JP2007032651A - Controller for working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a working vehicle capable of simply improving mobility or turning operation property of the working vehicle by changing both of speed change output of a hydraulic continuously variable transmission and rotational speed of an engine by merely changing the amount of step-on of an advance pedal. <P>SOLUTION: This working vehicle constituted by the hydraulic continuously variable transmission for changing speed of power from the engine mounted on a running machine body and the advance pedal for changing a gear ratio of the hydraulic continuously variable transmission to operate and change speed of the hydraulic continuously variable transmission based on the amount of operation of the advance pedal is provided with a shift sensor for detecting amount of step-on of the advance pedal, a speed setting means for selecting one of a plurality of gear ratio patterns for changing the highest output of the hydraulic continuously variable transmission in a multi-stage manner, and a control means for controlling rotational speed of output of the hydraulic continuously variable transmission. This working vehicle is further provided with an accelerator means for changing rotational speed of the engine and a clutch mechanism for connecting the advance pedal with the accelerator means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a work vehicle equipped with a hydraulic continuously variable transmission such as a tractor used for agricultural work or a wheel loader used for civil engineering work. More specifically, the transmission ratio of the continuously variable transmission is changed. The present invention relates to a control device for switching the traveling speed of the working vehicle.

  In a recent work vehicle such as a tractor or wheel loader, for example, in Patent Document 1, in order to improve work efficiency, in Patent Document 1, the rotational power of an engine is divided into a hydrostatic continuously variable transmission (HST) and a gear type sub-shift (low speed and high speed). A throttle lever for setting and maintaining the engine output speed, and a speed change gear for changing the output speed of the hydrostatic continuously variable transmission. When the shift pedal is depressed, the transmission ratio of the continuously variable transmission is changed, and the accelerator operation unit is pushed by the shift pedal, and the engine output set and held by the throttle lever A configuration is disclosed in which the rotational speed can be increased.

In addition, in order to apply to a relatively narrow low-speed work area where the travel speed range (during forward) such as a work vehicle such as a tractor or wheel loader is several km / h to several tens km / h, In place of the hydrostatic continuously variable transmission, a cylinder block that constitutes a continuously variable transmission, in which an input shaft that transmits power from the engine and an output shaft that transmits hydraulic shift output to the left and right wheels are arranged concentrically. By adopting a so-called inline type continuously variable transmission in which a hydraulic pump part and a hydraulic motor part are arranged on both sides of the motor, and the input shaft and the output shaft are configured as a double shaft, no hydraulic oil leakage occurs. It is disclosed that the power transmission efficiency is good and the fuel consumption of the engine is small.
JP 2003-226165 A JP 2002-89655 A

  By the way, in a work vehicle such as a tractor, for example, a farm field or earthwork work such as field cultivation / plowing work, ground breaking / leveling work, paddy field cultivation, multi-laying, etc., needs to run at a very low speed. On the other hand, traveling on the road such as towing or transporting work equipment is required to travel at a relatively high speed. Therefore, the driving force of the engine is transmitted to the traveling wheels via the continuously variable transmission and the gear auxiliary transmission mechanism. However, in a conventional work vehicle such as a tractor, for example, a forward / reverse clutch, a sub-transmission mechanism, and the like are installed on the output side of the inline type continuously variable transmission of Patent Document 2, and the shift drive output from the continuously variable transmission is generated. Nothing was transmitted to the traveling wheel via the forward / reverse clutch and the subtransmission mechanism.

  An object of the present invention is to perform an operation of changing the speed ratio of the continuously variable transmission by a simple operation such as an operation of a forward pedal or the like, but only by changing an amount of depression of the forward pedal. It is an object of the present invention to provide a work vehicle control device that can easily improve the maneuverability or turning operability of a work vehicle by changing both the shift output of a hydraulic continuously variable transmission and the engine speed.

  In order to achieve the above object, a work vehicle control device according to a first aspect of the present invention includes a hydraulic continuously variable transmission that shifts power from an engine mounted on a traveling machine body, and the hydraulic continuously variable transmission. A shift sensor for detecting a stepping amount of the forward pedal in a work vehicle configured to shift the hydraulic stepless transmission based on an operation amount of the forward pedal and a forward pedal that changes a gear ratio. Speed setting means for selecting any one of a plurality of gear ratio patterns capable of changing the maximum output of the hydraulic continuously variable transmission in a multi-stage manner, and controlling the output rotational speed of the hydraulic continuously variable transmission And an accelerator means for changing the rotational speed of the engine, and a clutch mechanism for connecting the forward pedal to the accelerator means.

  According to a second aspect of the present invention, there is provided the work vehicle control device according to the first aspect, further comprising a clutch operating tool for operating the clutch mechanism, and the clutch operating tool is a throttle for operating the accelerator means. It is arranged in the vicinity of the lever.

  According to a third aspect of the present invention, in the work vehicle control device according to the first aspect, the control means uses the speed ratio pattern set by the speed setting means when the forward pedal is at a maximum depression position. The output speed of the hydraulic continuously variable transmission is controlled in accordance with the speed ratio pattern set by the speed setting means in accordance with the amount of depression of the forward pedal.

  According to a fourth aspect of the present invention, there is provided the work vehicle control device according to the third aspect, further comprising a lock unit that maintains the forward pedal at a maximum depressed position.

  According to a fifth aspect of the present invention, in the work vehicle control device according to any one of the first to fourth aspects, the reverse pedal for changing the gear ratio of the hydraulic continuously variable transmission, and the forward pedal and the reverse pedal operate simultaneously. And a check mechanism for preventing this.

  A sixth aspect of the present invention is the work vehicle control device according to any one of the third to fifth aspects, wherein the speed setting means has a plurality of speed ratios in which the maximum output of the hydraulic continuously variable transmission is changed in multiple stages. The pattern can be switched between a pattern selection position and a neutral position where the output of the hydraulic continuously variable transmission is substantially zero.

  According to the first aspect of the present invention, a hydraulic continuously variable transmission that shifts power from an engine mounted on a traveling machine body, a forward pedal that changes a gear ratio of the hydraulic continuously variable transmission, and the forward In a work vehicle configured to shift the hydraulic continuously variable transmission based on an operation amount of a pedal, a shift sensor that detects a depression amount of the forward pedal, and a maximum of the hydraulic continuously variable transmission A speed setting means for selecting any one of a plurality of speed ratio patterns whose output can be changed in multiple stages; and a control means for controlling the output rotational speed of the hydraulic continuously variable transmission, Since the accelerator means for changing the number and the clutch mechanism for connecting the forward pedal to the accelerator means are provided, the accelerator means and the forward pedal are connected via the clutch mechanism. Wherein the forward pedal simply depressing operation is performed, it is possible to switch the transmission output of the hydrostatic continuously variable transmission, and a rotational speed of the engine smoothly. For example, in a travel region where the travel direction is greatly changed, both the shift output of the hydraulic continuously variable transmission and the engine speed are reduced by reducing the amount of depression of the forward pedal, and the work vehicle is moved. Speed can be easily reduced. On the other hand, in a traveling area where the vehicle travels substantially straight, only by increasing the depression amount of the forward pedal, both the shift output of the hydraulic continuously variable transmission and the engine speed are increased, and the moving speed of the work vehicle is increased. It can be increased easily. The mobility and turning operability of the work vehicle can be improved, and engine troubles can be easily prevented.

  According to the second aspect of the present invention, the clutch operating tool for turning on and off the clutch mechanism is provided, and the clutch operating tool is disposed in the vicinity of the throttle lever for operating the accelerator means. An operator performs a minimum rotation setting operation of the throttle lever for maintaining the engine at a set rotational speed in a semi-fixed state, and a connection operation of the clutch operating tool for connecting the forward pedal to the accelerator means via the clutch mechanism. Can be easily performed as a series of operations with the same hand, and the rotation speed of the engine adapted to the work content by each operation of the throttle lever and the forward pedal in which the operator has linked his hand and foot. Can be changed smoothly.

  According to a third aspect of the present invention, the control means stores the speed ratio pattern set by the speed setting means when the forward pedal is at the maximum depression position, and corresponds to the depression amount of the forward pedal. Then, the output rotational speed of the hydraulic continuously variable transmission is controlled in accordance with the gear ratio pattern set by the speed setting means. The maximum speed drive output rotation speed of the continuously variable transmission can be changed, and the speed at which the work vehicle continuously moves can be determined as the speed adapted to the work conditions. The shift output of the previous stroke of the hydraulic continuously variable transmission can be reproduced smoothly in the next stroke simply by the operator stepping on the forward pedal. For example, it is possible to very easily perform a tilling operation in which the direction is changed and reciprocated at a headland in a field. In a tractor, a wheel loader, etc., the traveling mobility of the reciprocating work which repeats a change of direction can be improved, and fatigue in a long-time work can be reduced.

  According to the fourth aspect of the present invention, since the locking means for maintaining the forward pedal at the maximum depressed position is provided, when the forward pedal is maintained at the maximum depressed position by the locking means, the operator Even if it is separated from the forward pedal, the speed setting means can be operated to change the output rotational speed of the hydraulic continuously variable transmission in multiple stages, and the operability of the speed setting means can be improved.

  According to the fifth aspect of the present invention, there is provided a reverse pedal that changes a gear ratio of the hydraulic continuously variable transmission, and a check mechanism that prevents the forward pedal and the reverse pedal from operating simultaneously. Therefore, for example, even if the operator depresses the forward pedal and the reverse pedal at the same time, the depressing operation can be blocked by the check mechanism, and malfunction of the shift sensor or the control means can be easily prevented. The mounting structure of the forward pedal and the reverse pedal or the installation structure of the shift sensor can be made compact and at low cost.

  According to a sixth aspect of the present invention, the speed setting means includes a selection position of a plurality of transmission ratio patterns in which the maximum output of the hydraulic continuously variable transmission is changed in multiple stages, and the hydraulic continuously variable transmission. Therefore, even if the engine is operated, the speed setting means is switched to the neutral position and the operator leaves the control seat, so that the operator can move to the neutral position. Even if the forward pedal or reverse pedal is stepped on by mistake, the hydraulic continuously variable transmission can be prevented from malfunctioning due to the erroneous operation.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, drawings when an embodiment of the present invention is applied to a farm tractor as a work vehicle will be described. 1 is a side view of the tractor, FIG. 2 is a rear perspective view of the tractor, FIG. 3 is an explanatory side view, FIG. 4 is a perspective view of the tractor body, FIG. 5 is a skeleton diagram of power transmission, and FIGS. FIG. 15 is a hydraulic circuit diagram, FIGS. 16 and 17 are plan views of the control seat, FIGS. 18 to 26 are explanatory diagrams of the driving operation unit, FIG. 27 is a functional block diagram of the control means, and FIG. FIG. 29 is a flowchart of the gear ratio adaptive control, FIG. 30 is a flowchart of the stop control, FIG. 31 is a flowchart of the forward / reverse switching control, and FIG. FIG. 33 is a flowchart of the sub-shift low speed switching control, and FIG. 34 is a flowchart of the forward / reverse hand operation control.

  As shown in FIGS. 1 to 4, the tractor 1 as a work vehicle supports a traveling machine body 2 with a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3. By driving the rear wheel 4 and the front wheel 3 at 5, the vehicle is configured to travel forward and backward. The engine 5 is covered with a bonnet 6. Further, a cabin 7 is installed on the upper surface of the traveling machine body 2. Inside the cabin 7, there is a steering seat 8 and a steering handle (round handle) 9 that moves the front wheel 3 left and right by steering. And are installed. A step 10 on which the operator gets on and off the cabin 7 is provided, and a fuel tank 11 for supplying fuel to the engine 5 is provided on the inner side of the cabin 10 and below the bottom of the cabin 7. .

  The traveling machine body 2 includes an engine frame 14 having a front bumper 12 and a front axle case 13, and left and right machine body frames 16 that are detachably fixed to the rear portion of the engine frame 14 with bolts 15. A mission case 17 is connected to the rear portion of the body frame 16 for transmitting the rotation of the engine 5 to the rear wheels 4 and the front wheels 3 with appropriate speed change. In this case, the rear wheel 4 is rearwardly attached to the transmission case 17 so as to protrude outward from the outer surface of the transmission case 17 and to the outer end of the rear axle case 18. It is attached via a gear case 19 that is mounted so as to extend.

  A hydraulic working machine lifting mechanism 20 for lifting and lowering a working machine (not shown) such as a tiller is detachably attached to the upper surface of the rear portion of the mission case 17. A working machine such as a tiller is connected to the rear part of the mission case 17 via a lower link 21 and a top link 22. Further, a PTO shaft 23 for the working machine such as the tiller is provided on the rear side surface of the mission case 17 so as to protrude rearward.

  FIG. 15 shows a hydraulic circuit 200 of the tractor 1 of the present embodiment, and includes a working machine hydraulic pump 94 and a traveling hydraulic pump 95 that are operated by the rotational force of the engine 5, as will be described later. The traveling hydraulic pump 95 is connected to a power steering hydraulic cylinder 93 by the round handle 9 via a power steering control valve 202, and is used for a pair of left and right auto brakes 65 for braking the left and right rear wheels 4. The brake cylinders 68 are connected to left and right autobrake solenoid valves 67a and 67b, which are switching valves for operating the brake cylinders 68, respectively. Further, the traveling hydraulic pump 95 is provided for the PTO clutch hydraulic solenoid valve (proportional control valve) 104 for the PTO clutch 100 and the transmission parts of the transmission case 17, that is, the hydraulic continuously variable transmission 29 for main transmission described later. The forward control clutch for operating the proportional control valve 203, the switching valve 204 operated thereby, the shift shift electromagnetic valve 666 of the hydraulic cylinder 55 for traveling auxiliary speed change, and the hydraulic clutches 40, 42 for switching forward and reverse traveling. To switch the solenoid valve 46, the reverse clutch solenoid valve 48, the four-wheel drive hydraulic solenoid valve 80 for the four-wheel drive hydraulic clutch 74 for simultaneously driving the front wheel 3 and the rear wheel 4, and the front wheel 3 to double speed drive. The double speed hydraulic solenoid valve 82 for the double speed hydraulic clutch 76 is connected. The work machine hydraulic pump 94 is connected to a control electromagnetic valve 201 for supplying hydraulic oil to the single-acting hydraulic cylinder 205 in the work machine lifting mechanism 20. As shown in FIG. 15, the hydraulic circuit 200 includes a relief valve, a flow rate adjusting valve, a check valve, an oil cooler, an oil filter, and the like.

  5 to 7 show the mission case 17. The mission case 17 is partitioned inside and behind by a partition wall 31. A front side wall member 32 and a rear side wall member 33 are detachably fixed to the front side and the rear side of the mission case 17 with bolts, respectively. The mission case 17 is formed in a box shape, and a front chamber 34 and a rear chamber 35 are formed inside the mission case 17. The front chamber 34 and the rear chamber 35 are in communication with each other so that the hydraulic oil (lubricating oil) inside these chambers moves relative to each other.

  As shown in FIG. 5, the front side wall member 32 is provided with a front wheel drive case 69 described later. In the front chamber 34, a travel auxiliary transmission gear mechanism 30 and a PTO transmission gear mechanism 96, which will be described later, are arranged. In the rear chamber 35, a hydraulic continuously variable transmission 29, which is a traveling main transmission mechanism described later, and a differential gear mechanism 58 are arranged.

  An engine output shaft 24 is provided on the rear side surface of the engine 5 so as to protrude rearward. A flywheel 25 is attached to the engine output shaft 24 so as to be directly connected. Between a main shaft 26 projecting rearward from the flywheel 25 and a main transmission input shaft 27 projecting forward from the front surface of the transmission case 17 via an extendable power transmission shaft 28 having universal shaft joints at both ends. Connect. The rotation of the engine 5 is transmitted to the main transmission input shaft 27 in the transmission case 17, and then appropriately shifted by the hydraulic continuously variable transmission 29 and the traveling auxiliary transmission gear mechanism 30, via the differential gear mechanism 58. The driving force is transmitted to the rear wheel 4. Further, the rotation of the engine 5 that has been appropriately shifted by the traveling auxiliary transmission gear mechanism 30 is transmitted to the front wheels 3 via the front wheel drive case 69 and the differential gear mechanism 86 of the front axle case 13. Yes.

  Next, FIG. 8 shows an inline hydraulic continuously variable transmission 29 in which a main transmission output shaft 36 is concentrically disposed on the main transmission input shaft 27. A hydraulic continuously variable transmission 29 is installed in the rear chamber 35 via a main transmission input shaft 27. The rear end side of the main transmission input shaft 27 opposite to the input side (front end side) of the main transmission input shaft 27 is rotatably supported by the rear side wall member 33 by a ball bearing 504.

  A cylindrical main transmission output shaft 36 is fitted on the front side of the hydraulic continuously variable transmission 29, that is, on the input side of the main transmission input shaft 27. A main transmission output gear 37 for taking out the main transmission output from the hydraulic continuously variable transmission 29 is provided on the main transmission output shaft 36. The middle of the main transmission output shaft 36 is penetrated by the partition wall 31, and the front end and the rear end protrude into the front chamber 34 and the rear chamber 35, respectively. The middle of the main transmission output shaft 36 is rotatably supported on the partition wall 31 by two sets of ball bearings 502. A main transmission output gear 37 is provided at the front end portion of the main transmission output shaft 36. The input side of the main transmission input shaft 27 protrudes forward from the front end of the main transmission output shaft 36 such that the input side of the main transmission input shaft 27 projects forward from the front end of the main transmission output shaft 36 via the roller bearing 503. (See FIG. 8).

  As will be described below, the hydraulic continuously variable transmission 29 includes a variable displacement type shifting hydraulic pump unit 500 and a constant displacement type shifting hydraulic pressure that operates with high-pressure hydraulic fluid discharged from the hydraulic pump unit 500. A motor unit 501. A cylinder block 505 for the hydraulic pump unit 500 and the hydraulic motor unit 501 is fitted on the main transmission input shaft 27 substantially in the middle between the partition wall 31 and the rear side wall member 33. The main transmission input shaft 27 and the cylinder block 505 are connected by a spline 525. The hydraulic pump unit 500 is disposed on one side of the main transmission input shaft 27 opposite to the input side with the cylinder block 505 interposed therebetween. The hydraulic motor unit 501 is disposed on the other side of the cylinder block 505 that is the input side of the main transmission input shaft 27.

  The hydraulic pump unit 500 includes a first holder 510 that is fixed to the inner surface of the transmission case 17 so as to face the side surface of the cylinder block 505, and a tilt angle that can be changed with respect to the axis of the main transmission input shaft 27. A pump swash plate 509 disposed in one holder 510, a shoe 508 slidably provided on the pump swash plate 509, a pump plunger 506 connected to the shoe 508 via a spherical universal joint, and the pump plunger 506 in a cylinder block 505 is provided with a first plunger hole 507 that is detachably disposed. One end of the pump plunger 506 protrudes from the side surface of the cylinder block 505 toward the pump swash plate 509 (right side in FIG. 8). The hydraulic pump unit 500 includes a cylinder block 505, a pump plunger 506, a shoe 508, a pump swash plate 509, and a first holder 510.

  A sleeve 511 fitted to the main transmission input shaft 27, a roller bearing 512, and radial and thrust load roller bearings 513 are interposed between the main transmission input shaft 27 and the first holder 510. A nut 514 is provided behind the main transmission input shaft 27 to prevent the roller bearing 513 from coming out.

  The cylinder block 505 is provided with the same number of first spool valves 536 as the pump plungers 506. In addition, a first radial bearing 537 is disposed in the first holder 510. The first radial bearing 537 is provided in the first holder 510 so as to be inclined at a constant inclination angle with respect to the axis of the main transmission input shaft 27. In FIG. 8, the position rotated about 90 degrees with respect to the pump swash plate 509 (the front side of the drawing of FIG. 8) is separated from the side surface of the cylinder block 505 by about 180 degrees (the back side of the drawing of FIG. 8). The first radial bearing 537 is inclined and supported such that the first radial bearing 537 is close to the side surface of the cylinder block 505.

  On the other hand, the hydraulic motor unit 501 includes a second holder 519 arranged to face the side surface of the cylinder block 505, and a second holder 519 so as to maintain a constant inclination angle with respect to the axis of the main transmission input shaft 27. A motor swash plate 518 to be fixed, a shoe 517 slidably provided on the motor swash plate 518, a motor plunger 515 connected to the shoe 517 via a spherical universal joint, and the motor plunger 515 to be able to enter and exit the cylinder block 505 A second plunger hole 516 is provided. One end of the motor plunger 515 protrudes from the side surface of the cylinder block 505 in the direction of the motor swash plate 518 (left side in FIG. 8).

  A joint member 526 is fixed to the second holder 519 with a bolt 527. The output shaft 36 and the joint member 526 are connected by a spline 528.

  Between the main transmission input shaft 27 and the second holder 519, radial load roller bearings 520 and 521, a sleeve 522 fitted to the main transmission input shaft 27, a radial and thrust load roller bearing 523, Intervenes. A nut 524 is provided to prevent the roller bearing 523 from coming out of the main transmission input shaft 27.

  The cylinder block 505 is provided with the same number of second spool valves 540 as the motor plungers 515. In addition, a second radial bearing 541 is disposed in the second holder 519. The second radial bearing 541 is provided in the second holder 519 so as to be inclined at a constant inclination angle with respect to the axis of the main transmission input shaft 27. In FIG. 8, the cylinder block 505 is on the opposite side (back side in FIG. 8) about 180 degrees so that the position rotated about 90 degrees with respect to the motor swash plate 518 (front side in FIG. 8) is close to the side surface of the cylinder block 505. The second radial bearing 541 is configured to be inclined and supported so as to be away from the side surface of the first radial bearing. The pump plungers 506 and the same number of motor plungers 515 as the pump plungers 506 are alternately arranged on the same circumference of the rotation center of the cylinder block 505.

  Further, a ring groove-shaped first oil chamber 530 and a ring groove-shaped second oil chamber 531 are formed in the shaft hole of the cylinder block 505 into which the main transmission input shaft 27 is inserted. The cylinder block 505 is formed with a first valve hole 532 and a second valve hole 533 that are arranged at substantially equal intervals on the same circumference of the rotation center. The first valve hole 532 and the second valve hole 533 communicate with the first oil chamber 530 and the second oil chamber 531, respectively. The first plunger hole 507 communicates with the first valve hole 532 via the first oil passage 534, and the second plunger hole 516 communicates with the second valve hole 533 via the second oil chamber 531.

  A first spool valve 536 is inserted into the first valve hole 532. The first spool valves 536 are arranged at substantially equal intervals on the same circumference of the rotation center of the cylinder block 505. The tip of the first spool valve 536 protrudes in the direction of the first holder 510 from the first valve hole 532 by the back pressure spring force, and the tip of the first spool valve 536 abuts the side surface of the outer ring 538 of the first radial bearing 537. Touched. Then, the first spool valve 536 reciprocates once in one rotation of the cylinder block 505, and the first plunger hole 507 is connected to the first oil chamber 530 or the second oil via the first valve hole 532 and the first oil passage 534. The chamber 531 is configured to communicate with each other alternately.

  A second spool valve 540 is inserted into the second valve hole 533. The second spool valves 540 are arranged at substantially equal intervals on the same circumference of the rotation center of the cylinder block 505. The tip of the second spool valve 540 protrudes in the direction of the second holder 519 from the second valve hole 533 due to the back pressure spring force, and the tip of the second spool valve 540 contacts the side surface of the outer ring 542 of the second radial bearing 541. Touched. Then, the second spool valve 540 reciprocates once by one rotation of the cylinder block 505, and the second plunger hole 516 passes through the second valve hole 533 and the second oil passage 535, and passes through the first oil chamber 530 or the second oil. The chamber 531 is configured to communicate with each other alternately.

  Further, a hydraulic oil supply oil passage 543 is formed in the central portion of the main transmission input shaft 27 in the axial direction. The supply oil passage 543 is opened at the rear end face of the main transmission input shaft 27 and communicates with the discharge port of the traveling hydraulic pump 95 described above. Further, the first charge valve 544 for supplying hydraulic oil in the hydraulic oil supply oil passage 543 to the first oil chamber 530 and the second charge valve 545 for supplying hydraulic oil in the hydraulic oil supply oil passage 543 to the second oil chamber 531. And are provided.

  And with respect to the hydraulic closed circuit formed between the first and second plunger holes 507 and 516 and the first and second oil chambers 530 and 531, the first and second charge valves 544 and 545 are passed through, The hydraulic oil is supplied from the hydraulic oil supply oil passage 543. It should be noted that hydraulic oil is supplied from the hydraulic oil supply oil passage 543 to the rotating portions of the hydraulic pump unit 500 and the motor unit 501 as lubricating oil via check valves.

  Further, the pump swash plate 509 is disposed on the outer periphery of the small diameter portion of the first holder 510 via an inclination angle adjustment fulcrum 555 as described later (see FIG. 13). The pump swash plate 509 is provided such that its inclination angle is adjustable with respect to the axis of the main transmission input shaft 27. A main transmission hydraulic cylinder 556 for main transmission operation, which is a transmission actuator for changing the inclination angle of the pump swash plate 509 with respect to the axis of the main transmission input shaft 27, is provided (see FIG. 13). The main transmission hydraulic cylinder 556 is configured to change the inclination angle of the pump swash plate 509 so that the main transmission operation of the continuously variable transmission 29 is performed. The first holder 510 is coupled to the rear side wall member 33 that is a non-rotating portion of the transmission case 17 via the holder coupling member 690 so that the pump swash plate 509 does not rotate with respect to the main transmission input shaft 27. (See FIG. 13).

  The main transmission operation of the inline hydraulic continuously variable transmission 29 will be described below. A switching valve 204 is operated by hydraulic oil from a proportional control solenoid valve 203 that operates in proportion to the amount of depression of a forward pedal 232 or a reverse pedal 233, which will be described later, and the hydraulic cylinder 556 is controlled. The inclination angle of the pump swash plate 509 is changed with respect to the 27 axis.

  First, even if the cylinder block 505 is rotated when the tilt angle of the pump swash plate 509 is kept substantially zero so that the pump swash plate 509 is substantially orthogonal to the axis of the main transmission input shaft 27, the first plunger hole The pump plunger 506 is supported in a substantially constant posture at 507 so that the pump plunger 506 does not move forward and backward, and the hydraulic oil in the first plunger hole 507 is not discharged from the first oil passage 534 toward the first valve hole 532 in the discharge stroke of the pump plunger 506. The hydraulic oil is not supplied from the first plunger hole 507 to the second plunger hole 516, and the motor plunger 515 does not advance. Further, since the hydraulic oil is not drawn into the first plunger hole 507 even during the suction stroke of the pump plunger 506, the hydraulic oil is not discharged from the second plunger hole 516 into the first plunger hole 507, and the motor plunger 515 does not retract.

  That is, when the tilt angle of the pump swash plate 509 is substantially zero (speed ratio 1), the transmission motor 501 is not driven by the transmission pump 500. Therefore, the motor swash plate 518 is fixed to the cylinder block 505 via the motor plunger 515, and the cylinder block 505 and the motor swash plate 518 rotate at the same rotational speed in the same direction. The main transmission output shaft 36 is rotated at substantially the same rotational speed, and the rotational speed of the main transmission input shaft 27 is transmitted to the main transmission output gear 37 without being changed.

  Next, when the pump swash plate 509 is tilted with respect to the axis of the main transmission input shaft 27, the rotation of the cylinder block 505 that rotates integrally with the main transmission input shaft 27 causes the outer ring 538 of the first radial bearing 537 to be The 1-spool valve 536 slides back and forth, and the first oil chamber 530 or the second oil chamber 531 communicates with the first plunger hole 507 alternately every half rotation of the cylinder block 505. In addition, the second spool valve 540 slides back and forth at the outer ring 542 of the second radial bearing 541, and the first oil chamber 530 or the second oil chamber 531 alternates with the second plunger hole 516 every half rotation of the cylinder block 505. Communicated with A closed hydraulic circuit is formed between the first plunger hole 507 and the second plunger hole 516, and hydraulic oil is pumped from the first plunger hole 507 to the second plunger hole 516 in the discharge stroke of the pump plunger 506, The hydraulic fluid is returned from the second plunger hole 516 to the first plunger hole 507 during the suction stroke of the pump plunger 506, and the operation of the axial piston pump and the motor is performed.

  When the pump swash plate 509 is inclined in one direction (positive inclination angle) with respect to the axis line of the main transmission input shaft 27, the motor swash plate 518 is rotated in the same direction as the cylinder block 505, and the transmission motor 501 is rotated. The main transmission output shaft 36 is rotated at a higher rotational speed than the main transmission input shaft 27, and the rotational speed of the main transmission input shaft 27 is increased and transmitted to the main transmission output gear 37. . That is, the rotation speed of the transmission motor 501 driven by the transmission pump 500 is added to the rotation speed of the main transmission input shaft 27 and transmitted to the main transmission output gear 37. Therefore, the shift output (travel speed) from the main shift output gear 37 is proportional to the inclination (positive inclination angle) of the pump swash plate 509 within the range of the rotation speed higher than the rotation speed of the main transmission input shaft 27. As a result, the maximum traveling speed is reached at the maximum inclination of the pump swash plate 509 (positive inclination angle, gear ratio 2).

  Further, when the pump swash plate 509 is inclined in the other direction (negative inclination angle) with respect to the axis of the main transmission input shaft 27, the motor swash plate 518 is rotated in the direction opposite to the cylinder block 505, and the transmission motor The main transmission output shaft 36 is rotated at a lower rotational speed than the main transmission input shaft 27, and the rotational speed of the main transmission input shaft 27 is decelerated and transmitted to the main transmission output gear 37.

  That is, the rotation speed of the transmission motor 501 driven by the transmission pump 500 is subtracted from the rotation speed of the main transmission input shaft 27 and transmitted to the main transmission output gear 37. Therefore, the shift output (travel speed) from the main shift output gear 37 is proportional to the inclination (negative inclination angle) of the pump swash plate 509 within the range of the rotation speed lower than the rotation speed of the main transmission input shaft 27. As a result, the minimum traveling speed is reached at the maximum inclination of the pump swash plate 509 (negative inclination angle, gear ratio 0). In the embodiment, when the negative inclination angle of the pump swash plate 509 is approximately 11 degrees, the gear ratio is zero. Although slightly different depending on the gear ratio pattern described later, the gear ratio is set to be maximum when the positive inclination angle is approximately 11 degrees.

  Next, as shown in FIGS. 5 and 6, the front chamber 34 of the mission case 17 has a forward gear 41 and a reverse gear 43 for switching between forward and reverse, and a traveling auxiliary gear for switching between a low speed and a high speed. A transmission gear mechanism 30 is disposed.

  A description will be given of switching between forward and reverse movements through the forward gear 41 and the reverse gear 43. As shown in FIG. 6, a travel counter shaft 38 and a reverse rotation shaft 39 are disposed in the front chamber 34 where the main transmission output gear 37 is disposed. The travel counter shaft 38 is fitted with a forward gear 41 connected by a forward wet multi-plate hydraulic clutch 40 and a reverse gear 43 connected by a reverse wet multi-plate hydraulic clutch 42. Is done. The forward gear 41 is meshed with the main transmission output gear 37. The main transmission output gear 37 is engaged with a reverse gear 44 provided on the reverse shaft 39. The reverse gear 43 meshes with a reverse output gear 45 provided on the reverse shaft 39.

  Then, when the forward pedal 232 described later is depressed, the clutch cylinder 47 is operated by the forward clutch solenoid valve 46 to continue the forward hydraulic clutch 40, and the main transmission output gear 37 and the travel counter shaft 38 are connected to the forward gear 41. (See FIGS. 5 and 6).

  On the other hand, when the reverse pedal 233, which will be described later, is depressed, the clutch cylinder 49 is actuated by the reverse clutch solenoid valve 48 and the reverse hydraulic clutch 42 is continued. (See FIGS. 5 and 6).

  In the neutral position where neither the forward pedal 232 nor the reverse pedal 233 is depressed, both the forward and reverse wet multi-plate hydraulic clutches 40 and 42 are both disconnected, and the front wheel 3 and the rear The traveling drive force from the main transmission output gear 37 output to the wheels 4 is configured to be substantially zero (main clutch disengaged state).

  Next, the switching between the low speed and the high speed performed via the traveling auxiliary transmission gear mechanism 30 will be described. As shown in FIGS. 5 and 6, a traveling auxiliary transmission gear mechanism 30 and an auxiliary transmission shaft 50 are disposed in the front chamber 34 of the transmission case 17. Between the travel counter shaft 38 and the auxiliary transmission shaft 50, low-speed gears 51 and 52 for auxiliary transmission and high-speed gears 53 and 54 for auxiliary transmission are provided. Further, a low speed clutch 56 and a high speed clutch 57 which are continued or disconnected by the auxiliary transmission hydraulic cylinder 55 are provided. The low speed clutch 56 or the high speed clutch 57 is continued in the auxiliary transmission hydraulic cylinder 55 by manual operation of the auxiliary transmission high / low speed changeover switch 222 described later, or by detecting the rotational speed of the engine 5, and the auxiliary transmission shaft. The low speed gear 52 or the high speed gear 54 is connected to the motor 50 so that the driving force is output from the auxiliary transmission shaft 50 to the front wheels 3 and the rear wheels 4.

  The rear end of the auxiliary transmission shaft 50 extends through the partition wall 31 and extends into the rear chamber 35 of the transmission case 17 (see FIG. 5). A pinion 59 is provided at the rear end portion of the auxiliary transmission shaft 50. In addition, a differential gear mechanism 58 that transmits traveling driving force to the left and right rear wheels 4 is disposed in the rear chamber 35. The differential gear mechanism 58 includes a ring gear 60 that meshes with a pinion 59 at the rear end of the auxiliary transmission shaft 50, a differential gear case 61 provided in the ring gear 60, and left and right differential output shafts 62. The differential output shaft 62 is connected to the rear axle 64 by a final gear 63 or the like, and is configured to drive the rear wheel 4 provided on the rear axle 64 (see FIG. 5).

  With reference to FIGS. 5, 17 and 26, the mounting structure of the left and right brakes 65 and the brake pedal 230 will be described. The left and right brakes 65 are respectively installed on the left and right differential output shafts 62 so that the left and right brakes 65 are braked by either the left and right autobrake solenoid valves 67a and 67b or the operation of the brake pedal 230.

  As shown in FIGS. 17 and 26, the brake pedal 230 is composed of one pedal, and the base end side of the brake pedal 230 is rotatably connected to the brake pedal shaft 255. A pair of left and right brake rods 250 are connected to both ends of the brake pedal shaft 255 via a brake link mechanism 251. The brake pedal 230 and the left and right brake 65 are mechanically connected via a pair of left and right brake rods 250, a link mechanism 251 and the like. On the other hand, a parking lever 252 and a hook 253 are provided to lock the left and right brake pedal 230 in the braking position, and the left and right brake 65 can be operated as a parking brake when the engine 5 is stopped (see FIG. 26). On the other hand, when the steering angle of the handle 9 is detected, the left and right autobrake solenoid valves 67a and 67b actuate the brake cylinder 68, so that either the left or right brake 65 (see FIG. 5, but only one is shown). A braking operation is automatically performed, and a turning traveling such as a U-turn is performed.

  Next, switching between the two-wheel drive and the four-wheel drive of the front and rear wheels 3 and 4 will be described. As shown in FIGS. 5 and 6, a front wheel drive case 69 is provided on the front side wall member 32 of the mission case 17. The front wheel drive case 69 is provided with a front wheel input shaft 72 and a front wheel output shaft 73. The front wheel input shaft 72 is connected to the auxiliary transmission shaft 50 by gears 70 and 71. The front wheel output shaft 73 is fitted with a four-wheel drive gear 75 connected by a four-wheel drive hydraulic clutch 74 and a double speed gear 77 connected by a double speed hydraulic clutch 76. The four-wheel drive gear 75 and the double speed gear 77 are connected to the front wheel input shaft 72 by gears 78 and 79, respectively.

  Then, by the four-wheel drive operation of the switching lever (not shown) between the two-wheel drive and the four-wheel drive, the clutch cylinder 81 is operated by the four-wheel drive hydraulic solenoid valve 80 and the four-wheel drive hydraulic clutch 74 is continued, and the front wheel input The shaft 72 and the front wheel output shaft 73 are connected by a four-wheel drive gear 75 so that the front wheel 3 is driven together with the rear wheel 4.

  Next, switching of the double speed drive of the front wheel 3 will be described. As shown in FIGS. 5 and 6, the clutch cylinder 83 is actuated by the double-speed hydraulic solenoid valve 82 upon detection of the U-turn (direction change at the headland in the field) operation of the steering handle 9, and the double-speed hydraulic pressure is detected. The clutch 76 is continued, the front wheel input shaft 72 and the front wheel output shaft 73 are connected by the double speed gear 77, and about twice as fast as the speed when the front wheel 3 is driven by the four-wheel drive gear 75. The front wheel 3 is configured to be driven at a high speed.

  As shown in FIG. 5, the front wheel 3 is powered between a front wheel input shaft 84 projecting rearward from the front axle case 13 and a front wheel output shaft 73 projecting forward from the front surface of the transmission case 17. Are connected via a front wheel drive shaft 85 that transmits In addition, a differential gear mechanism 86 that transmits traveling driving force to the left and right front wheels 3 is disposed inside the front axle case 13.

  The differential gear mechanism 86 includes a ring gear 88 that meshes with a pinion 87 at the front end of the front wheel input shaft 84, a differential gear case 89 provided in the ring gear 88, and left and right differential output shafts 90. A front axle 92 is connected to the differential output shaft 90 by a final gear 91 or the like, and a front wheel 3 provided on the front axle 92 is driven. A power steering hydraulic cylinder 93 is disposed on the outer surface of the front axle case 13 to change the traveling direction of the front wheels to the left and right by the steering operation of the steering handle 9.

  As shown in FIGS. 5 and 7, on the front side of the front side wall member 32 of the mission case 17, a work machine hydraulic pump 94 for supplying hydraulic fluid to the work machine lifting mechanism 20, and the mission case 17. And a traveling hydraulic pump 95 for supplying hydraulic oil to the hydraulic cylinder 93 for power steering. A transmission case 17 is used in combination as an oil tank so that hydraulic oil in the case 17 is supplied to the hydraulic pumps 94 and 95.

  Next, switching of the driving speed of the PTO shaft 23 (four forward rotations and one reverse rotation) will be described with reference to FIGS. The front chamber 34 of the transmission case 17 is provided with a PTO transmission gear mechanism 96 that transmits power from the engine 5 to the PTO shaft 23 and a pump drive shaft 97 that transmits power from the engine 5 to the hydraulic pumps 94 and 95 ( (See FIG. 7).

  As shown in FIG. 7, the PTO transmission gear mechanism 96 described in detail later includes a PTO counter shaft 98 and a PTO transmission output shaft 99. The PTO input gear 101 connected by the PTO hydraulic clutch 100 is fitted on the PTO counter shaft 98. An input side gear 102 provided on the main transmission input shaft 27 and an output side gear 103 of the pump drive shaft 97 are meshed with the PTO input gear 101, and the pump drive shaft 97 is connected to the main transmission input shaft 27.

  Then, by continuing the operation of the PTO clutch lever (not shown), the clutch cylinder 105 is operated by the PTO clutch hydraulic solenoid valve 104 (see FIG. 5), and the PTO hydraulic clutch 100 is continued. The PTO counter shaft 98 is connected to the PTO input gear 101.

  Further, a first speed gear 106, a second speed gear 107, a third speed gear 108, a fourth speed gear 109, and a reverse gear 110 are fitted on the PTO speed change output shaft 99 for PTO output (FIG. 5, see FIG.

  A shift shifter 111 is pivotally supported on the PTO shift output shaft 99 by a spline. The gears 106, 107, 108, 109, 110 are configured to be alternatively connected to the PTO shift output shaft 99 by a shift shifter 111. A shift arm 112 connected to the PTO shift lever 224 is engaged with the shift shifter 111. Then, the shift operation of the PTO shift lever 224 causes the shift arm 111 to linearly move along the axis of the PTO shift output shaft 99 in the shift arm 112, and any of the gears 106, 107, 108, 109, 110 Are alternatively selected and connected to the PTO shift output shaft 99 (see FIGS. 5 and 7). Therefore, the first, second, third, fourth, and reverse PTO shift outputs are transmitted from the PTO shift output shaft 99 to the PTO shaft 23 via the gears 113 and 114.

  In FIG. 6, a rotation detection gear 115 provided on the reverse rotation shaft 39 and an electromagnetic pickup type main transmission output portion rotation sensor 116 for detecting the rotation of the main transmission output gear 37 are installed facing each other, and the main transmission mechanism. The output speed of 29 is detected by the main transmission output unit rotation sensor 116. Further, an electromagnetic pickup type vehicle speed sensor 117 for detecting the rotation of the gear 78 of the front wheel input shaft 72 is installed, and the traveling speed (vehicle speed) is determined based on the rotation of the front wheel input shaft 72 and the auxiliary transmission shaft 50. It is comprised so that it may be detected by.

  As is apparent from the above description and FIG. 8 and the like, a transmission case 17 is provided that transmits power from the engine 5, and a hydraulic shift output is provided to the input shaft 27 that transmits power from the engine 5 and the left and right wheels 3 and 4. An inline-type continuously variable transmission 29 arranged on the same axis line as the output shaft 36 to be transmitted is disposed in the transmission case 17, and hydraulic pressure is applied to one side across the cylinder block 505 constituting the continuously variable transmission 29. In a work vehicle in which the hydraulic motor unit 501 is disposed on the other side of the pump unit 500 and the output shaft 36 is fitted on the input shaft 27 to form a double shaft configuration, the input side of the input shaft 27 and the cylinder block 505 are arranged. The hydraulic motor 501 is disposed between the input side of the input shaft 27 and the output side of the output shaft 36 on the same side. Therefore, for example, even if the traveling auxiliary transmission gear, the differential gear, the PTO transmission gear, and the like are installed inside the transmission case 17 as in the transmission structure of the tractor 1, a continuously variable transmission is provided at the rear of the transmission case 17. The installation space for the machine 29 can be easily secured. An installation space such as a PTO transmission gear or a traveling auxiliary transmission gear is secured in the front portion of the transmission case 17 on the input side of the input shaft 27. For example, the transmission case 17 of the tractor 1 can be reduced in size or weight, and the manufacturing cost can be reduced. Can be reduced.

  The differential gear mechanism 58 includes a differential lock mechanism (not shown) that stops the differential operation (the left and right differential output shafts 62 are always driven at a constant speed). When the lock pin provided in the differential gear case so as to freely enter and exit is engaged with the differential gear by operating a differential lock lever (or pedal) (not shown), the differential gear is fixed to the differential gear case. The differential function is stopped, and the left and right differential output shafts 62 are driven at a constant speed.

  Next, the structure of the main transmission hydraulic cylinder 556 for shifting the continuously variable transmission 29 will be described in detail with reference to FIGS. 9, 13, and 14. A cylinder chamber 691 of the main transmission hydraulic cylinder 556 is formed in the rear side wall member 33. The piston 557 of the main transmission hydraulic cylinder 556 is disposed in the cylinder chamber 691 of the main transmission hydraulic cylinder 556 so as to be slidable in the vertical direction. A square columnar base end pin 693 is engaged with a recess 692 formed in the outer periphery of the piston 557 in the middle. A square columnar base end pin 693 is rotatably disposed on one end side of the main transmission arm 558. The middle of the main transmission arm 558 is rotatably supported on the holder connecting member 690 via the arm shaft 694. A square columnar tip pin 696 is slidably engaged with an arm groove 695 on the other end side of the main transmission arm 558. A square columnar tip pin 696 is rotatably supported on a semicircular tilt angle adjustment fulcrum 555 of the pump swash plate 509. A rotation guide 697 for supporting the tilt angle adjustment fulcrum 555 is disposed in the first holder 510. The rotation guide 697 forms a semi-cylindrical surface concentric with the rotation center of the pump swash plate 509. The tilt angle of the pump swash plate 509 is changed by the guidance of the rotation guide 697.

  As shown in FIGS. 11 and 12, the PTO shaft 23 is arranged in the center of the left and right width of the mission case 17 (one tractor body). A differential gear mechanism 58 is arranged on the right side of the PTO shaft 23 in the traveling direction (FIG. 10). A continuously variable transmission 29 is disposed obliquely above the left side of the PTO shaft 23 in the traveling direction. A piston 557 is arranged on the left side of the continuously variable transmission 29 in the traveling direction (FIG. 14). A main transmission hydraulic cylinder 556 is disposed at the corner of the rear side wall member 33 obliquely above the left side in the traveling direction (FIG. 14).

  As shown in FIG. 13, the main transmission arm 558 and the arm shaft 694 are disposed at substantially the same height as the axis of the continuously variable transmission 29. As shown in FIG. 14, the main transmission arm 558 is disposed on the left side of the continuously variable transmission 29 in the traveling direction and substantially parallel to this axis. The piston 557 is installed substantially vertically in the rear side wall member 33 so as to slide in the vertical direction. The piston 557 can be installed only by forming the main transmission hydraulic cylinder 556 formation portion of the rear side wall member 33 slightly larger than the diameter of the piston 557.

  The speed change operation of the main speed change hydraulic cylinder 556 will be described. When the corresponding forward clutch electromagnetic valve 46 or reverse clutch electromagnetic valve 48 (see FIGS. 5, 6 and 27) is switched by a stepping operation of a forward pedal 232 or a reverse pedal 233 described later, the main transmission hydraulic cylinder 556 is operated. . When the piston 557 moves up or down, the main transmission arm 558 rotates around the arm shaft 694, the tilt angle adjustment fulcrum 555 and the rotation guide 697 rotate and guide the pump swash plate 509, and the pump swash plate The configuration is such that the main transmission operation of the continuously variable transmission 29 is performed by changing the inclination angle of 509. Pump swash plate 509 and first holder 510 are connected to main transmission input shaft 27 so that pump swash plate 509 does not rotate, and first holder 510 and holder connecting member 690 are connected.

  Next, referring to FIGS. 5, 10, 11, and 12, the forward clutch solenoid valve 46, the reverse clutch solenoid valve 48, the left and right autobrake solenoid valves 67a and 67b, the four-wheel drive hydraulic solenoid valve 80, and the double speed The mounting structure of the hydraulic solenoid valve 82 and the PTO clutch hydraulic solenoid valve 104 will be described in detail.

  As shown in FIGS. 10 to 12, a base member 650 is disposed on the rear side surface of the front side wall member 32 at a position lower than the auxiliary transmission shaft 50, the differential output shaft 62, and the hydraulic oil 566, and the bolt It is detachably fixed via. The electromagnetic valves 46, 48, 67 a, 67 b, 80, 82, 104 are installed on the rear surface of the base member 650 so as to protrude rearward. A flat plate cover 651 covers the rear surface of each solenoid valve 46, 48, 67 a, 67 b, 80, 82, 104. The flat cover 651 is detachably fixed to the base member 650 with bolts.

  As shown in FIGS. 10 and 11, the oil filter 652 for filtering the working oil has a mission behind the plate cover 651 with respect to each of the solenoid valves 46, 48, 67 a, 67 b, 80, 82, 104. Arranged in the case 17. The oil filter 652 is detachably fixed to the filter lid 653. The filter lid 653 is formed integrally with the fastening member 654. A fastening member 654 is detachably fixed to the outer surface of the mission case 17 via a bolt 655. The oil supply pipe 656 of the working machine hydraulic pump 94 and the traveling hydraulic pump 95 is communicated with the filter lid 653 via the oil passage pipe 657.

  In each clutch cylinder 47, 49, 81, 83, 105 shown in FIG. 5, each solenoid valve 46, 48, 80, 82, 104 is a perforated oil passage formed in the front wall member 32 and the base member 650 ( (Not shown). When the respective solenoid valves 46, 48, 80, 82, 104 are controlled by appropriate means, the respective clutch cylinders 47, 49, 81, 83, 105 are operated, and the respective clutches 40, 42, 74 shown in FIG. , 76, 100 are respectively switched.

  Next, the speed change structure of the auxiliary transmission gear mechanism 30 will be described in detail with reference to FIGS. As shown in FIG. 9, the auxiliary transmission hydraulic cylinder 55 is configured in a double-acting structure in which a piston rod 661 is provided on one side of the piston 660. The auxiliary transmission hydraulic cylinder 55 is formed with a first cylinder chamber 662 in which a piston rod 661 is provided and the other second cylinder chamber 663. An auxiliary transmission shifter 665 is connected to the tip of the piston rod 661 via a shift arm 664. The low speed clutch 56 or the high speed clutch 57 is continued by the auxiliary transmission shifter so that the auxiliary transmission shaft 50 is driven at low speed or high speed.

  The first cylinder chamber 662 is in direct communication with the discharge side of the traveling hydraulic pump 95. The second cylinder chamber 663 communicates with the discharge side of the traveling hydraulic pump 95 via a two-position three-port high-speed clutch solenoid valve 666. The high speed clutch solenoid valve 666 includes a speed change solenoid 667. When the high speed clutch electromagnetic valve 666 is switched by the speed change solenoid 667 and the second cylinder chamber 663 is communicated to the discharge side of the traveling hydraulic pump 95 via the high speed clutch electromagnetic valve 666, the difference in pressure receiving pressure on both sides of the piston 660 Thus, the piston 660 moves in the direction in which the piston rod 661 protrudes, and the high speed clutch 57 is continued to drive the auxiliary transmission shaft 50 at high speed (see FIG. 9).

  Next, traveling control (shift control) of the work vehicle (traveling vehicle) of the present embodiment will be described. FIG. 27 is a functional block diagram of the travel control means. A travel controller 210 such as a microcomputer provided with a ROM storing a control program and a RAM storing various data is connected to a battery via a power application key switch 211. 254. The key switch 211 is connected to a starter 212 for starting the engine 5.

  The travel controller 210 is connected to an electronic governor controller 213 that controls the rotation of the engine 5. The electronic governor controller 213 is connected to a governor 214 that adjusts the fuel of the engine 5 and an engine rotation sensor 215 that detects the rotational speed of the engine 5. When a fuel adjustment rack (not shown) provided in the governor 214 detects the rotational position of the manually operated throttle lever 206 with the throttle potentiometer 217, and the rotational speed of the engine 5 is set based on the detected value The fuel adjustment rack is automatically operated via an electromagnetic solenoid (not shown) for driving the fuel adjustment rack so that the set rotation speed of the throttle lever 206 and the rotation speed of the engine 5 coincide with each other by a signal from the electronic governor controller 213. Thus, the rotation of the engine 5 is prevented from changing due to a load change or the like. In other words, the engine 5 is configured to maintain a substantially constant rotation regardless of the load change.

  Further, as shown in FIG. 27, the travel controller 210 includes various sensors and switches of the input system, that is, steering for detecting the leftward turning amount (left steering angle) of the round handle (steering handle) 9. A left steering sensor 218 as a switch, a right steering sensor 219 as a steering switch for detecting the amount of rotation of the round handle 9 in the right direction (right steering angle), a forward potentiometer for the operator to shift the traveling speed, and A speed change potentiometer 220 as a reverse potentiometer, a speed ratio setting dial 221, a high speed / low speed changeover switch 222 for switching the auxiliary transmission gear mechanism 30 between a high speed and a low speed, and a rotational speed of the main speed change output unit. Main shift output part rotation sensor 116 and a vehicle speed sensor for detecting the rotation speed (running speed) of the front and rear wheels 3 and 4. 17, a slide switch type forward / reverse selector switch 223 that can be switched to any one of a forward position, a neutral position, and a reverse position, and a brake pedal switch 231 for detecting when the brake pedal 230 is depressed. ing. The shift potentiometer 220 is a pedal depression position sensor that detects the amount of depression of the forward pedal 232 or the reverse pedal 233 as a shift pedal.

  As shown in FIG. 27, the traveling controller 210 includes various output-type electromagnetic valves, that is, a forward clutch electromagnetic valve 46 and a reverse clutch electromagnetic valve 48 of the main transmission mechanism, and a high-speed clutch that switches the sub-shift between high speed and low speed. A solenoid valve 666, a proportional control solenoid valve 203 for operating the main transmission hydraulic cylinder 556 in proportion to the amount of depression of a later-described shift pedal (forward pedal 232 and reverse pedal 233), left and right brake solenoid valves 67a and 67b, PTO A clutch electromagnetic valve 104 is connected.

  In this embodiment, a round handle (steering handle) 9 is disposed on the steering column 234 protruding from the floor plate 235 in front of the steering seat 8 in the driving section (cabin) 7 shown in FIGS. A brake pedal 230 is disposed on the lower side. On the right side surface of the steering column 234, there are a throttle lever 206 for adjusting the rotational speed of the engine 5, an accelerator connecting lever 127 described later, and a pedal lock lever 128 for maintaining the forward pedal 232 and the reverse pedal 233 in a substantially constant posture. Is arranged. A forward pedal 232 and a reverse pedal 233 are arranged in parallel on the right side of the steering column 234. In addition, the floor board 235 forms the substantially whole upper surface in a flat surface.

  As shown in FIG. 17, a PTO speed change lever 224 is disposed on the left column of the control seat 8. A differential lock pedal 225 is disposed in front of the left column of the control seat 8. On the right column of the control seat 8, a work machine lifting lever 259 is disposed. On the front end side of the right armrest 8a made of synthetic resin on the right side of the control seat 8, a dial installation base 121 is integrally formed by synthetic resin molding. A vehicle speed setting dial 211 is arranged on the dial installation base 121. An auxiliary transmission changeover switch 222 and a forward / reverse changeover switch 223 are disposed at a connecting portion between the right armrest 8 a and the dial installation base 121, that is, at a base end portion of the dial installation base 121. An operator sitting on the control seat 8 puts his right hand on the right armrest 8a, and the operator operates the vehicle speed setting dial 211, the auxiliary transmission changeover switch 222 or the forward / reverse changeover switch 223 with the right hand.

  As shown in FIG. 17, the work implement attitude controller 122 for adjusting the horizontal tilt and tillage depth in a rotary tiller (not shown) connected via the lower link 21 and the top link 22 can be opened and closed. It arrange | positions inside the right side armrest 8a which closed the upper surface side with the upper surface lid | cover 123 which is the top. The work machine attitude controller 122 includes an inclination dial 124 that allows the operator to adjust the horizontal inclination of the rotary tiller and a tiller depth dial that allows the operator to adjust the tillage depth of the tilling claws (not shown) of the rotary tiller. 125 is arranged. The operator sitting on the control seat 8 operates the tilt dial 124 or the tilling depth dial 125 with the right hand. The right armrest 8a and the left armrest 8b of the control seat 8 can be shifted from a substantially horizontal posture to a substantially vertical posture by lifting their front end upwards around the rotation support shaft 120 on the rear end side. Is provided. An accessory box 126 for an operator to put a water bottle or the like is disposed below the right armrest 8a.

  With reference to FIG. 17 thru | or FIG. 21, the attachment structure of the said forward pedal 232 and the reverse pedal 233 is demonstrated. As shown in FIGS. 19 and 21, the forward pedal 232 and the reverse pedal 233 are rotatably fitted to the brake pedal shaft 255 with the pivot support shaft portions 237 a and 237 b at the base ends of the pedal arms 232 a and 233 a. . The stepping plates 236a and 236b (or pedal arms 232a and 233a) of the forward pedal 232 and the reverse pedal 233 rotate obliquely downward from the initial (neutral) position on the upper surface of the floor plate 235 around the rotation support shaft portions 237a and 237b. It is installed as possible. A transmission link mechanism 275 is provided that transmits the pedal depression amounts of the forward pedal and the reverse pedal to the shift potentiometer 220 that is a shift sensor.

  As shown in FIGS. 18 to 23, the transmission link mechanism 275 includes a pair of check links 238a and 238b for connecting the forward pedal 232 and the reverse pedal 233 to a cam plate 258 described later, and the forward pedal 232 and the reverse pedal 233, respectively. When the pedal depression amount (or depression angle θ) of the neutral position restoring means 241 (first spring means) and the stepping plates 236a and 236b becomes equal to or greater than a predetermined value. Treading resistance changing means 242 (second spring means) for increasing the treading force. Note that a shift frame 266 for installing the neutral position restoring means 241 and the depression resistance changing means 242 is disposed at the attachment portion of the steering column 234.

  As shown in FIGS. 19 to 21, link arms 239a and 239b are respectively installed on the respective rotation support shaft portions 237a and 237b, and one end portion of each check link 238a and 238b is connected to each link via the link shafts 268a and 268b. The arms 239a and 239b are pivotally connected to each other. The other ends of the check links 238a and 238b are rotatably connected to an intermediate portion of a cam plate 258 described later via a support shaft 269. When both the forward and reverse treads 236a and 236b are supported in the initial (neutral) position, the forward check link 238a and the link arm 239a, and the reverse check link 238b and the link arm 239b are provided. The links 238a and 238b and the link arms 239a and 239b are disposed at positions (seesaw structure) that are substantially symmetrical with respect to a straight line connecting the brake pedal shaft 255 and the support shaft 269, respectively. The above-mentioned initial (neutral) position is a shift neutral position where the pedal depression amount is substantially zero, that is, a shift neutral position where the shift drive output from the continuously variable transmission 29 is substantially zero.

  Therefore, when the operator steps on one of the stepping plates 236a (236b) of the forward pedal 232 or the reverse pedal 233, the stepping plate 236a (236b) on the stepped-on side moves in the stepping direction (slanting forward and downward), while stepping on. The other tread plate 236b (236a) that is not moved moves in a direction (backward obliquely upward) opposite to the stepping direction (front obliquely downward) of the stepped plate 236a (236b) on the depressed side.

  On the other hand, when the operator steps on the stepping plates 236a and 236b of both the forward and reverse pedals 232 and 233, the stepping operation of the pedals 232 and 233 causes the check links 238a and 238b and the cam plate 258 to be connected. Therefore, the tread plates 236a and 236b of both the plates cannot be moved simultaneously in the stepping direction. In this way, even if the operator steps on both of the footboards 236a and 236b at the same time, both of the footboards 236a and 236b do not move in the stepping direction (forward obliquely downward), and either one of the footboards 236a (236b) can be Only when the pedal is depressed, only the pedals 232 and 233 on the side where the pedals 236a and 236b are depressed are operated.

  As shown in FIGS. 19 to 21, the neutral position restoring means 241 is a T-shaped cam having a return spring 256 for returning the footboards 236 a and 236 b to the initial (neutral) position and a cam groove 257 at the tip. It consists of a plate 258 and a cam roller 265 that is movably provided in the cam groove 257. A base end portion of the cam plate 258 is rotatably connected to one end portion of the transmission frame 266 via the cam shaft 270. The camshaft 270 is disposed on the transmission frame 266. One end of the return spring 256 is locked to the cam shaft 270. The other end side of the return spring 256 is engaged with a roller shaft 267 for fitting the cam roller 265 rotatably. When the cam roller 265 is positioned substantially in the middle of the cam groove 257, the roller shaft 267, the support shaft 269, and the cam shaft 270 are arranged on the same straight line, and the return spring 256 is most contracted. The stepping plates 236a and 236b of the forward pedal 232 and the reverse pedal 233 are configured to be held at initial (neutral) positions, respectively.

  On the other hand, when the operator steps on one of the forward or reverse stepping plates 236a and 236b, the cam plate 258 rotates in the forward or reverse direction against the return spring 256 force, and the cam roller 265 moves in the cam groove. 257 is moved in the both end directions from the substantially intermediate portion of 257, and the return spring 256 is expanded in proportion to the moving amount of the cam roller 265. The force for extending the return spring 256 is substantially equal to the pedal depression force in the low speed operation range when the forward or reverse pedals 232 and 233 are depressed to move at low speed.

  As shown in FIGS. 21 and 22, the stepping resistance changing means 242 includes a stepping force increasing spring 260 for increasing the stepping force of the stepping plates 236a and 236b, a pressing force increasing spring 260, and a spring seat 261 and a pulling spring seat 262. A spring cylinder 263 disposed between them, a push-pull rod 264 that connects one end side to the push spring seat 261 and the pull spring seat 262, and a shaft that is rotatable to the other end side of the push-pull rod 264 via a roller shaft 267. The cam roller 265 is supported. The spring cylinder 263 includes a support arm 272. The support arm 272 is rotatably connected to the speed change frame 266 via the arm shaft 273. The spring cylinder 263 is connected to the transmission frame 266. In this case, the operator steps on either one of the step plates 236a, 236b, rotates the cam plate 258, moves the cam roller 265 to the end of the cam groove 257, further steps on the step plates 236a, 236b, When the plate 258 is further rotated continuously in the same direction, the push-pull rod 264 moves in either the push direction or the pull direction, and either the push spring seat 261 or the pull spring seat 262 increases the pedaling force. The spring 260 moves so as to be compressed.

  The force (the pedal depression reaction force) that compresses the depression force increasing spring 260 is substantially equal to the pedal depression force in the high-speed operation area when either the forward or reverse pedal 232, 233 is depressed to move at high speed. Accordingly, the stepping resistance of the forward pedal 232 and the reverse pedal 233 increases abruptly in the middle of their stepping amount. That is, when the stepping plates 236a and 236b are stepped over the stepping amount in the low-speed movement range (the amount of stepping until the cam roller 265 is moved to the end of the cam groove 257), the stepping reaction force (pedal stepping force) of the pedal 232 (233) ) Is increased stepwise by the stepping resistance changing means 242 so that the operator can easily sense that the acceleration is intended to exceed a predetermined value.

  As shown in FIGS. 19 to 21, between the bracket 240 and the sensor link 271, a linear potentiometer or the like as a depression detection sensor for detecting the depression amount (or depression angle) of the respective depression plates 236a and 236b. A shift potentiometer 220 is provided. The bracket 240 is integrally connected to the transmission frame 266. The sensor link 271 is integrally connected to the cam plate 258. The sensor arm 220 a of the speed change potentiometer 220 is always pressed against the sensor link 271 by the spring force of a spring (not shown) built in the speed change potentiometer 220. The sensor arm 220a rotates in conjunction with the sensor link 271. Both the shift potentiometer 220 and the cam plate 258 are installed on the shift frame 266 so that the relative position between the shift potentiometer 220 and the cam plate 258 can be determined with high accuracy.

  With reference to FIG. 18 thru | or FIG. 21, the operation | movement which an operator steps on the forward pedal 232 or the reverse pedal 233 and moves the tractor 1 forward or backward to move forward or backward will be described. First, an operation when the forward pedal 232 is stepped on will be described. When the operator steps on the forward tread plate 236a, the cam plate 258 is pushed down via the check link 238a and rotates counterclockwise in FIG. By the rotation of the cam plate 258, the cam roller 265 moves in the cam groove 257 to extend the return spring 256, while the speed change potentiometer 220 is operated via the sensor link 271, and the amount of depression of the forward pedal 232 (or The stepping angle) is detected, and the speed change drive output (forward speed) from the continuously variable transmission 29 is increased in proportion to the amount by which the forward pedal 232 is depressed.

  In a state where the forward tread plate 236a is depressed and the cam roller 265 moves to the end of the cam groove 257, the operator further depresses the forward tread plate 236a to increase the speed change drive output (forward speed). When operated, the push / pull rod 264 is pulled down via the cam plate 258, the pedal effort increasing spring 260 is compressed via the tension spring seat 262, and the pedal effort of the forward pedal 232 is increased. The operator can move the forward pedal 232 from the low speed operation region to the high speed operation region while the operator feels the pedaling force of the forward pedal 232.

  When the operator removes his / her foot from the forward pedal 232, the pulling spring seat 262 returns to the initial position by the stepping force increasing spring 260 force, and the cam plate 258 returns to the neutral (initial) position by the return spring 256 force, The forward pedal 232 is returned to the initial position. When the forward pedal 232 is depressed, the reverse pedal 233 moves in a direction opposite to the depression direction, while when the operator releases the foot from the forward pedal 232, the reverse pedal 233 also returns to the initial position.

  On the other hand, the operation when the reverse pedal 233 is stepped on will be described. When the operator steps on the reverse tread plate 236b, the cam plate 258 is pulled up via the check link 238b and rotates clockwise in FIG. The rotation of the cam plate 258 causes the cam roller 265 to move in the cam groove 257 to extend the return spring 256, while operating the speed change potentiometer 220 via the sensor link 271, thereby depressing the reverse pedal 233 (or The stepping angle) is detected, and the shift drive output (reverse speed) from the continuously variable transmission 29 is increased in proportion to the amount of depression of the reverse pedal 233.

  In a state where the reverse stepping plate 236b is depressed and the cam roller 265 moves to the end of the cam groove 257, the operator further depresses the reverse stepping plate 236b so as to increase the speed change drive output (reverse speed). When operated, the push-pull rod 264 is pushed up via the cam plate 258, the pedal effort increasing spring 260 is compressed via the push spring seat 261, and the pedal effort of the reverse pedal 233 is increased. The reverse pedal 233 can be moved from the low speed operation area to the high speed operation area while the operator feels the pedaling force of the reverse pedal 233.

  When the operator lifts his / her foot away from the reverse pedal 233, the push spring seat 261 returns to the initial position by the stepping force increasing spring 260 force, and the cam plate 258 returns to the initial (neutral) position by the return spring 256 force, The reverse pedal 233 is returned to the initial position. Further, when the reverse pedal 233 is depressed, the forward pedal 232 moves in a direction opposite to the depressing direction, while when the operator releases his / her foot from the reverse pedal 233, the forward pedal 232 also returns to the initial position.

  Further, when the forward pedal 232 is depressed, the reverse pedal 233 moves in a direction opposite to the depression direction via the cam plate 258 and the check link 238b, and when the operator releases the foot from the forward pedal 232, the reverse pedal 233 moves backward. The pedal 233 also returns to the neutral (initial) position. On the other hand, when the reverse pedal 233 is depressed, the forward pedal 232 moves in a direction opposite to the depression direction via the cam plate 258 and the check link 238a, and when the operator releases his / her foot from the reverse pedal 233, the forward pedal 232 also returns to the initial (neutral) position.

  As is clear from the above description and FIGS. 19 and 22, the forward pedal 232 and the reverse pedal 233 as shift pedals, and a shift potentiometer 220 that is a shift sensor for detecting the amount of depression of the forward pedal 232 or the reverse pedal 233, A shift output rotation sensor 116 for detecting a shift drive output speed of the hydraulic continuously variable transmission 29 and a travel controller 210 as a control means for controlling the shift of the hydraulic continuously variable transmission 29. Therefore, by stepping on the forward pedal 232 or the reverse pedal 233, the shift drive output rotational speed of the hydraulic continuously variable transmission 29 is changed, and the hydraulic continuously variable transmission 29 can be subjected to shift control. The shift output of the hydraulic continuously variable transmission 29 can be switched smoothly in either case of forward or reverse. For example, the operation of repeatedly switching between forward and reverse in the tractor 1 or wheel loader is extremely simple. Therefore, traveling mobility can be improved, and fatigue in long-time work can be reduced.

  As is apparent from the above description and FIG. 20, a transmission link mechanism 275 that transmits the pedal depression amounts of the forward pedal 232 and the reverse pedal 233 to the transmission potentiometer 220 that is the transmission sensor, and a transmission link mechanism 275 that is provided in the transmission link mechanism 275. Since the neutral position restoring means 241 is provided, the forward pedal 232 and the reverse pedal 233 can be easily held at the neutral position, and the neutral positions necessary for the assembly work of the forward pedal 232 and the reverse pedal 233 are provided. (Initial) position adjustment can be simplified.

  As is clear from the above description and FIG. 20 and the like, the forward pedal 232 and the reverse pedal 233 are configured such that the neutral position restoring means 241 determines the pedaling force in at least the low speed operation range. Thus, for example, the pedaling force of the forward pedal 232 and the pedaling force of the reverse pedal 233 can be substantially matched so that the operator can step on the forward pedal 232 and the reverse pedal 233 with substantially the same feeling. The stepping operability of 233 can be improved.

  As is clear from the above description and FIG. 21 and the like, it includes a stepping resistance changing means 242 for connecting at least one of the forward pedal 232 and the reverse pedal 233, and at least one of the forward pedal 232 and the reverse pedal 233. Since the depression force in one of the high-speed operation areas is determined by the depression resistance changing means 242, the depression force of the forward pedal 232 or the reverse pedal 233 is divided into a low-speed operation area and a high-speed operation area. It can be changed step by step. The operator can easily recognize the boundary between the low-speed movement and the high-speed movement of the work vehicle 1, and the stepping operability of the forward pedal 232 or the reverse pedal 233 can be improved.

  As is clear from the above description and FIG. 21 and the like, a push-pull rod 264 that is a push-pull operating mechanism for connecting the forward pedal 232 and the reverse pedal 233 to the depression resistance changing means 242 is provided. Therefore, the stepping resistance changing means 242 can be used as returning means (means for returning to the initial position direction) of both the forward pedal 232 and the reverse pedal 233. The structure for connecting the forward pedal 232 and the reverse pedal 233 to the neutral position restoring means 241 through the depression resistance changing means 242 can be configured in a compact and low cost manner.

  As is clear from the above description and FIG. 20 and the like, the forward pedal 232 includes a cam plate 258 that is a check mechanism that prevents the forward pedal 232 and the reverse pedal 233 from simultaneously operating when the operator steps on the foot. Further, since the reverse pedal 233 is connected to the neutral position restoring means 241 via the check mechanism 258, for example, even if the operator steps on the forward pedal 232 and the reverse pedal 233 simultaneously, the depression operation is controlled by the check mechanism. 258 can be prevented, and malfunction of the shift sensor 220 or the control means 210 can be easily prevented. The mounting structure of the forward pedal 232 and the reverse pedal 233 or the installation structure of the shift sensor 220 can be configured in a compact and low cost manner.

  The accelerator connecting lever 127 will be described with reference to FIGS. 18 to 20 and FIGS. 22 to 25.

  As shown in FIGS. 19, 20, and 23, a transmission frame 266 and a lever fulcrum frame 130 are integrally connected to the column frame 129 of the steering column 234. A lever fulcrum shaft 131 is integrally formed by extending the base end of the throttle lever 206 substantially horizontally in the left-right direction. A unidirectional rotary bearing 134 is fitted on the lever fulcrum shaft 131. A throttle arm 133 is disposed on the one-way rotary bearing 134. The throttle arm 133 is connected to the engine governor 214 via the throttle link 132. When the throttle lever 206 is rotated against the braking force of the disc spring 135 (in the front-rear direction), the throttle arm 133 is rotated in conjunction with the engine governor 214 to operate the engine 5 at the rotational speed. Will change. That is, when the throttle lever 206 is rotated from the solid line position in FIG. 20 in the imaginary line direction (counterclockwise direction), the engine 5 is increased via the throttle arm 133 so that the rotation speed of the engine 5 increases to, for example, the maximum output rotation speed. The governor 214 is activated. When the throttle lever 206 is rotated from the imaginary line direction to the direction (clockwise) to return to the solid line position in FIG. 20, the throttle arm 133 is not shown so that the rotational speed of the engine 5 decreases to, for example, the idling rotational speed. It moves backward with the return spring force.

  As shown in FIGS. 20 and 23, an accelerator interlocking mechanism 136, a clutch arm 139, and an accelerator operating arm 142 are provided as an accelerator interlocking mechanism 118 for connecting the forward pedal 232 and the engine governor 214. The base end portion of the accelerator interlocking arm 136 is rotatably fitted on the lever fulcrum shaft 131. The accelerator interlocking arm 136 is integrally formed with a protrusion 137 that engages with the throttle arm 133. When the accelerator interlocking arm 136 rotates in the speed increasing direction (counterclockwise in FIG. 20), the accelerator interlocking arm 136 is engaged with the throttle arm 133 via the protrusion 137, and the throttle arm 133 is in the speed increasing direction (counterclockwise in FIG. 20). (Clockwise).

  As shown in FIGS. 20 and 23, one end of a round bar-shaped slide guide bar 138 is connected to the accelerator interlocking arm 136. A clutch arm 139 is fitted on the slide guide rod 138 so as to be slidable in the axial direction. A part of the clutch arm 139 is bent to integrally form a contact body 139a for contacting an accelerator operating arm 142 described later. A shift member 140 for connecting the clutch arm 139 is fitted on the lever fulcrum shaft 131 so as to be slidable. An accelerator connecting lever 127 is slidably disposed on the lever fulcrum shaft 131 via a lever holder 141. The shift member 140 is connected to the accelerator connecting lever 127 via the shift arm 140a. Further, an accelerator operation arm 142 is disposed on the rotation support shaft 237a of the forward pedal 232. A plate-shaped malfunction prevention body 143 is disposed on the upper surface side of the accelerator operation arm 142.

  Next, the operation of the accelerator connecting lever 127 and the operation of the accelerator interlocking mechanism 118 will be described. When the accelerator connecting lever 127 is in the solid line position in FIG. 23, the contact body 139 a of the clutch arm 139 is supported at a position deviating from the turning locus of the accelerator operation arm 142. In this case, even if the operator depresses the forward pedal 232 and the accelerator operation arm 142 is rotated clockwise in FIG. 20, the accelerator operation arm 142 does not contact the contact body 139a of the clutch arm 139. 139 does not rotate. That is, even if the operator depresses the forward pedal 232, the rotational speed of the engine 5 is not changed by the operation of the forward pedal 232. When the operator operates the throttle lever 206, only the rotational speed of the engine 5 is changed.

  On the other hand, when the operator pulls the accelerator connecting lever 127 to move it from the solid line position in FIG. 23 to the imaginary line position, the contact body 139a of the clutch arm 139 is within the rotation range of the accelerator operation arm 142 (clockwise in FIG. 20). Supported by When the operator depresses the forward pedal 232, the accelerator operation arm 142 comes into contact with the contact body 139a of the clutch arm 139. Therefore, the clutch arm 139 is rotated by the accelerator operation arm 142, and the throttle arm 133 is rotated to the acceleration side via the protrusion 137. That is, when the operator depresses the forward pedal 232, the rotational speed of the engine 5 is changed to the speed increasing side in proportion to the amount of depression of the forward pedal 232. When the operator removes his / her foot from the forward pedal 232 and returns it, the rotational speed of the engine 5 also returns to the rotational speed before the speed increase (the rotational speed set by the throttle lever 206). Further, even if the operator depresses the reverse pedal 233, the accelerator operation arm 142 rotates in a direction away from the clutch arm 139 (counterclockwise in FIG. 20), so that the rotational speed of the engine 5 is not changed.

  When the operator depresses the forward pedal 232 and the accelerator connecting lever 127 is pulled, the contact body 139a of the clutch arm 139 contacts the malfunction preventing body 143, and the accelerator connecting lever 127 is a solid line in FIG. It is prevented from moving from the position to the virtual line position. Therefore, the contact body 139a of the clutch arm 139 is supported at a position deviating from the turning locus of the accelerator operation arm 142.

  In the above-described embodiment, the accelerator connecting lever 127 for contacting and separating the contact body 139a of the clutch arm 139 with respect to the accelerator operation arm 142 is provided. However, the lever shaft 131 of the throttle lever 206 is connected to the expansion joint member 150. The telescopic joint member 150 is disposed between the lever holder 141 and the shift arm 140a, and the lever holder 141 and the shift arm 140a are connected by a rod (not shown) or the like. The abutment body 139a of the clutch arm 139 can be moved toward and away from the accelerator operation arm 142 by moving the throttle lever 206 in the axial direction of the lever shaft 131. In that case, the throttle lever 206 can also be used, and the accelerator connecting lever 127 becomes unnecessary.

  The pedal lock lever 128 will be described with reference to FIGS. 19, 20, 22 to 26. As shown in FIGS. 20 and 23 and 25, a lock arm 146 and a lock gear 147 are provided as a constant speed moving mechanism 119 for maintaining the moving speed of the work vehicle 1 substantially constant. A lever shaft 144 at the base end of the pedal lock lever 128 is pivotally supported on the column frame 129 via a cylindrical bearing body 145. The base end portion of the lock arm 146 is connected to the lever shaft 144. An engaging claw 146a is integrally disposed at the tip of the lock arm 146 by welding. A fan gear-shaped lock gear 147 for releasably engaging the engaging claw 146a is integrally disposed on the rotating support shaft portion 237b of the reverse pedal 233 by welding. A brake pedal 230 is connected to the lock arm 146 via a release wire 148 and a link (see FIG. 26). Further, the lock arm 146 is connected to a switching spring 149 having a fulcrum action type for maintaining the pedal lock lever 128 in the locked position or the unlocked position (see FIG. 20).

  Next, the operation of the pedal lock lever 128 and the operation of the constant speed moving mechanism 119 will be described. The operator manually switches the pedal lock lever 128 to the phantom line position or the solid line position in FIGS. 19 and 20. The pedal lock lever 128 is maintained by the switching spring 149 at the position switched by the operator. When the pedal lock lever 128 is switched to the solid line position, the engagement claw 146a of the lock arm 146 is engaged with the lock gear 147, and the forward pedal 232 and the reverse pedal 233 are maintained at substantially constant positions. For example, the operator depresses the forward pedal 232 or the reverse pedal 233 to an arbitrary position, the pedal lock lever 128 at the phantom line position in FIG. In this case, the forward pedal 232 or the reverse pedal 233 is kept fixed at the position, the forward or reverse movement speed of the work vehicle is kept substantially constant, and even if the operator lifts the foot from the forward pedal 232 or the reverse pedal 233 The vehicle moves forward or backward at a substantially constant speed.

  Further, when the operator depresses the forward pedal 232 to the maximum depressed position, the pedal lock lever 128 at the imaginary line position in FIG. 20 is operated to the solid line position, and the engagement claw 146a is engaged with the lock gear 147, the forward movement is performed. The pedal 232 is fixedly maintained at the maximum depressed position, the forward moving speed of the work vehicle is maintained at a substantially maximum speed, and the work vehicle moves in the forward direction at the substantially maximum speed even if the operator lifts his / her foot from the forward pedal 232. . Thus, when the work vehicle is moving forward at a substantially maximum speed, the speed ratio setting dial 211 can be operated by the operator to set the speed of the neutral or multi-stage shift (15 stages shown in FIG. 28). That is, when the operator removes his / her foot from the forward pedal 232 (reverse pedal 233) and the operator simply operates the gear ratio setting dial 211, the main gear shift output of the hydraulic continuously variable transmission 29 is switched to neutral, or The main shift output of the hydraulic continuously variable transmission 29 can be shifted in multiple stages in 15 stages.

  Further, when the pedal lock lever 128 is switched to the solid line position (FIG. 20), when the operator depresses the brake pedal 230, the lock arm 146 in the engaged position is moved to the non-engaged position side via the release wire 148. Be pulled. Therefore, the lock arm 146 moves from the solid line position (engagement position) in FIG. 20 to the phantom line position (non-engagement position) to release the engagement between the engagement claw 146a and the lock gear 147, and the forward pedal 232 and the reverse pedal. Keep 233 operational.

  When the operator takes his or her foot off the forward pedal 232 or the reverse pedal 233, when the operator depresses the brake pedal 230, the forward pedal 232 or the reverse pedal 233 returns to the initial (neutral) position. When the moving speed (vehicle speed) becomes below a certain level, both the forward hydraulic clutch 40 and the reverse hydraulic clutch 42 are automatically kept off and the left and right brakes 65 are automatically operated. The left and right rear wheels 4 are braked.

  Next, constant speed ratio control (speed ratio adaptive control) will be described. Here, the gear ratio means the ratio of the rotational speed of the output shaft 36 of the hydraulic continuously variable transmission 29 to the engine 5 rotational speed. same as below.

  An input shaft 27 to which power from the engine 5 is transmitted is disposed in a mission case 17 mounted on the traveling machine body 2, and the input shaft 27, a hydraulic pump unit 500 for shifting, a hydraulic motor unit 501, and an output shaft 36 are arranged. In a work vehicle that includes a hydraulic continuously variable transmission 29 arranged on the same axis and configured to transmit at least traveling driving force from the output shaft 36 via the hydraulic motor unit 501. The actual (real) gear ratio may not match the gear ratio due to environmental changes and disturbances (mainly loads related to travel). Therefore, the control for causing the electronic governor controller 213 to feed back the actual (real) engine 5 rotation speed and the rotation speed of the output shaft 36 to be close to or coincide with the target speed ratio is a constant speed ratio control (speed ratio adaptive control). That's it. In other words, while controlling the rotational speed of the engine 5 so as to be maintained at a substantially constant value regardless of the fluctuation of the load, the actual (real) gear ratio is within a predetermined value% of the target gear ratio. The proportional solenoid valve 203 for controlling the gear ratio of the hydraulic continuously variable transmission 29 is controlled. Therefore, the speed ratio pattern of the speed ratio of the rotational speed of the output shaft 36 in the hydraulic continuously variable transmission 29 with respect to the rotational speed of the engine 5 is stored in a RAM (a read / write readable memory) as pattern storage means in the travel controller 210.

  This speed ratio pattern is a pattern in which the speed ratio increases in proportion to an increase in the depression amount of the speed change pedal (forward pedal 232 and reverse pedal 233), and the proportional function may be a linear function. It may be a function of a quadratic curve. The pattern storage means stores a plurality of gear ratio patterns in a function table format or a map format (see a gear ratio diagram as shown in FIG. 28). According to the type of farm work and the field conditions (soil quality, paddy field, field land, etc.), 15 types of gear ratio patterns (speed ratio lines No. 1 to No. 15) are prepared in the embodiment of FIG. Are previously stored in the pattern storage means. When the operator selects a scale (for example, N, 1, 2, 3,..., 14, 15) of a setting dial 221 as a gear ratio setting device, an arbitrary one pattern is set (instructed from a plurality of types of gear ratio patterns). )can do. In other words, the setting dial 221 as a gear ratio setter is for changing (adjusting and setting) the change ratio of the gear ratio corresponding to the amount of depression of the forward pedal 232 and the reverse pedal 233 as a gear pedal. When the scale of the setting dial 221 is N (shift neutral), the output of the hydraulic continuously variable transmission 29 is set to substantially zero (the gear ratio is 0) regardless of the depression amount of the forward pedal 232 and the reverse pedal 233. maintain.

  In the embodiment shown in FIG. 28, the horizontal axis represents the pedal depression amount (indicated as a percentage of the maximum depression amount, the rightward direction is that of the forward pedal, the leftward direction is that of the reverse pedal), and the vertical axis (see the left vertical axis) Is the gear ratio of the rotational speed of the output shaft 36 in the hydraulic continuously variable transmission 29 with respect to the rotational speed of the engine 5 [(the rotational speed of the output shaft 36 / the rotational speed of the engine 5) = 0-2]. A diagram of the pattern is shown. In FIG. 1-No. 15, the forward speed ratio pattern and the reverse speed ratio pattern are set to be the same (symmetrical). Further, FIG. 28 shows a diagram (indicated by a broken line) showing a change in the pedal depression force with respect to the pedal depression amount. That is, the pedaling force (indicated by% of the maximum value) is taken on the right vertical axis.

  In this embodiment, in the middle of the depression amount of the forward pedal 232 (or the reverse pedal 233) (for example, a position at about 70% of the total depression amount), the depression force of the pedal is rapidly increased by the depression resistance changing means 242 having the above-described configuration. It is supposed to be. That is, when the pedal depression amount is from 0% to about 70%, the pedal depression force increases linearly and proportionally with a low gradient by resisting the urging force of the neutral position restoring means 241. At the position where the pedal depression amount is about 70%, the resistance force by the depression resistance changing means 242 is added, so the pedal depression force suddenly changes from about 20% of the maximum value to about 50%, and the pedal depression amount thereafter is about 70%. From 100 to 100%, the pedal effort increases substantially linearly with a high gradient.

  Each speed ratio pattern (speed ratio line) is also different between a region where the pedal depression amount is less than about 70% and a region where the pedal depression amount is larger than that. In the embodiment of FIG. 1-No. In the No. 11 line (No. 1 to No. 11 in order from the lower line in FIG. 28), the gradient of the gear ratio line is low in the region where the pedal depression amount is less than about 70%, and about 70%. In the region beyond the position, the gradient of the transmission ratio line is set to be high. When the gear ratio line is adopted, when the operator depresses the pedals 232 and 233 beyond the normal pedal depression amount range (within about 70%) with the intention of accelerating, the pedal depression force increases rapidly. I can feel it. Also, as will be described later, when the operator wants to increase the speed beyond the speed set by the gear ratio setting dial 221 in response to environmental changes, disturbances, etc., the operator needs to change the setting of the speed ratio setting dial 221. By simply depressing the pedals 232 and 233 by a predetermined amount or more, the speed can be increased easily.

  No. In line 12 (the twelfth line from the lower line in FIG. 28), the gear ratio line is set substantially in a straight line until the pedal depression amount is 0% to 100%.

  No. 13 and no. 14 (No. 13 and No. 14 counted from the lower line in FIG. 28), the gradient of the transmission ratio line in the region where the pedal depression amount exceeds about 70% is about 70%. It is set lower than the gradient in the area less than the position. No. A transmission gear ratio line of 15 is a straight line that becomes the transmission gear ratio 2 at a position where the pedal depression amount is about 70% (immediately before the pedal contacts the depression resistance changing means 242).

  Next, the speed ratio adaptive control mode will be described with reference to the speed ratio control flowchart (FIG. 29). As described above, the proportional control electromagnetic valve 203 is operated in proportion to the amount of depression of the forward pedal 232 (or the reverse pedal 233), and the main transmission hydraulic cylinder 556 is driven by the hydraulic oil from now on, so that the hydraulic pressure that is the main transmission mechanism. The hydraulic oil discharge amount of the hydraulic pump unit 500 of the continuously variable transmission 29 is controlled. In this case, automatic control is performed by adapting the ultimate target value or the maintenance target of the gear ratio set by the setting dial 221 to adapt to environmental changes. More specifically, the amount of depression of the shift pedals 232 and 233 is self-monitored, The automatic control is performed so as to follow the target line of the gear ratio set by the gear ratio setting dial 221 in accordance with the change in the depression amount. Thus, the rotational speed of the main transmission output shaft 36 can be changed and adjusted steplessly. Therefore, in the gear ratio adaptive control, the engine is started (S1), the operator depresses the forward pedal 232 to the maximum depressed position (S2: yes), and then with the gear ratio setting dial 221 according to the work type and the like. When the operator selects and determines a desired gear ratio pattern (No. 1 to No. 15) (S3), a predetermined gear ratio pattern (No. 1) stored in the RAM (a readable / writable memory as needed) of the travel controller 210 is obtained. To No. 15) are read out (S4).

  Next, when the operator depresses the forward pedal 232 (reverse pedal 233) to move the tractor 1 forward (reverse), the pedal depression amount is read into the travel controller 210 from the forward potentiometer 219 (reverse potentiometer 220) (S5). Based on the read numerical value, the calculation unit of the travel controller 210 calculates a target gear ratio value corresponding to the pedal depression amount on the selected gear ratio pattern (No. 1 to No. 15) (S6). . When the scale of the setting dial 221 is N (shift neutral), the output of the hydraulic continuously variable transmission 29 is maintained at substantially zero (the gear ratio is 0) regardless of the depression amount of the forward pedal 232 and the reverse pedal 233. The

  On the other hand, the traveling controller 210 reads the engine speed from the engine rotation sensor 206 at every constant time interval (sampling time interval) during traveling, and detects the main transmission output section rotation speed by the main transmission output section rotation sensor 116. And read (S7). Whether the current gear ratio value is substantially equal to the target gear ratio value by calculating the current gear ratio value from the ratio between the engine speed (denominator) and the main gear shift output speed (numerator) at the sampling time (current) Is discriminated (S8).

  When the current gear ratio value is separated from the target gear ratio value by more than a predetermined percentage (S8: no), the travel controller 210 corrects the applied voltage value of the proportional control solenoid valve 203, so that the hydraulic pump unit 500 A main shift operation is executed to change or adjust the swash plate angle and control the amount of hydraulic oil discharged to the hydraulic motor unit 501 to increase or decrease the rotation speed of the main shift output shaft 36 (S9). If the current speed ratio value is substantially equal to the target speed ratio value (when the current speed ratio value is within ± predetermined% with respect to the target speed ratio value) (S8: yes), the rotation speed of the main speed change output shaft 36 is maintained. (S10).

  Thus, feedback control is performed so that the current gear ratio value approaches (or matches) the target gear ratio value. In these cases, for example, the output torque fluctuation of the engine 5 is insufficient due to disturbance such as an increase in traveling load when the tractor enters a soil area containing a lot of water from a dry soil area. Of course, when the engine 5 rotational speed deviates from a predetermined value due to circumstances or environmental changes, the electronic governor controller 213 is operated to control the engine 5 rotational speed to be maintained at the predetermined value.

  If such gear ratio adaptive control is employed, the operator only needs to operate the forward pedal 232 or the reverse pedal 233, which is a gearshift pedal, after setting the gear ratio pattern of the gear ratio with the gear ratio setting dial 221. When the actual gear ratio value deviates from the target gear ratio value due to environmental changes or fluctuations in the work vehicle's running load, it can be automatically controlled so that it automatically approaches the target gear ratio value. The traveling operation can be made extremely simple by approximating the traveling operation in an automobile with a continuously variable transmission mechanism, and there is an effect that fatigue for a long time can be reduced.

  Further, since the automatic control is executed by correcting the operation of the proportional control solenoid valve 203, there is an effect that the control can be performed finely and quickly. Further, since the electronic governor 214 for controlling the rotational speed of the engine 5 according to the load is provided, it is not necessary for the operator to manually adjust the engine throttle, and the rotational speed of the engine 5 and the hydraulic stepless speed change. The engine speed and the pump swash plate 509 angle can be controlled so that the output of the machine 29 can be kept highly efficient, and the traveling operation of the work vehicle can be changed to the traveling operation in an automobile with a continuously variable transmission mechanism. It can be approximated to make it extremely simple, and there is an effect that fatigue for a long time can be reduced. Instead of detecting the rotational speed of the main transmission unit, it is also possible to detect the vehicle speed (the rotational speed of the wheel) and calculate the gear ratio as an equivalent meaning.

  As is clear from the above description and FIGS. 20 and 23, the hydraulic continuously variable transmission 29 for shifting the power from the engine 5 mounted on the tractor 1 as the traveling machine body, and the hydraulic continuously variable transmission 29 In a work vehicle configured to shift the hydraulic continuously variable transmission 29 based on an operation amount of the forward pedal 232 and an operation amount of the forward pedal 232, an amount of depression of the forward pedal 232 Any one of a transmission potentiometer 220 serving as a transmission sensor for detecting the transmission and a plurality of transmission ratio patterns (N, No. 1 to No. 15) capable of changing the maximum output of the hydraulic continuously variable transmission 29 in multiple stages. A speed ratio setting dial 221 as a speed setting means for selecting one and a travel controller 210 as a control means for controlling the output rotational speed of the hydraulic continuously variable transmission 29. Since the throttle arm 133 as an accelerator means for changing the rotational speed of the engine 5 is connected to the forward pedal 232 via an accelerator interlocking mechanism 118 as a clutch mechanism capable of switching operation, the throttle arm 133 and the forward pedal 232 are connected via the accelerator interlocking mechanism 118, the shift output of the hydraulic continuously variable transmission 29 and the rotational speed of the engine 5 can be obtained simply by stepping on the forward pedal 232. Can be switched smoothly. For example, in a travel area in which the travel direction is greatly changed, both the shift output of the hydraulic continuously variable transmission 29 and the rotational speed of the engine 5 can be reduced by reducing the amount of depression of the forward pedal 232 and The moving speed of the vehicle 1 can be easily decelerated. On the other hand, in a traveling area where the vehicle travels substantially straight, both the shift output of the hydraulic continuously variable transmission 29 and the rotational speed of the engine 5 are increased by simply increasing the amount of depression of the forward pedal 232, and the tractor 1 The movement speed can be increased easily. The maneuverability of the tractor 1 (such as shortening the time from starting to work speed when traveling straight) and the turning operability (decreasing the turning radius of the direction change at the headland, etc.) can be improved, and engine troubles, etc. It can be easily prevented.

  As apparent from the above description and FIGS. 27 and 29, the accelerator coupling lever 127 is provided as a clutch operating tool for turning on and off the accelerator interlocking mechanism 118, and the accelerator coupling lever 127 operates the throttle arm 133. Therefore, the minimum rotation setting operation of the throttle lever 206 for maintaining the engine 5 at a set rotation speed in a semi-fixed state, and the forward pedal 232 are connected to the accelerator interlocking mechanism 118. The accelerator connecting lever 127 to be connected to the throttle arm 133 via the connecting lever can be easily performed as a series of operations with the same hand by the operator, and the throttle lever in which the operator cooperates his hand and the foot. 206 and the forward pedal 232, The rotational speed of the engine 5 can be changed smoothly to the rotational speed adapted to the work. The mobility of the tractor 1 can be improved and engine troubles can be easily prevented.

  A shift potentiometer 220 as a shift sensor for detecting the amount of depression of the forward pedal 232, and a plurality of transmission ratio patterns (N, No. 1 to No. 1) capable of changing the maximum output of the hydraulic continuously variable transmission 29 in multiple stages. .15), a speed ratio setting dial 221 as speed setting means for selecting one of them, and a travel controller 210 as control means for controlling the output rotational speed of the hydraulic continuously variable transmission 29, The control means 210 stores the speed ratio pattern (N, No. 1 to No. 15) set by the speed setting means 221 when the forward pedal 232 is at the maximum depressed position, and the forward pedal 232 is depressed. According to the amount, the output of the hydraulic continuously variable transmission 29 follows the speed ratio pattern (N, No. 1 to No. 15) set by the speed setting means 221. Since the rotation speed is controlled, an operator operates the forward pedal 232 to the maximum step, changes the maximum shift drive output rotation speed of the hydraulic continuously variable transmission 29, and the work vehicle 1 continues. Thus, the moving speed can be determined as a speed adapted to the working conditions. The shift output of the previous stroke of the hydraulic continuously variable transmission 29 can be smoothly reproduced in the next stroke simply by the operator stepping on the forward pedal 232 as much as possible. For example, it is possible to very easily perform a tilling operation in which the direction is changed and reciprocated at a headland in a field. In the tractor 1 or the wheel loader, it is possible to improve the traveling mobility of the reciprocating work that repeats the direction change, and to reduce fatigue in the long-time work.

  As is clear from the above description and FIGS. 20 and 23, the forward pedal 232 is provided with a constant speed moving mechanism 119 as a locking means for maintaining the forward pedal 232 in the maximum depressed position. When the maximum depression position is maintained by the means 119, the output speed of the hydraulic continuously variable transmission 29 can be set in multiple stages by operating the speed setting means 221 even if the operator removes the foot from the forward pedal 232. The speed change operation can be performed, and the operability of the speed setting means 221 can be improved.

  As is apparent from the above description and FIGS. 19 and 20, the reverse pedal 233 for changing the transmission ratio of the hydraulic continuously variable transmission 29, and the forward pedal 232 and the reverse pedal 233 are prevented from operating simultaneously. Since the transmission link mechanism 275 as a check mechanism is provided, for example, even if the operator depresses the forward pedal 232 and the reverse pedal 233 at the same time, the depressing operation can be blocked by the check mechanism 275, and the speed change sensor 220. Alternatively, it is possible to easily prevent the control unit 210 and the like from malfunctioning. The mounting structure of the forward pedal 232 and the reverse pedal 233 or the installation structure of the shift sensor 220 can be configured in a compact and low cost manner.

  As is apparent from the above description and FIGS. 27 and 29, the speed setting means 221 has a plurality of speed ratio patterns (No. 1 to No. 1) in which the maximum output of the hydraulic continuously variable transmission 29 is changed in multiple stages. .15) and a neutral position (N) where the output of the hydraulic continuously variable transmission 29 is substantially zero, the engine 5 can be operated. When the speed setting means 221 is switched to the neutral position N and the operator leaves the control seat 8, even if the operator mistakenly steps on the forward pedal 232 or the reverse pedal 233, the hydraulic stepless transmission is caused by the erroneous operation. It is possible to prevent the machine 29 from malfunctioning.

  Next, the travel stop control of the traveling machine body will be described with reference to the flowchart shown in FIG. When starting the tractor 1 of the present embodiment, first, the operator turns the key switch 211 to the ON position to turn on the travel controller 210 and the like to start up the electrical system. While depressing the brake pedal 230, the key switch (key SW) 211 is rotated to the operating position of the starter 212 (S11), and the engine 5 is started (S12). Next, when the key switch 211 is returned to the ON position (S13: yes), the swash plate angle of the hydraulic pump unit 500 is changed to, for example, approximately -11 degrees and moved to the gear ratio 0 (S14). In this state, hydraulic oil from the hydraulic pump unit 500 is supplied to the hydraulic motor unit 501, and the relative rotation direction of the hydraulic motor unit 501 is opposite to that of the input shaft 27 (hydraulic pump unit 500). The main transmission output gear 37 connected to 500 is absolutely stopped, and the rotational speed of the main transmission output section becomes substantially zero regardless of the output rotational speed of the engine 5.

  It is determined whether or not T1 time has elapsed from the time when the speed ratio is shifted to 0 (S15), and while the T1 time has not elapsed (S15: no), the travel controller 210 performs the forward clutch solenoid valve 46 and the reverse drive. Both clutch electromagnetic valves 48 are turned off to cut off the driving force to the traveling portion (S16). Further, an autobrake operation is executed in which the autobrake solenoid valve 67 for the brake cylinder 68 of the rear wheel 4 is turned on to apply braking (S17). As a result, the travel of the tractor 1 is stopped (S18). Therefore, when the engine 5 is started, the operator erroneously sets the speed ratio with the speed ratio setting dial 221 first, or first sets the speed ratio pedal (the forward pedal 232 or the reverse speed). Even if the pedal 233) is depressed, it is safe because it does not start.

  Then, it is determined whether or not a further T2 time has elapsed since the stop of travel in step S18 (S19). If the T2 time has elapsed (S19: yes), the swash plate angle of the hydraulic pump unit 500 is set to approximately 0 degrees. The shift ratio is set to 1 (S20). In this state, hydraulic fluid from the hydraulic pump unit 500 is not supplied to the hydraulic motor unit 501, oil leakage due to wasteful circulation of hydraulic fluid in the hydraulic continuously variable transmission 29 is reduced, and wasteful fuel consumption of the engine 5 is reduced. There is an effect of disappearing. In other words, when the operator does not perform operations such as setting the gear ratio with the gear ratio setting dial 221 for work and stepping on the gear pedals 232 and 233 for starting running after the time T2 elapses, a load is applied to the engine 5. In this way, wasteful fuel consumption can be avoided.

  In step S15, if the time T1 has elapsed (S15: yes), traveling work such as the gear ratio adaptive control described above is executed (S21). It is determined whether or not the shift pedals 232 and 233 are depressed during the traveling operation (S22). When the shift pedals 232 and 233 are not depressed (S22: no), the engine speed from the engine speed sensor 215, the main speed output section speed from the main speed output section rotation sensor 116, and the vehicle speed from the vehicle speed sensor 117 Is read (S23), and when the vehicle speed is equal to or lower than a predetermined minute speed V1 (for example, about 0.1 km / hour) (S24: yes), it is assumed that the operator intends to stop the traveling, and the above-described step S16 is performed. Migrate to As a result, the operator can safely stop without stepping on the brake pedal 230, and after the passage of time T2, there is no oil leakage due to wasteful circulation of hydraulic oil in the hydraulic continuously variable transmission mechanism, and fuel efficiency is improved. There is an effect that can be done.

  If the vehicle speed is greater than the predetermined minute speed V1 (S24: no), it is assumed that the operator intends to continue the traveling work, and the traveling work such as the gear ratio adaptive control in step S21 is executed. To do.

  If an abnormality occurs in the traveling work or the agricultural machine during the rotation of the engine 5 due to a failure of the electric system, for example, when the operator presses a forced operation button (not shown), the auto brake 65 is activated. The forced operation switch (not shown) is turned off, the forward clutch electromagnetic valve 46 and the reverse clutch electromagnetic valve 48 are turned off regardless of the output of the traveling controller 210, and the power transmission to the traveling system is forced. In addition, it can be shut off urgently to ensure safety.

  Next, the forward / reverse switching control of the traveling aircraft will be described with reference to the flowchart shown in FIG. First, the engine 5 is started (S31), and then the operator selects and determines a desired gear ratio pattern according to the work type or the like with the gear ratio setting dial 221 (S32). A predetermined gear ratio pattern stored in a memory (read / write memory as needed) is read out. At this time, it is determined whether the left and right brakes 65 are actuated to brake the left and right rear wheels 4 to stop the traveling machine body (S33).

  When the left and right brakes 65 are actuated to brake the left and right rear wheels 4 (S33: yes), the start control mode is set to advance (or reverse) from the state in which the traveling body is stopped by the travel stop control of FIG. . When the operator depresses the forward pedal 232 (reverse pedal 233) to move the tractor 1 forward (reverse), the pedal depression amount is read from the forward potentiometer 219 (reverse potentiometer 220) into the travel controller 210 (S34). When the traveling machine body is stopped by the traveling stop control of FIG. 30 and the swash plate angle of the hydraulic pump unit 500 is shifted to approximately 0 degrees and maintained at the gear ratio 1 (S35: yes), the hydraulic pump unit 500 The swash plate angle is shifted to approximately -11 degrees and moved to a gear ratio 0 (S36).

  When the swash plate angle of the hydraulic pump unit 500 is 0 (S37: yes), that is, when the main transmission output gear 37 is absolutely stopped, the forward clutch electromagnetic valve 46 (reverse clutch electromagnetic valve 48) is set. In operation, the forward clutch 40 (reverse clutch 42) is engaged (S38), the braking of the rear wheel 4 by the left and right brakes 65 is released (S39), and the gear ratio adaptive control shown in FIG. 29 is performed (S46). The vehicle travels forward (reverse) from a state where the traveling machine body is stopped at a speed calculated based on the amount of depression of the forward pedal 232 (or the reverse pedal 233) and the set value of the transmission ratio setting dial 221. The vehicle can start smoothly by depressing the forward pedal 232 (or the reverse pedal 233).

  On the other hand, when at least one of the left and right brakes 65 is in an inactive state and at least one of the left and right rear wheels 4 is not braked (S33: no), the traveling machine body moves forward (or reverse) by the gear ratio adaptive control of FIG. Thus, the reciprocating travel control mode in which the traveling machine body moves backward (or moves forward) from the state where the traveling body moves forward (or moves backward) is set. At this time, the engine speed from the engine speed sensor 215, the main speed output section speed from the main speed output section rotation sensor 116, and the vehicle speed from the vehicle speed sensor 117 are read (S40). When the traveling machine is traveling forward (or reverse) (S41: yes), it is determined whether or not the reverse pedal 233 (or forward pedal 232) is depressed on the opposite side to the traveling direction (S42).

  When the reverse pedal 233 (or forward pedal 232) on the opposite side of the traveling direction is depressed (S42: yes), the vehicle speed is set to a predetermined value by depressing the forward pedal 232 (or reverse pedal 233) in the traveling direction. When decelerating to a minute speed V1 (for example, about 0.1 km / hour) or less (S43: yes), the forward clutch solenoid valve 46 (reverse clutch solenoid valve 48) is turned off and the forward clutch 40 (reverse clutch 42) is turned off. (S44). At substantially the same time, the reverse clutch electromagnetic valve 48 (forward clutch electromagnetic valve 46) is turned on, the reverse clutch 42 (forward clutch 40) is turned on (S45), and the gear ratio adaptive control of FIG. 29 described above is performed (S46). . At a speed calculated based on the amount of depression of the forward pedal 232 (or the reverse pedal 233) and the setting value of the transmission ratio setting dial 221, the traveling machine body moves backward (forward) and travels backward (forward) ) Shift to driving. By alternately depressing the forward pedal 232 and the reverse pedal 233, the traveling direction of the traveling machine body is alternately switched between the forward traveling and the backward traveling, and the traveling machine body can be smoothly reciprocated.

  As apparent from the above description and FIGS. 27 and 31, the transmission case 17 mounted on the tractor 1 traveling machine body including the traveling front and rear wheels 3, 4, and the input shaft 27 to which the power from the engine 5 is transmitted. A hydraulic continuously variable transmission 29 including a hydraulic pump 500, a hydraulic motor 501, and an output shaft 36; a forward pedal 232 and a reverse pedal 233 which are shift pedals for changing the gear ratio of the hydraulic continuously variable transmission 29; A forward clutch 40 and a reverse clutch 42 for transmitting a shift drive output from the hydraulic continuously variable transmission 29 to the traveling wheels 3 and 4, and a brake 65 for braking the traveling wheels 3 and 4, The traveling wheels 3 and 4 are driven via forward or reverse clutches 40 and 42 to change the vehicle speed in accordance with the amount of depression of the shift pedals 232 and 233. In the work vehicle constructed as described above, the forward and reverse potentiometers 219 and 220, which are shift sensors for detecting the depression amounts of the shift pedals 232 and 233, and the inclination of the hydraulic pump 500 based on the detected values of the shift sensors 219 and 220, respectively. In a state where the main transmission hydraulic cylinder 556 which is an actuator for adjusting the plate angle, the transmission output rotation sensor 116 for detecting the rotation speed of the output shaft 36, and the shift pedals 232 and 233 are not depressed, the traveling wheels 3, 4 and a control means 210 for controlling to apply the brake 65 and to disengage both the forward clutch 40 and the reverse clutch 42. When the shift drive output detected by the shift output unit rotation sensor 116 is equal to or lower than the forward / reverse switching speed V1, control is performed so that either the forward clutch 40 or the reverse clutch 42 is engaged according to the depression of the shift pedals 232 and 233. To do. When it is confirmed that either the forward clutch 40 or the reverse clutch 42 is engaged, the brakes 65 of the traveling wheels 3 and 4 are released. Therefore, each operation of the tractor 1 or the wheel loader that needs to frequently perform forward and backward switching, traveling stop and start operations, which are alternately repeated, can be made extremely simple, and a long time operation can be fatigued. There is an effect that it can be reduced.

  As is clear from the above description and FIGS. 27, 31 and the like, reverse running in the middle of switching between forward and reverse can be prevented. Since the forward and reverse clutches 40 and 42 are disposed downstream of the output shaft 36 in the hydraulic continuously variable transmission 29, the conventional engine 5 and the hydraulic continuously variable transmission are used. 29 can be omitted, and the structure can be simplified. As the traveling wheels, a pair of left and right traveling crawlers (not shown) may be provided instead of the left and right front and rear wheels 3, 4, and a pair of left and right traveling crawlers may be provided instead of the left and right rear wheels 4.

  As is clear from the above description and FIGS. 27 and 31, a gear ratio setting dial 221 that is a gear ratio setting device for setting the gear ratio pattern of the hydraulic continuously variable transmission 29, and a plurality of gear ratio patterns. Pattern storage means 210 for storing the hydraulic continuously variable transmission 29 according to the gear ratio pattern preset by the gear ratio setter 221 in accordance with the depression amount of the gear shift pedals 232 and 233. Since the output rotational speed is controlled, the operator once sets the speed ratio pattern of the speed ratio with the speed ratio setting device 221, and then only operates the speed change pedals 232 and 233 to change the environment or work vehicle. When the actual gear ratio value deviates from the target gear ratio value due to the travel of the tractor 1 or the fluctuation of the work load, it can be automatically controlled so as to automatically approach the target gear ratio value. The travel operation of the tractor 1 is approximated to the traveling operation in a motor vehicle with a continuously variable transmission mechanism can be extremely easy, an effect that the prolonged activity fatigue can be reduced.

  As is clear from the above description and FIGS. 27, 31 and the like, the shift pedal is composed of a forward pedal 232 and a reverse pedal 233, and when the reverse pedal 233 is depressed during forward movement, the vehicle speed becomes below a certain level. Therefore, since the forward clutch 40 is disengaged and the reverse clutch 42 is engaged almost simultaneously with this, for example, in the reciprocating operation, the ultra-low speed output (low efficiency) of the hydraulic continuously variable transmission 29 is achieved. The output range) is cut, and before the hydraulic continuously variable transmission 29 becomes a low-efficiency output, it is possible to switch from forward to reverse. When the vehicle is switched from forward to reverse, it is possible to prevent the traveling acceleration performance and the like from being lowered, and the traveling machine power can be properly maintained.

  As is clear from the above description and FIGS. 27, 31 and the like, the shift pedal is composed of a forward pedal 232 and a reverse pedal 233. When the forward pedal 232 is depressed in reverse, the vehicle speed becomes below a certain level. Therefore, the reverse clutch 42 is disengaged, and the forward clutch 40 is engaged almost simultaneously with the reverse clutch 42. Therefore, for example, in a reciprocating operation, the ultra-low speed output (low efficiency) of the hydraulic continuously variable transmission 29 is achieved. The output range) is cut, and before the hydraulic continuously variable transmission 29 becomes a low-efficiency output, it is possible to switch from reverse to forward. When switching from reverse to forward, it is possible to prevent a decrease in travel acceleration performance and the like, and it is possible to maintain the travel machine power appropriately.

  Note that the forward pedal 232 and the reverse pedal 233 are formed by one pedal (or lever), and the stepping direction of the pedal is made different between forward and reverse, or the forward movement of one pedal (or lever) The reverse shift output (the same stepping direction) can be switched with a switch or the like, and the forward and reverse shifts can be operated with the same pedal (or lever). Further, the forward and reverse pedals 232 and 233 may be formed by forward and reverse levers, or a pedal and a lever may be used in combination.

  Next, the sub-speed changeover control for the traveling machine body will be described with reference to the flowchart shown in FIG. First, when the engine 5 is rotating (S50: yes), when the high-speed / low-speed switch 222 is turned on and the sub-shift is switched from the low-speed side to the high-speed side (S51). : Yes), the main shift output unit rotation speed from the main shift output unit rotation sensor 116 and the vehicle speed from the vehicle speed sensor 117 are read (S53), the forward clutch 40 (reverse clutch 42) is disconnected (S54), and the vehicle speed is It is determined whether or not the speed is equal to or higher than a predetermined speed V1 (S55).

  Subsequently, when the vehicle speed is not equal to or less than a predetermined speed V1 (for example, about 0.1 km / hour) (S55: no) and the traveling operation can be continued (the vehicle speed is maintained at a predetermined speed V1 or higher), the high speed clutch The electromagnetic valve 666 is turned on (S56), the auxiliary transmission hydraulic cylinder 55 is operated to the high speed side, the auxiliary transmission low speed clutch 56 is disconnected, and the high speed clutch 57 is continued. At substantially the same time, the proportional control electromagnetic valve 203 is operated to shift the swash plate angle of the hydraulic pump unit 500 in the gear ratio reduction direction (S57). Then, the main transmission output portion rotation speed (the rotation speed of the main transmission output shaft 36) detected by the main transmission output portion rotation sensor 116 and the sub transmission output portion rotation speed (the rotation speed of the sub transmission shaft 50) detected by the vehicle speed sensor 117. It is determined whether or not the rotation number) matches (S58). When the rotational speed of the main transmission output shaft 36 and the rotational speed of the sub transmission shaft 50 substantially coincide with each other (S58: yes), the high speed / low speed changeover switch 222 is immediately before switching from the low speed side to the high speed side. The forward clutch 40 (reverse clutch 42) is engaged again (S59), and the gear ratio adaptive control shown in FIG. 20 is performed (S60). Thus, after the rotational speed of the main transmission output shaft 36 and the rotational speed of the auxiliary transmission shaft 50 are substantially matched, the forward clutch 40 (reverse clutch 42) is engaged again, so the forward clutch 40 (reverse clutch) When 42) is turned on again, it is possible to prevent the vehicle speed from rapidly changing due to the difference in the rotational speed between the main transmission output shaft 36 and the auxiliary transmission shaft 50.

  On the other hand, when it is determined whether or not the vehicle speed detected by the vehicle speed sensor 117 is equal to or higher than the predetermined speed V1 (S55), the vehicle speed is equal to or lower than the predetermined speed V1 (for example, about 0.1 km / hour). (S55: yes), the left and right brakes 65 are applied and actuated (S61) to prevent reverse running on an uphill or downhill. At substantially the same time, the high-speed clutch electromagnetic valve 666 is turned on and the high-speed clutch 57 is continued (S62). Next, the forward clutch 40 (reverse clutch 42), which was entered immediately before the high speed / low speed changeover switch 222 is switched from the low speed side to the high speed side, is turned on again (S63), and the left and right brake wheels 65 are turned off to operate the left and right rear wheels. 4 is released (S64), and the gear ratio adaptive control shown in FIG. 29 is performed (S60).

  As is clear from the above description and FIGS. 27 and 32, the transmission case 17 mounted on the tractor 1 having the front and rear wheels 3 and 4, the input shaft 27 and the hydraulic pressure to which the power from the engine 5 is transmitted. A hydraulic continuously variable transmission 29 comprising a pump 500, a hydraulic motor 501 and an output shaft 36; a forward pedal 232 and a reverse pedal 233 which are shift pedals for changing the transmission ratio of the hydraulic continuously variable transmission 29; A forward clutch 40 and a reverse clutch 42 that transmit the shift drive output from the hydraulic continuously variable transmission 29 to the traveling wheels 3 and 4, and the shift drive output from the hydraulic continuously variable transmission 29 are subjected to multiple shifts. An auxiliary transmission gear mechanism 30 and a brake 65 that brakes the traveling wheels 3 and 4 are provided, and the vehicle speed is changed in accordance with the depression amount of the transmission pedals 232 and 233. In the work vehicle constructed as described above, the forward and reverse potentiometers 219 and 220, which are shift sensors for detecting the depression amounts of the shift pedals 232 and 233, and the inclination of the hydraulic pump 500 based on the detected values of the shift sensors 219 and 220, respectively. A main transmission hydraulic cylinder 556 that is an actuator for adjusting the plate angle, a transmission output rotation sensor 116 that detects the rotation speed of the output shaft 36, and a sub transmission hydraulic cylinder that is a sub transmission switching means for switching the sub transmission mechanism 30. 55 and a travel controller 210 as control means. When the control means 210 confirms the high speed side operation of the auxiliary shift switching means 55, both the forward clutch 40 and the reverse clutch 42 are disconnected, When the transmission mechanism 30 is controlled to be switched to the high speed side and the auxiliary transmission mechanism 30 is switched to the high speed side, At the same time, the shift drive output from the hydraulic continuously variable transmission 29 is controlled to be decelerated, and when the input side and output side rotational speeds of the forward clutch 40 and the reverse clutch 42 are substantially coincident with each other, Control is performed so that either the forward clutch 40 or the reverse clutch 42 which has been entered when the means 55 is operated on the high speed side is engaged again. Therefore, for example, the shift output of the subtransmission mechanism 30 is switched from low speed to high speed without stopping the traveling machine body 1 or without making the shift drive output of the hydraulic continuously variable transmission 29 neutral (substantially zero rotation). Thus, each operation of the tractor 1 or the wheel loader can be made extremely simple, traveling mobility can be improved, and fatigue in a long-time operation can be reduced. In addition, there is an effect that the reverse running in the middle of the auxiliary transmission switching can be prevented. For example, the forward / reverse clutches 40 and 42 and the subtransmission mechanism 30 are disposed downstream of the output shaft 36 in the hydraulic continuously variable transmission 29. The main clutch and the like disposed between the hydraulic continuously variable transmission 29 can be omitted, and the structure can be simplified.

  As apparent from the above description and FIGS. 27, 32, etc., when the high speed side operation of the auxiliary transmission switching means 55 is confirmed and both the forward clutch 40 and the reverse clutch 42 are turned off, the forward clutch 40 Alternatively, when the vehicle speed becomes below a certain level before any of the reverse clutch 42 is engaged again, the traveling wheel 4 is controlled to be braked 65. Even if both the forward clutch 40 and the reverse clutch 42 are disconnected at, it is possible to prevent reverse travel that moves in a direction opposite to the travel direction before the forward clutch 40 or the reverse clutch 42 is disconnected. Alternatively, the traveling sub-shift can be shifted from a low speed to a high speed by preventing the traveling machine body from running backward when traveling downhill.

  Next, the sub shift low speed switching control of the traveling machine body will be described with reference to the flowchart shown in FIG. First, when the engine 5 is rotating and the high speed clutch 57 of the sub transmission gear mechanism 30 is engaged (S70: yes), when the high speed / low speed switch 222 is not turned on (S71: no), the vehicle travels at a sub-speed (S72). On the other hand, the swash plate angle of the hydraulic pump unit 500 is kept constant by operating the high speed / low speed changeover switch 222 to turn on the auxiliary speed change low speed switch and switch the auxiliary speed change from the high speed side to the low speed side (S71: yes). When the gear ratio (C1 = 0.7) or more (S73: yes), the proportional control solenoid valve 203 is controlled so that the swash plate angle of the hydraulic pump unit 500 is equal to or less than the constant gear ratio (C1 = 0.7). Then, the main transmission output from the continuously variable transmission 29 is decelerated to a certain speed ratio (C1 = 0.7) or less (S74). That is, when the swash plate angle of the hydraulic pump unit 500 is greater than or equal to the gear ratio (C1 = 0.7) when the sub-shift is high, the maximum speed when the sub-shift is low (the swash plate angle of the hydraulic pump unit 500 is The swash plate angle of the hydraulic pump unit 500 is changed to a gear ratio (C1 = 0.7) or less so that it is substantially equal to or less than the gear ratio 2). Thus, before the sub-shift is switched from high speed to low speed, the travel speed when the sub-shift is high is reduced so that the sub-speed is lower than the maximum speed when the sub-speed is low, and before the sub-speed is switched from high speed to low speed. Thus, the front and rear wheels 3 and 4 are driven to prevent the output load of the continuously variable transmission 29 from abruptly increasing. Note that the traveling speed when the swash plate angle of the hydraulic pump unit 500 when the sub-shift is high is the gear ratio C1 = 0.7 and the swash plate of the hydraulic pump unit 500 that is the maximum speed when the sub-shift is low. The traveling speed when the angle is the gear ratio 2 is substantially the same traveling speed.

  As described above, when the main transmission output from the continuously variable transmission 29 is decelerated to a predetermined gear ratio (C1 = 0.7) or less (S74), the main transmission output unit rotation from the main transmission output unit rotation sensor 116 is rotated. The number and the vehicle speed from the vehicle speed sensor 117 are read (S75), the forward clutch 40 (reverse clutch 42) is disconnected (S76), and it is determined whether or not the vehicle speed is equal to or higher than a predetermined speed V1 (S77).

  Subsequently, when the vehicle speed is not equal to or less than a predetermined speed V1 (for example, about 0.1 km / hour) (S77: no) and the traveling operation can be continued (the vehicle speed is maintained at a predetermined speed V1 or more), the high speed clutch The electromagnetic valve 666 is turned off (S78), the auxiliary transmission hydraulic cylinder 55 is operated to the low speed side, the auxiliary transmission high speed clutch 57 is disengaged, and the low speed clutch 56 is continued. At substantially the same time, the proportional control electromagnetic valve 203 is operated to shift the swash plate angle of the hydraulic pump unit 500 in the gear ratio increasing direction (S79). Then, the main transmission output portion rotation speed (the rotation speed of the main transmission output shaft 36) detected by the main transmission output portion rotation sensor 116 and the sub transmission output portion rotation speed (the rotation speed of the sub transmission shaft 50) detected by the vehicle speed sensor 117. (S80). When the rotational speed of the main transmission output shaft 36 and the rotational speed of the auxiliary transmission shaft 50 substantially coincide with each other (S80: yes), the high speed / low speed changeover switch 222 is immediately before switching from the high speed side to the low speed side. The forward clutch 40 (reverse clutch 42) is engaged again (S81), and the gear ratio adaptive control shown in FIG. 29 is performed (S82). Thus, after the rotational speed of the main transmission output shaft 36 and the rotational speed of the auxiliary transmission shaft 50 are substantially matched, the forward clutch 40 (reverse clutch 42) is engaged again, so the forward clutch 40 (reverse clutch) When 42) is turned on again, it is possible to prevent the vehicle speed from rapidly changing due to the difference in the rotational speed between the main transmission output shaft 36 and the auxiliary transmission shaft 50.

  On the other hand, when it is determined whether or not the vehicle speed detected by the vehicle speed sensor 117 is equal to or higher than the predetermined speed V1 (S77), the vehicle speed is equal to or lower than the predetermined speed V1 (for example, about 0.1 km / hour). (S77: yes), the left and right brakes 65 are applied and actuated (S83) to prevent reverse running on an uphill or downhill. At substantially the same time, the high-speed clutch electromagnetic valve 666 is turned off and the low-speed clutch 56 is continued (S84). Next, the forward clutch 40 (reverse clutch 42), which was entered immediately before the high speed / low speed changeover switch 222 is switched from the high speed side to the low speed side, is turned on again (S85), and the left and right brake wheels 65 are turned off to operate the left and right rear wheels. 4 is released (S86), and the gear ratio adaptive control shown in FIG. 29 is performed (S82).

  As apparent from the above description and FIGS. 27, 33, etc., the transmission pumps 219, 220 for detecting the depression amounts of the transmission pedals 232, 233, and the hydraulic pump based on the detected values of the transmission sensors 219, 220 500, an actuator 556 that adjusts the swash plate angle, a shift output rotation sensor 116 that detects the rotation speed of the output shaft 36, a sub-shift switching unit 55 that switches the sub-transmission mechanism 30, and a control unit 210. When the low speed side operation of the auxiliary transmission switching means 55 is confirmed, the control means 210 lowers the transmission ratio of the hydraulic continuously variable transmission 29 to a certain level or less, and the forward clutch 40 or the reverse clutch 42 in the engaged state. When the forward clutch 40 or the reverse clutch 42 in the engaged state is disconnected, the hydraulic continuously variable transmission 29 When the rotational speed of the input side and the output side of the forward clutch 40 or the reverse clutch 42 substantially coincides with each other, the sub-shift switching means 55 is entered immediately before the low speed side operation is performed. Control is performed so that either the forward clutch 40 or the reverse clutch 42 that has been turned on is engaged again. Therefore, for example, without stopping the traveling machine body 1 or without making the shift drive output of the hydraulic continuously variable transmission 29 neutral (substantially zero rotation) and reducing the shock caused by switching the sub-shift, The speed change output of the speed change mechanism 30 can be operated to smoothly switch from a high speed to a low speed, and a shift from a sub-speed high speed running to a sub-speed low speed running can be made with a low shock, and each operation of the tractor 1 or wheel loader is extremely simple. It is possible to improve traveling mobility and reduce fatigue during long-time work. In addition, there is an effect that the reverse running in the middle of the auxiliary transmission switching can be prevented. For example, the forward / reverse clutches 40 and 42 and the subtransmission mechanism 30 are disposed downstream of the output shaft 36 in the hydraulic continuously variable transmission 29. The main clutch and the like disposed between the hydraulic continuously variable transmission 29 can be omitted, and the structure can be simplified.

  As apparent from the above description and FIGS. 27 and 33, when the low speed side operation of the auxiliary shift switching means 55 is confirmed and the forward clutch 40 or the reverse clutch 42 in the engaged state is turned off, When the vehicle speed falls below a certain level before either the forward clutch 40 or the reverse clutch 42 that was entered immediately before the shift switching means 55 is operated on the low speed side, the brake 65 is applied to the traveling wheels 3 and 4. Therefore, even if both the forward clutch 40 and the reverse clutch 42 are disconnected by the low speed side operation of the auxiliary transmission switching means 55, immediately before the forward clutch 40 or the reverse clutch 42 is disconnected. Can prevent reverse travel that moves in the direction opposite to the travel direction, for example, when traveling uphill or downhill, preventing reverse travel of the vehicle body 1 and speeding up the sub-shift It can be shifted to the Luo slow.

  Next, the forward / reverse forward operation control will be described with reference to the flowchart shown in FIG. First, when the hand operation in which the forward / reverse selector switch 223 is operated to the neutral position is neutral (S87: yes), the above-described gear ratio adaptive control of FIG. 29 is performed (S88). On the other hand, when the hand operation in which the forward / reverse selector switch 223 is operated to the forward position is forward (S89: yes), the gear ratio setting dial in which the operator selects and determines the desired gear ratio pattern according to the work type and the like. The value 221 is read (S90), and a predetermined gear ratio pattern (neutral N or No. 1 to No. 15 in FIG. 28) stored in the RAM (a readable / writable memory) is read out. Then, the forward clutch solenoid valve 46 is actuated, the forward clutch 40 is engaged (S91), and the gear ratio pattern selected by the operator with the gear ratio setting dial 221 (neutral N or No. 1 to No. 15 in FIG. 28). The forward control for operating the proportional control solenoid valve 203 is executed so as to maintain the maximum speed (S92).

  As a result, the output of the hydraulic continuously variable transmission 29 is maintained at the maximum speed of the speed ratio pattern (neutral N or No. 1 to No. 15 in FIG. 28) selected by the operator with the speed ratio setting dial 221. The vehicle 1 moves in the forward direction at a substantially constant speed. When the operator selects another speed ratio pattern different from the current speed ratio pattern with the speed ratio setting dial 221, the output of the hydraulic continuously variable transmission 29 is changed in multiple stages. Further, when the forward / reverse selector switch 223 is operated to the neutral position and the hand operation returns to neutral (S93: yes), the automatic brake solenoid valve 67 for the brake cylinder 68 of the rear wheel 4 is turned on to apply braking. Auto brake operation is executed (S94). Thereby, traveling of the tractor 1 is stopped.

  On the other hand, when the hand operation in which the forward / reverse selector switch 223 is operated to the reverse position is reverse (S95: yes), a gear ratio setting dial in which the operator selects and determines a desired gear ratio pattern according to the work type and the like. The value 221 is read (S96), and a predetermined gear ratio pattern (neutral N or No. 1 to No. 15 in FIG. 28) stored in the RAM (a readable / writable memory) of the travel controller 210 is read. Then, the reverse clutch solenoid valve 48 is operated, the reverse clutch 42 is engaged (S97), and the gear ratio pattern selected by the operator with the gear ratio setting dial 221 (neutral N or No. 1 to No. 15 in FIG. 28). In order to maintain the maximum speed, reverse control for operating the proportional control solenoid valve 203 is executed (S98).

  As a result, the output of the hydraulic continuously variable transmission 29 is maintained at the maximum speed of the speed ratio pattern (neutral N or No. 1 to No. 15 in FIG. 28) selected by the operator with the speed ratio setting dial 221. The vehicle 1 moves in the reverse direction at a substantially constant speed. When the operator selects another speed ratio pattern different from the current speed ratio pattern with the speed ratio setting dial 221, the output of the hydraulic continuously variable transmission 29 is changed in multiple stages. Also, when the forward / reverse selector switch 223 is operated to the neutral position and the hand operation returns to neutral (S99: yes), the automatic brake solenoid valve 67 for the brake cylinder 68 of the rear wheel 4 is turned on to apply braking. An autobrake operation is executed (S100). Thereby, traveling of the tractor 1 is stopped.

  When the hand operation in which the forward / reverse switch 223 is operated to the forward position is forward (S89: yes), or the hand operation in which the forward / backward switch 223 is operated to the reverse position is reverse (S95: yes), that is, when the forward / reverse selector switch 223 is operated to the forward or reverse position, the aforementioned forward / reverse hand operation control (forward control at step 92, reverse control at step 98) is performed by the forward pedal 232 or the reverse pedal 233. This control is executed with priority over the automatic control of the stepping operation (gear ratio adaptive control in FIG. 29, forward / reverse switching control in FIG. 31).

  Further, when the forward / reverse selector switch 223 is operated to the forward or reverse position, when the engine 5 is started and the vehicle speed is equal to or lower than a predetermined speed V1 (for example, about 0.1 km / hour), the high / low speed switching is performed. The switch 222 is turned on the sub-shift high-speed switch, the high-speed clutch solenoid valve 666 is turned on, the sub-shift hydraulic cylinder 55 is operated on the high speed side, the sub-shift low-speed clutch 56 is turned off, and the high-speed clutch 57 is continued. The sub-shift can be switched from the low speed side to the high speed side. Similarly, when the vehicle speed is equal to or lower than a predetermined speed V1 (for example, about 0.1 km / hour), the high-speed / low-speed switch 222 is turned off and the high-speed clutch solenoid valve 666 is turned off and the sub-shift is turned off. The high-speed clutch 57 is disconnected and the low-speed clutch 56 is continued so that the sub-shift can be switched from the high speed side to the low speed side. When the forward / reverse selector switch 223 is operated to the forward or reverse position, the high-speed clutch solenoid valve 666 is maintained off and the continuation of the low-speed clutch 56 is maintained regardless of the operation of the high-speed / low-speed selector switch 222. Good.

It is a side view of the tractor for farm work. It is an oblique rear perspective view of a tractor. It is side surface explanatory drawing of a tractor. It is a perspective view of a tractor airframe. It is a skeleton diagram of power transmission. It is explanatory drawing of the travel transmission part of a mission case. It is explanatory drawing of the PTO transmission part of a mission case. It is explanatory drawing of the transmission without a transmission of a transmission case. It is a hydraulic circuit diagram of the continuously variable transmission of the mission case. It is bottom explanatory drawing which shows the inside of a mission case. It is a bottom perspective view showing an oil filter and a solenoid valve. It is the bottom perspective view which removed the oil filter. It is a side view which shows the speed change operation part of a continuously variable transmission. It is a perspective view which shows a continuously variable transmission and a rear side wall member. It is a hydraulic circuit diagram in the whole tractor of the present invention. It is a top view which shows the cabin part of a tractor. It is a top view which shows a forward (reverse) pedal part. It is a side view which shows a forward (reverse) pedal part. It is a side view which shows the check mechanism part of a forward (backward) pedal. It is a side view which shows a constant speed moving mechanism part. It is a side view which shows a stepping resistance change means part. It is a top view which shows a neutral position restoring means part and stepping resistance changing means part. It is a top view which shows an accelerator interlocking mechanism part. It is a rear view which shows an accelerator interlocking mechanism part. It is a back surface enlarged view which shows an accelerator interlocking mechanism part. It is a side view which shows a brake pedal part. It is a functional block diagram of the control means of this invention. It is a gear ratio diagram. It is a flowchart of gear ratio adaptive control. It is a flowchart of stop control. It is a flowchart of forward / reverse switching control. It is a flowchart of auxiliary transmission high-speed switching control. It is a flowchart of sub transmission low speed switching control. It is a flowchart of forward / backward hand operation control.

Explanation of symbols

1 Tractor (running vehicle)
DESCRIPTION OF SYMBOLS 5 Engine 29 Continuously variable transmission 40 Forward clutch 42 Reverse clutch 116 Main transmission output part rotation sensor 118 Accelerator interlocking mechanism (clutch mechanism)
119 Constant speed moving mechanism (locking means)
127 Accelerator connecting lever (clutch operating tool)
133 Throttle arm (accelerator means)
206 Throttle lever 210 Travel controller (control means)
220 Speed change potentiometer (speed change sensor)
221 Gear ratio setting dial (speed setting means)
232 Forward pedal 233 Reverse pedal 275 Transmission link mechanism (checking mechanism)

Claims (6)

A hydraulic continuously variable transmission that shifts power from an engine mounted on a traveling machine body, a forward pedal that changes a gear ratio of the hydraulic continuously variable transmission, and the hydraulic type based on an operation amount of the forward pedal In a work vehicle configured to shift the continuously variable transmission,
A speed change sensor for detecting the amount of depression of the forward pedal, speed setting means for selecting any one of a plurality of speed change ratio patterns capable of changing the maximum output of the hydraulic continuously variable transmission in multiple stages, and the hydraulic pressure Control means for controlling the output rotational speed of the continuously variable transmission,
A control device for a work vehicle, comprising: an accelerator unit that changes the rotational speed of the engine; and a clutch mechanism that connects the forward pedal to the accelerator unit.   The work vehicle control device according to claim 1, further comprising a clutch operating tool for operating the clutch mechanism, wherein the clutch operating tool is disposed in the vicinity of a throttle lever for operating the accelerator means. . The control means stores the gear ratio pattern set by the speed setting means when the forward pedal is at the maximum depression position,
2. The output rotational speed of the hydraulic continuously variable transmission is controlled according to a speed ratio pattern set by the speed setting means in accordance with a depression amount of the forward pedal. Control device for work vehicle.   The work vehicle control device according to claim 3, further comprising a lock unit that maintains the forward pedal at a maximum depression position.   5. A reverse pedal for changing a gear ratio of the hydraulic continuously variable transmission, and a check mechanism for preventing the forward pedal and the reverse pedal from operating simultaneously. Control device for work vehicle. The speed setting means includes a selection position of a plurality of transmission ratio patterns obtained by changing the maximum output of the hydraulic continuously variable transmission in a multistage manner, and a neutral position where the output of the hydraulic continuously variable transmission is substantially zero. 6. The work vehicle control device according to claim 3, wherein the control device is configured to be switchable.

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