JP2007125948A - Weight hanger bar for tractor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate the attachment/detachment of a fixed part in the work of fixing a weight used for a tractor to a weight hanger bar. <P>SOLUTION: In this weight hanger bar for a tractor, a stopper piece of the weight is hooked on the weight hanger bar installed on a vehicle body such as a bumper to push and press the weight by a stopper rod to fix it. The stopper rod is detachably attached by a spring force, so that the weight is easily attached and detached to and from the tractor. To the weight hanger bar installed to the vehicle body such as a bumper, a detachable bracket is coupled. Since a flat weight is disposed perpendicularly to the advance direction of the vehicle body, an approach angle at the lower end of the flat weight can be larger than that when the flat weight is disposed in parallel to the advance direction of the vehicle body. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a weight of a tractor, in particular, a front weight. The tractor to which the weight is applied is effective not only for a wheel type tractor but also for a crawler type tractor.

  FIG. 6 is a perspective view of a conventional small wheel tractor (work vehicle). This tractor is a rear-wheel drive four-wheeled vehicle. Generally, such a wheel-type tractor is a hydraulically driven tillage operation attachment, an attachment for paddy shaping, an attachment for soil disinfection, an attachment for creating a cultivation floor, and a seed planting It is common that work machines such as a work attachment and a multi-work attachment are attached. However, since the wheel-type tractor has a high ground pressure, the traveling performance on soft or rough terrain may not be sufficient, and particularly in the case of a small tractor, the traction force may not be sufficient due to its small size. In such a case, if the wheel type tractor can be improved to a crawler type tractor, the contact pressure can be reduced, so that it is possible to improve the running performance on soft or rough terrain, and at the same time increase the traction force. Therefore, the applicant has proposed a crawler tractor shown in FIGS.

  By the way, since a small crawler type tractor generally secures a ground clearance suitable for a wet field, the tendency of the center of gravity to be inevitably high cannot be refrained. In addition, because of the small size, the weight of the weight of the rear working machine tends to increase, and the center of gravity tends to move to the rear. In particular, even if the tractor can be reduced in weight, if the work implement is reduced in weight, there is a disadvantage that the work itself is not sufficiently performed. Therefore, in order to secure a well-balanced center of gravity of the small tractor, a conventionally used front weight must be used. As for the front weight, the load applied to the front wheel, that is, the load applied to the idler wheel 85 in the crawler type tractor must be 20% or more of the total weight.

Japanese Patent Laid-Open No. 09-039850

  Here, an example of a conventional front weight will be described. FIG. 7 shows a conventional front weight. A weight hanger bar 110 is provided in front of the bumper 109, has a box shape, and has an upper portion. The stopper piece 114 projecting from the front weight 112 is hooked on the top of the front wall of the foremost part of the weight hanger bar 110. A groove 116 is opened in the stopper piece 114 of the front weight 112, and a lock rod 118 is inserted from the side between the holes penetrating the horizontal walls 110R and 110L of the weight hanger bar 110, so that the front weight 112 is grooved. It is fixed by pressing at a portion 116. For fixing the lock rod 118, a snap pin 120 penetrates a portion of the lock rod 118 protruding from the weight hanger bar 110.

  Such a conventional front weight is snapped to fix the lock rod 118 by pressing the lock rod 118 against the groove 116 in the stopper piece 114 of the front weight 112 from the top when attaching to and detaching from the weight hanger bar. Since the pin 120 was pierced, the snap pin 120 had to be removed and the lock rod 118 had to be pulled out particularly when the weight was removed, which was troublesome and could cause the snap pin 120 to be lost. In addition, the worker took time to attach and detach the front weight, and was forced to perform inefficient work.

  Also, in the weight hanger of the tractor, a hook hole is formed on the front side of the weight bumper that is made of a casting and is attached to the vehicle body so that the hook of the weight can be hooked for the purpose of stable weight mounting. There is also a technique for the weight hanger of a tractor that is formed by integrally forming a hanger bar that is connected to both the left and right sides and a central partition along the horizontal direction (Patent Document 1), but it is necessary to tighten a tightening bolt that is screwed into the hook As a result, it was not possible to attach and detach the weight easily.

An object of the present invention is to make it possible to easily attach and detach the fixing portion of the weight used for such a tractor with respect to the fixing operation to the weight hanger bar.
For this reason, the invention according to claim 1 is a weight hanger bar for a tractor in which a weight stopper piece is hooked on a weight hanger bar attached to a vehicle body such as a bumper and the weight is pressed and fixed by a stopper rod. It is an object of the present invention to provide a weight hanger bar for a tractor in which the weight can be easily attached / detached to / from the tractor by making it detachable by a spring force.
In the invention of claim 2, the detachable bracket is coupled to a weight hanger bar attached to the vehicle body such as a bumper, and the flat weight is disposed at a right angle to the traveling direction of the vehicle body. This is a weight hanger bar for a tractor characterized in that the approach angle at the lower end of the flat weight is made larger than when arranged in parallel with the direction.

  According to the first aspect of the present invention, since the stopper rod is detachable by spring force and the weight can be easily detached from the tractor, there is no need to remove the pin as in the prior art. There is no hassle of locating and locating and shortening the attachment / detachment time.

  According to the invention of claim 2, by attaching a detachable bracket to a weight hanger bar attached to a vehicle body such as a bumper, and arranging the flat weight at a right angle to the traveling direction of the vehicle body, the flat weight is moved forward of the vehicle body. Since the approach angle at the lower end of the flat weight is larger than when placed parallel to the direction, the weight moves upward and the approach angle increases, so that the weight does not dig into the soil. The turning radius can be made small. In addition, since a detachable bracket is used, it can be easily attached and the approach angle can be increased.

Hereinafter, the best mode for carrying out the present invention will be described in detail. First, a crawler tractor to which the weight of the present invention is applied will be described.
1 is a side view of a crawler tractor to which the present invention is applied, FIG. 2 is a perspective view of a traveling portion of the tractor, FIG. 3 is a sectional plan view of the tractor, and FIG. 4 is a sectional side view of a driving portion of the tractor. FIG. 5 is an enlarged cross-sectional plan view of the vicinity of the operating mechanism in the transmission case in the tractor. FIG. 6 is a perspective view showing a conventional small wheel tractor.

First, a schematic configuration of the crawler tractor will be described.
As shown in FIG. 1, a bonnet 2 that covers an engine (not shown) is disposed in front of the body 1, and a driver's seat 4 for operating the body 1 is disposed behind the bonnet 2.
A steering handle 9 for operating the airframe 1 is disposed in front of the driving cabin 4, a seat 8 is provided at the rear, and the left and right sides of the seat 8 are used for operating the airframe and raising / lowering the work equipment. Various levers (not shown) such as a main transmission lever, a sub transmission lever, and a PTO operation lever are provided. In the unlikely event that the aircraft rolls over, four safety frames for protecting the driver are formed so as to cover the entire driver seat 4. A step 10 for ascending and descending to the operation cabin is arranged below the operation cabin.
In addition, a work machine 6 that can be removed depending on the work is attached to the rear of the machine body 1, and the work machine 6 performs work such as plowing and rotary. Further, a pair of left and right crawler type traveling units 80 for traveling the body 1 are disposed below the body 1.

  As shown in FIG. 2, the crawler type traveling unit 80 includes two left and right crawler frames 81L and 81R extending in the traveling direction, and two side frames 82 connecting the crawler frames 81L and 81R. 83, idler rollers 85 are rotatably supported at the front and rear ends of the crawler frames 81L and 81R, respectively, and four equalizer wheels 86 are rotatably supported between the two idlers 85. Has been. The two idler wheels 85, the four equalizer wheels 86, and the drive sprockets 60L and 60R have a straight line connecting the two idler wheels 85 with the drive sprockets 60L and 60R at the top. The crawler type traveling unit 80 is formed by winding the crawler belt 95 in a substantially triangular shape.

  Further, two connection frames 87 are further provided upward from the front side frame 82, and the upper body is secured by bolting the connection frames 87 to the side surfaces of the clutch housing 5 described later. And the crawler type traveling unit 80 are coupled to each other. Further, rear axle support frames 84L and 84R for supporting drive shafts 59L and 59R having drive sprockets 60L and 60R are formed integrally with the crawler frames 81L and 81R behind the crawler frames 81L and 81R. .

  Hereinafter, the traveling system of the crawler type tractor of the present invention will be described. As shown in FIG. 3, the driving force from the engine 3 is shifted by the main / sub transmission 39 in the transmission case 23 via the clutch housing 5 and then left and right in the left and right rear axle cases 40L and 40R. It is input to the differential mechanisms 50L and 50R. Drive sprockets 60L and 60R for driving the crawler type traveling unit 80 are provided at the ends of the axles 59L and 59R extending from the differential mechanisms 50L and 50R, respectively. Further, an HST turning pump 72 for turning an airframe 1 described later is provided on the side of the mission case 23, and an HST turning motor 73 is provided above the differential gears 52L and 52R.

  The movable swash plate in the HST swing pump 72 is linked to the steering handle via a sub-transmission arm (not shown), and the discharge amount from the HST swing pump 72 is adjusted according to the operation amount of the steering handle. The HST turning pump 72 and the HST turning motor 73 are connected by a pipe (not shown), and the output rotation speed and rotation direction of the HST turning motor 73 are controlled according to the discharge amount from the HST turning pump 72. Then, the output of the HST turning motor 73 and the output from the main auxiliary transmission 39 are combined in differential units L and 50R, which will be described later, and the drive sprockets 60L and 60R are differentially rotated to make the body 1 Turn.

  In the crawler type tractor of the present invention, the HST swing pump 72 and the HST swing motor 73 are arranged as described above. However, the HST swing pump 72 that is normally disposed at the lower portion of the mission case 23 is the mission case 23 in the present invention. By arranging them in parallel, it is possible to secure a high minimum ground clearance. Further, since the HST swing motor 72 and the HST swing motor 73 are separate, the mission case 23 is also provided when the HST swing motor 73 is repaired by arranging the HST swing motor 73 above the mission case 23. The oil stored in the HST turning motor 73 does not flow out of the HST turning motor 73, and it becomes easy to remove the HST turning motor such as maintenance and replacement, thereby improving work efficiency. Further, when the HST turning motor 73 is disposed on the upper part of the transmission case 23, particularly on the differential gears 52L and 52R described later, oil leaking from the HST turning motor 73 can be directly flowed down to the differential mechanism. .

  Next, the configuration of the power transmission mechanism in the mission case 23 will be described. As shown in FIG. 4, the output shaft 31 from the engine 3 is input to the forward / reverse switching mechanism 7 via the clutch housing 5. The forward / reverse switching mechanism 7 engages the gear 33 of the output shaft 31 and the forward gear 32 when the vehicle body 1 moves forward, while the output shaft 31 and the reverse gear 34 move backward when the vehicle body 1 moves backward. By engaging with the counter shaft 35 via the counter gear 36, the airframe 1 moves backward.

  Then, power is transmitted from the forward / reverse switching mechanism 7 to the rear main auxiliary transmission 39 via the main shaft 37. The main shaft 37 and the main transmission shaft 41 positioned above the main shaft 37 are connected via four main transmission gears 42 having different numbers of teeth (in the case of four main transmission gears). The main transmission gear always meshes with the main shaft gear and rotates together. On the other hand, the main transmission gear is loosely fitted on the main transmission shaft 41, and the main transmission shaft 41 does not rotate due to the rotation of the main transmission gear. By selectively fixing one of the gears 42 on the main transmission shaft 41, the main transmission shaft 41 performs rotational driving according to the number of teeth of the main transmission gear 42 fixed on the main transmission shaft 41. .

The main transmission shaft 41 that is rotationally driven in this way is arranged at the rear of the main transmission shaft 41 and from the two gears 62 fixed on the main transmission shaft 41 via the auxiliary transmission gear 46 to the auxiliary transmission shaft 45. Is transmitted to. On the auxiliary transmission shaft 45, two auxiliary transmission gears 46 having different numbers of teeth (in the case of two auxiliary transmission stages) are slidably formed, and these two gears 46 are provided by an auxiliary transmission lever (not shown). However, the power after the sub-shift is obtained by sliding back and forth on the sub-transmission shaft 45 and selectively meshing with any one of the gears 62 on the main transmission shaft 41.
The power after the sub-shift is changed from the front-rear direction to the left-right direction via a bevel gear 47 located at the rear end of the sub-transmission shaft 45, and a later-described differential mechanism 50L located behind the mission case 23 described later. , 50R.

  A part of the output of the engine 3 is connected from the forward / reverse switching mechanism 7 to the PTO counter shaft 49 via the PTO transmission gear 48 and transmitted to the PTO output shaft 91 at the rear of the machine body. .

  Further, the power for driving the HST turning pump 72 is transmitted to the plurality of counter shafts 61 through the counter gear 64 fixed on the sub transmission shaft 45, and the last power is transmitted to the counter shaft 61. Then, it is transmitted to the input shaft 63 of the HST rotary pump 72 by driving the belt 65.

  In particular, the power for driving the HST rotary pump 72 is input to the HST rotary pump 72 from the counter shaft 61 via the belt 65 or the like, so that the HST rotary pump 72 can be arranged at an arbitrary position. It becomes. Therefore, by arranging the HST swivel pump 72, which has been conventionally arranged below the mission case 23, on the side surface of the mission case 23, there is an effect that the minimum ground clearance of the airframe 1 can be increased.

Next, the structure of the differential mechanism for turning the body 1 will be described. As shown in FIG. 5, after the sub-shift in the front-rear direction, a bevel gear 47 fixed to the rear end of the sub-transmission shaft 45 and a bevel gear 21 fixed to the center portion of the pinion shaft 22 are used. The motive power is transmitted to left and right differential mechanisms (planetary gear mechanisms 50L and 50R), which will be described later, by changing the direction of rotation to the left and right.
Gears 25L and 25R fixed to both left and right ends of the pinion shaft 22 drive the left and right input shafts 20L and 20R via gears 27L and 27R meshing with the gears 25L and 25R. The input shafts 20L and 20R rotate and drive the sun gears 51L and 51R of the left and right planetary gear mechanisms 50L and 50R, respectively. Then, the planetary gear mechanisms 50L and 50R output differential rotation for turning described later.

  Next, the planetary gear mechanisms 50L and 50R will be described in detail. The planetary gear mechanisms 50L, 50R include sun gears 51L, 51R fixed to the input shafts 20L, 20R, planetary gears 53L, 53R provided around the sun gears 51L, 51R so as to freely revolve, and the planetary gears. It includes carriers 55L and 55R that rotatably support 53L and 53R and are rotatably fitted to the input shafts 20L and 20R and the axles 59L and 59R. Further, carrier gears 56L and 56R are formed on the outer circumferences of the carriers 55L and 55R.

Due to the configuration of the planetary gear mechanisms 50L and 50R, the carrier 55L and 55R do not rotate when the aircraft goes straight, that is, when the left and right drive sprockets 60L and 60R have the same rotation speed, the planetary gear mechanisms 50L and 50R Each gear of 50R rotates on each axis on the spot to rotate the drive sprockets 60L and 60R. As a result, the left and right drive sprockets 60L and 60R rotate at the same rotational speed and in the same rotational direction, respectively, and move the aircraft straight.
On the other hand, when the aircraft is turning, that is, when the rotations of the left and right drive sprockets 60L and 60R are different from each other, the carriers 55L and 55R are driven to rotate by an HST turning motor 73 described later, and the planetary gear mechanism 50L, The planetary gears 53L and 53R of 50R are revolved around the sun gears 51L and 51R.

  Then, in addition to the rotation of the sun gears 51L and 51R, the planetary gears 53L and 53R positioned between the sun gears 51L and 51R and the carriers 55L and 55R move around the sun gears 51L and 51R by the rotation of the carriers 55L and 55R. Start to revolve. At this time, when the rotation of the sun gears 51L and 51R and the rotation of the carriers 55L and 55R are in the same direction, the sum of the rotation of the sun gears 51L and 51R and the rotation of the carriers 55L and 55R is The axle gears 58L and 58R are rotated together through the self-revolution of the rear gears 53L and 53R.

  On the other hand, when the rotation of the sun gears 51L and 51R and the rotation of the carriers 55L and 55R are in different directions, the differential rotation between the rotation of the sun gears 51L and 51R and the rotation of the carriers 55L and 55R is the planetary 53L. , 53R, the axle gears 58L and 58R are rotated by differential rotation.

  Here, the rotation of the carriers 55L and 55R is rotationally driven by the HST turning motor. As described above, the HST turning motor 73 is rotationally driven along with the turning of the steering handle 9, and the HST turning motor 73 The rotation reversely rotates the left and right reverse shafts 43L and 43R via the left and right differential gears 52L and 52R meshing with the output gear 35 of the HST turning motor 73, respectively. The reverse shafts 43L and 43R reverse the left and right carriers 55L and 55R via differential gears 44L and 44R fixed to one end of the reverse shafts 43L and 43R and the carrier gears 56L and 56R, respectively. Rotate. Thus, as the HST turning motor 73 rotates, the left and right carriers 55L and 55R of the planetary gear mechanism rotate in the reverse direction. As a result, one planetary gear mechanism becomes a sum rotation, and the other planetary gear mechanism has a difference. Therefore, the left and right drive sprockets 60L and 60R rotate at different rotational speeds, and the airframe makes a turning motion.

  As described above, the HST turning that is driven to rotate by the straight operation output transmitted from the front engine 3 to the rear via the main auxiliary transmission 39 in the transmission case 23 and the steering handle 9 is rotated. The output of the motor 73 is combined in the differential mechanism (left and right planetary gear mechanisms 50L and 50R), so that the drive sprockets 60L and 60R of the left and right crawler travel devices 80 are differentially rotated to the left or right. It is the structure which turns the body 1 to the direction.

  Also, a plurality of brake plates 29 are formed on the pinion shaft 22 at one end of the pinion shaft 22, and when a brake pedal (not shown) is operated by a driver, the brake arm 28 rotates in conjunction with it. As the brake arm 28 rotates, a brake action is generated on the pinion shaft 22 and the body 1 is decelerated.

In particular, the brake plate 29 is located at the right end of the pinion shaft 22, and a brake case (not shown) that houses the brake plate, brake arm, etc. is replaced with a right rear axle case that houses the right planetary gear mechanism. 40R can be integrated.
Further, since the HST turning motor 73 is located on the left rear axle case, the brake mechanism arranged in the right rear axle case 40R, and the HST turning motor 73 arranged in the left rear axle case 40L Thus, the weight balance of the airframe 1 can be maintained.

  Furthermore, by disposing the brake mechanism and the HST turning motor 73 separately on the left and right, the link relationship constituting the brake mechanism and the hydraulic piping constituting the HST mechanism are placed in the left and right rear axle cases. It is possible to arrange them separately, and there is an effect that the maintainability of the airframe 1 is improved.

The weight of the present invention will be described below. Since the conventional front weight has a problem that it is not easy to attach and detach the weight hanger bar, FIG. 8 shows a first embodiment which solves this problem. The front weight 112 has a flat shape and is provided with a bar for gripping in the middle of the top.
In order to attach the front weight 112, the weight hanger bar 110 is provided in front of the bumper 109 (FIG. 9), the stopper piece 114 of the front weight 112 is hooked, and the stopper rod 132 provided on the cam 130 is attached to the front weight 112. The groove 116 is pressed. A spring 150 is provided on the support member 133 of the stopper rod 132 via a pin 134, and the other end of the spring 150 is elastically moved from the weight hanger bar 110 to the inside of a triangular plate 142 erected at a right angle by a pin 144. It is disguised. A shaft 136 is pivotally supported at one end of the opposing triangular plate 142, but the side on which the spring 150 is provided is not pivotally supported to avoid spring interference. However, although different from the figure, when the pin 144 is provided outside the shaft 136 and the spring 150 is elastically mounted, both ends of the shaft 136 can be pivotally supported by the triangular plate 142.
The cam 130 is provided with a stopper rod 132 at one end around a shaft 136 and a guide plate 138 at the other end, and is rotatable about the shaft 136. The shaft 136 is provided with a spring 137 and is biased to rotate so that the stopper rod 132 of the cam 130 approaches the weight hanger bar 110.
First, FIG. 8A shows a state immediately before the stopper piece 114 of the front weight 112 abuts against the guide plate 138 of the cam 130, and shows the operation of hooking the stopper piece 114 of the front weight 112 on the weight hanger bar 110. FIG. The stopper piece 114 lowers the guide plate 138, and the cam 130 rotates clockwise as a whole. Then, the spring 150 having the stopper rod 132 of the cam 130 as one end exceeds the shaft 136 and becomes the spring force shown in FIG. 8B, and the stopper rod 132 presses the groove 116 of the front weight 112. It has become. For this operation, the spring 137 of the shaft 136 also assists in this operation.
On the other hand, when the entire front weight 112 is lifted upward, the stopper rod 132 is lifted upward, and when the stopper rod 132 is pulled up so as to be detached from the groove 116 of the front weight 112, the spring 150 is pivoted. Since the fulcrum of 136 is exceeded, the state shown in FIG.
If the pin 134 of the support member 133 is provided longer, it serves as a stopper for the cam 130 in the state of FIG. 8A, and the cam 130 is counterclockwise in the figure beyond the state of FIG. Does not rotate.
Further, FIG. 9 is an overall view of the state of FIG. 8A, and FIG. 10 is an overall view of the state of FIG. 8B.

Next, FIG. 11A shows a second embodiment in which the front weight is easily attached to and detached from the bumper.
Also in this case, a key-shaped hole 160 through which the lock rod 118 can move is opened on the left and right plates 110R and 110L of the bumper, and a gate-shaped handle 166 is attached in the middle of the lock rod 118. Then, springs 168 are attached to the left and right sides of the lock rod 118, and the lock rod 118 is fixed by pressing the front weight 112 with the portion of the groove 116 by this spring force.
In order to release the pressing operation to the groove 116 by this spring force, the lock rod 118 is dropped into the inner hole 160U by the grip handle 166.
FIG. 11B shows a state in which the front weight 112 is not attached, and the front weight 112 is dropped into the hole 160U in the back. The lock rod 118 is released from this state, the lock rod 118 is dropped into the front hole 160F by the grip handle 166, and the front weight 112 is pressed by the groove 116 to be fixed.

Next, FIG. 12 shows an embodiment of the third embodiment in which the front weight is easily attached to and detached from the bumper.
The left and right springs 170L and 170R are attached to the rear of the lock rod 118. This spring presses the lock rod 118 forward. A portal grip handle 172 is provided above the lock rod 118. In this state, the lock rod 118 is fixed by pressing the front weight 112 with the groove 116 by the spring force.
To release the spring force, the grip handle 172 is gripped and the lock rod 118 is pushed backward.

In each of the above embodiments, the flat shape of the front weight 112 is arranged in parallel with the traveling direction, but in the following embodiments, the flat shape of the front weight 112 is arranged at right angles to the traveling direction. (See FIG. 13). Then, the front bracket 180 is attached to attach the front weight 112. The embodiment is shown in FIG. In this embodiment, the front brackets 180 are opposed to face each other at the center, and the front weights 112 are arranged in two rows on the left and right sides.
In FIG. 13, the front weights 112 are stacked in two rows horizontally, but the approach angle of the approach angle line 182 is larger than the conventional flat weights of the front weights 112 arranged vertically. There is an advantage that can be taken (the conventional example is FIG. 15). And since the center of gravity is high and the approach angle is large, the turning radius can be increased without the weight penetrating into the soil. Further, since the front bracket 180 is simply attached to the conventional machine, the effect can be easily obtained.

  In addition, the weight hanger bar of this invention is not limited to the above Example, If it has the idea of the invention, all are included.

It is a side view showing a small crawler type tractor as an example of the present invention. It is a perspective view of the crawler type traveling device vicinity in the tractor shown in FIG. It is a cross-sectional top view in the tractor shown in FIG. It is a cross-sectional side view of the drive part in the tractor shown in FIG. It is the cross-sectional top view to which the operation mechanism vicinity in the mission case in the tractor shown in FIG. 1 was expanded. It is a perspective view which shows the conventional small wheel type tractor. It is the perspective view which showed the example of the front weight attached to the conventional weight hanger bar. BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the 1st Example of this invention, (A) is a side view showing the state before mounting | wearing a weight, (B) is a side view showing the state which mounted | wore the weight. FIG. 9 is a perspective view illustrating the state of FIG. FIG. 9 is a perspective view illustrating the state of FIG. (A) is the perspective view which showed the Example of the 2nd Example of this invention, (B) is the perspective view which shows the state which removed the front weight 112. FIG. It is the perspective view which showed the 3rd Example of this invention. It is a side view of a tractor showing the state which arranged the flat weight at right angles to the advancing direction. FIG. 14 is a perspective view of FIG. 13. It is a side view of the tractor which shows the mounting state of the shaped flat front weight.

Explanation of symbols

1 Crawler type tractor (airframe)
2 Bonnet 3 Engine 4 Driver's seat (driving cabin)
5 clutch housing 6 working machine 7 forward / reverse switching mechanism 8 seat 10 step 9 steering handle 20L, 20R input shaft 21 bevel gear 22 pinion shaft 23 mission case 25L, 25R gear 27L, 27R gear 28 brake arm 29 brake plate 31 output shaft (engine Output shaft)
34 Reverse gear 35 Reverse counter shaft 36 Counter gear 37 Main shaft 38 HST motor output gear 39 Main / sub transmission 40L, 40R Rear axle case (rear axle)
41 Main transmission shaft 42 Main transmission gears 43L, 43R Turning drive shafts 44L, 44R Differential gear 45 Sub transmission shaft 46 Sub transmission gear (gear)
47 Bevel gear 48 PTO transmission gear 49 PTO counter shaft 50L, 50R Differential mechanism 51L, 51R Sun gear 52L, 52R Differential gear 53L, 53R Planetary gear 55L, 55R Carrier 56L, 56R Carrier gear 58L, 58R Axle gear 59L, 59R Axle (drive axis)
60L, 60R drive sprocket (sprocket)
61 Counter shaft 62 Gear 63 HST swing pump input shaft 64 Counter gear 65 Belt 66 Gear 69 Rear axle support frame 72 HST swing pump 73 HST swing motor 80 Crawler type traveling part 81L, 81R Crawler frame 82 Side frame (front side frame)
83 Side frame (rear side frame)
84L, 84R Rear axle support frame 85 Idler wheel 86 Equalizer wheel 87 Connection frame 91 PTO output shaft 95 Crawler belt 97 Wheel tractor 109 Bumper 110 Weight hanger bar 112 Front weight 114 Stopper piece 116 Groove 130 Cam 132 Stopper rod 133 Support Member 134 Pin 136 Shaft 137 Spring 138 Guide plate 150 Spring 160 Hole 166 Grip handle 170L, 170R Spring 172 Grip handle 180 Front bracket 182 Approach angle line

Claims (2)

  Hook the weight stopper piece on the weight hanger bar that is attached to the vehicle body such as a bumper, and press the weight with the stopper rod to fix the weight. Tractor weight hanger bar that can be easily attached to and detached from the tractor.   By attaching a detachable bracket to a weight hanger bar attached to the vehicle body such as a bumper, and arranging the flat weight perpendicular to the traveling direction of the vehicle body, the flat weight is arranged parallel to the traveling direction of the vehicle body, Tractor weight hanger bar characterized by a large approach angle at the lower end of the flat weight.

Images