V can be individually set, so that the traveling speed and the working machine speed can be matched, and operability is improved. -Workability can be improved.

Further, when the operation of the CVT 21 is manually performed by releasing the interlocking control of the engine speed E and the speed ratio V of the CVT 21, the CVT sensor 146 is configured to monitor the manual operation. For example, when the belt 101 of the CVT 21 is not rotating when the engine is stopped, CV
The operation of the T-shift operation switch 143 is prohibited. Therefore, damage to the CVT 21 and the belt 101 can be prevented. When the position of the traveling clutch switch 104 is OFF, that is, when the traveling clutch 84 is “disengaged”, the operation of the CVT shift operation switch 143 is prohibited, and the speed ratio V is decelerated to the minimum speed VL. . This makes it possible to prevent a sudden start when the main clutch 65 is turned on next time to start the aircraft.

In the above structure, as shown in FIG. 16, the engine speed E detected by the engine speed sensor 129 exceeds the lower limit speed E0 while the engine 9 is driven, and the vehicle speed sensor 140 controls the speed. Under the condition that the detected actual vehicle speed v2 exceeds the lower limit vehicle speed v0, the traveling clutch pedal is not depressed and the traveling clutch switch 128 is turned on, the actual vehicle speed v2 exceeds the upper limit vehicle speed vlimit, and the CVT manual switch 142 is turned on. When it is OFF, the automatic shift control 144 is performed. Also,
When the CVT manual switch 142 is ON, the speed ratio can be set to an arbitrary value by manually controlling the acceleration / deceleration of the speed change motor 98 with the CVT speed change operation switch 143, so that the traveling speed and the rotation speed of the working machine are matched. It becomes possible to carry out the work.

The engine speed E is the lower limit speed E0.
In the following, the gear ratio position of the CVT 21 is detected by the speed ratio sensor 112 and read by the controller 141, and when the gear shift position is not low, the gear shift motor 98 is driven to the deceleration side. Further, when the actual vehicle speed v2 is equal to or lower than the lower limit vehicle speed v0, the speed ratio V is decreased and the engine speed E is increased to the minimum speed VL.

In the automatic shift control 144 shown in FIG.
As shown in FIG. 7, the accelerator sensor 126 and the speed ratio sensor 1 corresponding to the accelerator operation after driving the engine 9.
The accelerator sensor value and the shift position of the CVT 21 are respectively detected by 12 and read by the controller 141. Then, when the optimum target speed ratio V1 corresponding to the accelerator sensor value is calculated from the low speed, medium speed, or high speed mode selected by the speed change mode selection switch 130, and the speed ratio V1 exceeds the speed change position of CVT, When the speed change motor is driven to the deceleration side and the speed ratio V1 is equal to or lower than the speed change position of CVT, the speed change motor is driven to the high speed side and sprayed at the optimal work speed for the field condition and the machine condition in response to the accelerator operation. It is to do work.

[0043]

Since the present invention is constructed as described above,
The following effects are achieved.

That is, as described in claim 1, an automatic speed change control for mounting a chemical liquid tank, a spray pump, and a nozzle for spraying the chemical liquid on the traveling machine body, and interlockingly controlling the speed ratio of the continuously variable transmission based on the engine speed. In a spraying machine having a mechanism, means for releasing the interlocking control of the speed ratio of the continuously variable transmission and the engine speed is provided, and the speed ratio of the continuously variable transmission and the engine speed can be individually set. Therefore, it becomes possible to control the engine speed and speed ratio according to the work situation,
It is possible to improve operability and workability.

Since the means for monitoring the manual shifting operation of the continuously variable transmission is provided as described in claim 2, it is possible to prevent the continuously variable transmission from being damaged.

[0046]

[Brief description of drawings]

FIG. 1 is a side view showing an overall configuration of a spraying machine according to the present embodiment.

FIG. 2 is a plan view of the same.

FIG. 3 is a skeleton diagram showing a transmission system of the spray work machine according to the present embodiment.

FIG. 4 is a side view showing a pump portion of the spraying work machine according to the present embodiment.

FIG. 5 is a rear view of the same.

FIG. 6 is a plan view showing various sensor mounting portions.

FIG. 7 is a side view showing a speed ratio sensor.

FIG. 8 is a plan view of the same.

FIG. 9 is a front view of the same.

FIG. 10 is a side view showing an accelerator sensor.

FIG. 11 is a plan view of the same.

FIG. 12 is a side view showing a main shift position sensor.

FIG. 13 is a plan view of the same.

FIG. 14 is a mode diagram showing the relationship between engine speed and gear ratio.

FIG. 15 is a control circuit diagram.

FIG. 16 is a flowchart of vehicle speed control.

FIG. 17 is a flowchart of automatic shift control.

[Explanation of symbols]

4 spray pump 9 engine 21 CVT 23 nozzles 24 Chemical tank 142 Gear change manual changeover switch 146 shift sensor E engine speed Speed ratio of V continuously variable transmission v Working speed

Claims (2)

[Claims] 1. A spraying working machine having a traveling tank equipped with a chemical liquid tank, a spray pump, and a nozzle for spraying a chemical liquid, and having an automatic speed change control mechanism for interlockingly controlling the speed ratio of a continuously variable transmission based on the engine speed. A spraying work characterized in that means for releasing the interlocking control of the speed ratio of the continuously variable transmission and the engine speed is provided, and the speed ratio of the continuously variable transmission and the engine speed can be individually set. Machine. 2. The spraying machine according to claim 1, further comprising means for monitoring a manual shift operation of the continuously variable transmission.