JP2007137394A - Accelerator operation structure for working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily perform forced returning operation to a low speed side of a governing lever. <P>SOLUTION: The governing lever of an engine 3 mounted on a front part of a vehicle body and a rocking arm 143 arranged at a position behind the engine 3 and below a steering wheel 11 rockable around an axis in a left/right direction are operation-coordinated through a coordination member 144 passing through the inside of an engine hood A. The rocking arm 143 and an accelerator pedal 145 arranged at a foot side position of a driving part 2 are operation-coordinated through a coordination rod 146 in a vertical direction. A grip part 146B for enabling movement operation in a vertical direction of the coordination rod 146 by manual operation is provided on the coordination rod 146. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an accelerator operation structure for a work vehicle suitable for work in a field with a lot of muddy water.

As an accelerator operation structure of a work vehicle, an engine speed control lever and a swing arm arranged so as to be swingable around a left and right axial center at the rear of the engine are operated and linked via a linkage rod. There is one in which an arm and an accelerator pedal arranged at a foot position of a boarding operation unit are operated and linked via a linkage rod (for example, see Patent Document 1).
Japanese Utility Model Publication No. 58-51061

  When working in fields with a lot of muddy water, for example, mud or grass adheres between the back of the boarding step and the accelerator pedal arm. It may not return to the low speed side.

  However, when such an inconvenience occurs, the above-described accelerator operation structure for a work vehicle can only be forced to lift the accelerator pedal, and it is difficult to say that it is suitable for work in a field with a lot of muddy water. It was.

  An object of the present invention is to facilitate a forced return operation of the governing lever to the low speed side.

  In the invention according to claim 1 of the present invention, the engine speed control lever mounted on the front portion of the vehicle body, and can swing about a left-right axial center at a position below the steering wheel behind the engine. The swing arm deployed in the engine hood is operated and linked through a linkage member passing through the engine bonnet, and the swing arm and the accelerator pedal deployed at the foot position of the riding operation unit are connected via a vertically-facing linkage rod. The holding rod is provided with a holding portion that allows the connecting rod to be manually moved in the vertical direction.

  According to this configuration, when working in a field with a lot of muddy water, the speed control lever together with the accelerator pedal returns to the low speed side due to the adhesion of the accelerator pedal due to adhesion of mud and grass. When it disappears, the speed control lever can be forcibly returned to the low speed side together with the accelerator pedal by grasping the grip portion to be positioned below the steering wheel and operating the linkage rod to the low speed side.

  If mud or grass adheres to the accelerator pedal or the linkage rod and their movements become worse, grip the grip and operate the linkage rod in the vertical direction to attach it to the accelerator pedal or the linkage rod. Mud and grass can be removed, and the movement of the accelerator pedal and the linkage rod can be improved.

  Therefore, even if the movement of the accelerator pedal, etc. becomes poor due to adhesion of mud or grass, or even if the speed control lever does not return to the low speed side together with the accelerator pedal, the attached mud or grass Removal and forcible return operation of the governing lever to the low speed side can be easily performed, and as a result, it is suitable for work in a field with a lot of muddy water.

  According to a second aspect of the present invention, in the first aspect of the present invention, the linking rod has an extending portion extending upward from a linking portion with the swing arm. In addition, the grip portion is formed in the extended portion.

  According to this configuration, since the grip portion is located on the upper portion of the linkage rod, the driver can easily operate the linkage rod.

  In addition, since the gripping part located below the steering wheel moves up and down in conjunction with the operation of the accelerator pedal, the accelerator operation state can be visually confirmed.

  In addition, since the grip portion is formed integrally with the linkage rod, the configuration can be simplified as compared with the case where a separate grip portion is retrofitted.

  Accordingly, it is possible to simplify the configuration while improving the operability and the visibility of the accelerator operation state.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, a linking wire is employed as the linking member.

  According to this configuration, the linkage member is disposed at a relatively high position, and adhesion of muddy water and the like is effectively suppressed by passing through the engine bonnet. On the other hand, even if you use an operation wire that may move slowly due to rust due to adhesion of muddy water, you can effectively suppress the adverse effects of muddy water and take advantage of the operation wire. .

  Therefore, the link workability can be improved without causing a decrease in operability due to adhesion of muddy water or the like.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects of the present invention, a single contact from the low speed side with respect to the swing arm is provided below the steering wheel. An accelerator lever that swings integrally with the operating piece that is in contact with the operating piece is arranged so that the position can be maintained.

  According to this configuration, by operating the accelerator lever, it is possible to maintain a traveling state at a speed corresponding to the operation position of the accelerator lever while allowing a speed change operation by the accelerator pedal on the high speed side from the operation position of the accelerator lever. Can run at high speed.

  Therefore, the shift operability that allows the constant speed running state to be easily displayed is excellent.

  1 shows an overall left side of a tractor, which is an example of a work vehicle, FIG. 2 shows an overall right side, FIG. 3 shows an overall plane, and FIG. 4 shows an overall perspective viewed from the right front side. FIG. 5 shows an overall perspective view as viewed from the left rear side, and FIG. 6 shows a schematic overall left side of the vehicle body frame 1 formed in a frame shape with a steel strip or the like. A boarding operation part 2 formed on the rear side, an engine 3 mounted on the front part of the body frame 1, a transmission case 4 combined with the rear end part of the body frame 1, and left and right front parts of the body frame 1 The front wheel 5 disposed on the left side, the rear wheel 6 disposed on the left and right sides of the transmission case 4, the hydraulic lift cylinder 7 disposed above the transmission case 4, and the left and right swinging up and down by the operation of the lift cylinder 7. For a pair of lift arms 8, etc. It is configured I, in its rear part, and the working device, or trailer, such as an unshown disc plow and rotary cultivator, can be connected via a link mechanism 9.

  The boarding operation unit 2 includes a boarding step 10 laid on the rear side of the vehicle body frame 1, a steering wheel 11 that steers the left and right front wheels 5, and an operation that is disposed behind the steering wheel 11 at a predetermined interval. The seat 12 is formed.

  As shown in FIGS. 1 to 9, the engine 3 is in a body frame 1 so that its output shaft 13 extends to the left of the vehicle body and is positioned higher than the boarding step 10. This is a horizontal diesel engine mounted on the front of the transmission, and the power from the engine 3 is input to the upper front end of the transmission case 4 via the belt-type transmission 14 and the dry multi-plate main clutch 15. Is transmitted to the first transmission shaft 16.

  As shown in FIGS. 1 to 5 and FIGS. 8 to 11, the mission case 4 is based on an operation of a main speed change lever (an example of an operation tool) 17 disposed on the left side of the driver's seat 12 in the boarding operation unit 2. A neutral state in which the power transmitted to the first transmission shaft 16 is not transmitted to the lower side in the transmission direction, a reverse state in which the power is shifted and transmitted to the low-speed reverse power for reverse travel, and a low-speed forward rotation power suitable for rotary tillage work, etc. Low-speed forward state where gears are shifted and transmitted, medium-speed forward state where gears are transmitted while being shifted to medium speed forward power suitable for disc plow work, etc., and high-speed forward power suitable for trailer work Power after shifting by the main transmission 18 based on the operation of a gear-type main transmission 18 that is switched to a high-speed forward movement state and an auxiliary transmission lever (an example of an operating tool) 19 disposed behind the main transmission lever 17. Down the transmission direction A gear-type sub-transmission device 20 that is switched between a neutral state that is not transmitted to the side, a low-speed state that is shifted and transmitted to low-speed power, and a high-speed state that is shifted and transmitted to high-speed power. Rear wheel differential device 22 that transmits power to left and right differential shafts (an example of a transmission shaft) 21 in a state that allows differential rotation thereof, and a right lower portion of the driver's seat 12 in the riding operation unit 2 A lock mechanism 24 that is switched from a release state that allows the differential of the left and right differential shafts 21 by the rear-wheel differential device 22 to a locked state that blocks the differential, based on the depressed operation of the differential lock pedal 23, and A transmission gear 26 that transmits power from the left and right differential shafts 21 to a corresponding rear axle (an example of a transmission shaft) 25, and the like are provided as a traveling transmission system 27.

  As shown in FIGS. 6 to 12, the transmission case 4 is configured to be divided into four in the left-right direction of the vehicle body, and the first case portion 28 having a large storage volume and the second case portion having a small storage volume located at the center of the left and right. 29, the first transmission shaft 16 disposed in the left-right posture at the front end upper portion is supported in a state in which the left end side projects leftward from the first case portion 28, and the first case portion 28 and the first The main transmission 18, the auxiliary transmission 20, and the rear wheel differential 22 are accommodated in a storage space formed between the two case parts 29, and the first case part 28 and the left third case part 30 are accommodated. And the left differential shaft 21 and the transmission gear 26 are housed in a housing space formed between the first case portion 28 and the third case portion 30. , Extending from the third case part 30 toward the left The right differential shaft 21 and the transmission gear 26 are accommodated in a storage space formed between the second case portion 29 and the right fourth case portion 31, and the second case portion 29 and the second case portion 29. It is formed so as to support the right rear axle 25 with the four case portions 31 so as to extend rightward from the fourth case portion 31, and also includes left and right rear axles 25 and a transmission gear 26. The output portion 32 is positioned at the lowest position of the rearmost portion, and the upper half portion including the first transmission shaft 16 and the like is on boarding in a forwardly rising inclined posture that is positioned upward toward the front end portion including the first transmission shaft 16. It is arranged to be positioned higher than step 10.

  And the bottom part side of the 4th case part 31 is bolt-connected with the bottom part side of the 1st case part 28 with the bottom part side of the 2nd case part 29 formed narrowly, Thereby, for example, the 1st case On the bottom side of the portion 28, a dedicated connection region for connecting the bottom side of the second case portion 29 with a bolt and a dedicated connection region for connecting the bottom side of the fourth case portion 31 with a bolt are formed vertically. As compared with the case where the bottom side of the second case part 29 and the bottom side of the fourth case part 31 are individually bolted, the lower abdomen side bulge in the mission case 4 can be suppressed. The ground clearance can be increased.

  As shown in FIGS. 8 to 19, the first shift gear 33 of the main transmission 18 is connected to the reverse positions R <b> 1 and R <b> 2 via the first shift fork (an example of a moving member) 34 at the upper portion of the transmission case 4. Medium speed forward positions F3, F4 are connected via a second shift fork (an example of a moving member) 37 to the first operating shaft 35 that slides over the forward positions F1, F2, and the second shift gear 36 of the main transmission 18. And the second operating shaft 38 that is slidably operated between the high-speed forward positions F5 and F6, and the shift gear 39 of the auxiliary transmission 20 via a third shift fork (an example of a moving member) 40 and a low-speed position L and a high-speed position H. The fourth operation for slidingly operating the third operating shaft 41 and the shift claw 42 of the lock mechanism 24 over the first and second positions through the fourth shift fork 43 between the lock position and the release position. 44, etc. are deployed.

  The first operating shaft 35 is operated to the main transmission lever 17 via the first linkage mechanism L1, and the second operating shaft 38 is operated to the main transmission lever 17 via the second linkage mechanism L2. In this state, the main transmission lever 17 is moved along the main transmission guide groove 45A formed in a substantially H shape in the lever guide 45 to the neutral position N, When operated to the reverse positions R1, R2, the low-speed forward positions F1, F2, the medium-speed forward positions F3, F4, or the high-speed forward positions F5, F6, the main transmission 18 is in a neutral state corresponding to these operation positions. It is configured to switch to a reverse state, a low-speed forward state, a medium-speed forward state, or a high-speed forward state.

  The third operating shaft 41 is linked to the auxiliary transmission lever 19 via the third linkage mechanism L3. By this linkage, the auxiliary transmission lever 19 is formed in a straight line on the lever guide 45 for the auxiliary transmission. When the neutral position N, the low speed position L, or the high speed position H is operated along the guide groove 45B, the auxiliary transmission 20 is set to the neutral state, the low speed state, or the high speed corresponding to these operation positions. It is configured to switch to a state.

  The fourth operation shaft 44 is linked to the differential lock pedal 23 via a fourth linkage mechanism (not shown). When the differential lock pedal 23 is depressed by this linkage, the lock mechanism 24 is released from the released state. When switching to the locked state and releasing the depression operation of the differential lock pedal 23, the lock mechanism 24 is configured to switch from the locked state to the released state.

  By the way, the speed at the first forward speed position F1 that reveals the low-speed forward state for the rotary tillage work for performing the rotary tillage work, etc. is about 1.1 km / h, and the high-speed forward state for the rotary tillage work appears. The speed at the forward second speed position F2 is about 1.7 km / h, and the speed at the forward third speed position F3 that reveals a low-speed forward state for disk plow work for performing disk plow work or the like is about 3.8 km. In / h, the high-speed forward state for disc plow work appears. The speed at the forward fourth speed position F4 is about 6.0 km / h, and the low-speed forward state for trailer work for trailer work etc. appears. The speed at the forward fifth speed position F5 is about 13.8 km / h, the speed at the forward sixth speed position F6 that reveals the high-speed forward state for trailer work is about 21.7 km / h, and the low speed for backward movement Reverse 1st position to show the condition Rate of R1 is approximately 2.8km / h, rate of in reverse second speed condition to emerge fast status for the reverse is approximately 4.3km / h, is set respectively.

  As shown in FIGS. 2 to 4, 8, 9 and 11, between the first case portion 28 and the third case portion 30 and between the second case portion 29 and the fourth case portion 31. Is a wet multi-plate type that applies a braking force corresponding to the amount of operation to the corresponding differential shaft 21 based on the stepping operation of the pair of left and right brake pedals 46 disposed in the front right part of the boarding operation unit 2. Each side brake 47 is accommodated.

  As shown in FIGS. 8, 9, and 11, the third case portion 30 and the fourth case portion 31 are equipped with operation shafts 48 for braking the corresponding side brakes 47. An oil seal 49 is interposed between the third case portion 30 and the shaft support portions 30A, 31A of the fourth case portion 31 so as to be detachable from the outside of the transmission case 4. .

  As shown in FIG. 13, an oil seal 49 is also provided between the first operating shaft 35 and the second operating shaft 38 described above and the shaft support portions 28A, 28B of the first case portion 28 that supports them, and the illustration is shown. Although omitted, the oil seal 49 is also attached to and detached from the outside of the transmission case 4 between the third operating shaft 41 and the fourth operating shaft 44 described above and the shaft support portion of the first case portion 28 that supports them. It is intervened to be possible.

  As shown in FIGS. 8 and 20, the left rear axle 25 and the shaft support portion 30B of the third case portion 30 supporting the outer side thereof, and the right rear axle 25 and the outer side thereof are supported. Two oil seals 50 and 51 are arranged in parallel with the shaft support portion 31B of the fourth case portion 31. The oil seals 50 and 51 are arranged on the outer side of the vehicle body. The seal 51 is configured to be attachable / detachable from the outside of the mission case 4.

  And in the 3rd case part 30 and the outer end of the shaft support parts 30B and 31B with respect to the rear axle 25 in the 4th case part 31, muddy water etc. between the left and right rear axle 25 and the shaft support parts 30B and 31B with respect to them Covers 52 for preventing adhesion and intrusion are mounted.

  As shown in FIGS. 7 to 13, the first case portion 28 is formed deep so as to have a large storage capacity for storing substantially the entire main transmission 18, auxiliary transmission 20, and rear wheel differential 22. In addition, a power takeout portion 28 </ b> C that enables the power takeout unit 53 to be mounted is formed at the rear end portion.

  In other words, the mission case 4 is not equipped with a power take-out unit 53 for a user who only performs work that does not require removal of work power from the mission case 4, such as disk plow work or trailer work. Equipped with the first specification (see FIGS. 8 to 10) and a power take-out unit 53 intended for users who need to take out work power from the mission case 4 such as rotary tillage work. The second specification (see FIGS. 11 and 12) can be changed in specification, and in the first specification, a cover 54 that closes the power extraction opening 28a formed in the power extraction unit 28C is provided as a power extraction unit. It is bolted to 28C.

  As shown in FIG. 12, the power take-out unit 53 equipped in the second specification includes a first bearing 56, a pair of oil seals 57, and a substantially cylindrical power take-out case 55 that is bolted to the power take-out portion 28C. 58, and a power take-out shaft 59 that enables transmission to a work device or the like is supported, and a bevel gear 60 and a second bearing 61 are attached to the end of the power take-out shaft 59 on the transmission case 4 side. Configured.

  Of the pair of oil seals 57, 58, the oil seal 58 disposed on the outer side of the vehicle body is configured to be detachable from the outside of the transmission case 4.

  As shown in FIGS. 8, 9, 11, 13, and 21, the second case portion 29 is parallel to the first shaft support portion 29 </ b> A that supports the right end portion of the first transmission shaft 16 and the first transmission shaft 16. 2nd shaft support part 29B which supports each right end part of the 2nd transmission shaft 62-the 5th power transmission shaft 65 arranged in-5th shaft support part 29E, and the 6th shaft support part which supports the left end part of right differential shaft 21 These shafts 16, 21, 25, which are set in the vicinity of the respective shaft support portions 29A to 29G to the extent that 29F and the seventh shaft support portion 29G for supporting the left end portion of the right rear axle 25 are provided. A dividing line PL orthogonal to 62 to 65 is shallowly formed in a lid shape divided from the first case portion 28, and a power take-off shaft 59 from the first transmission shaft 16 in the second specification is formed in front and rear of the upper portion. Supporting portion 6 that removably supports auxiliary transmission system 66 that enables transmission to These support portions 67 are provided with a first support portion 68 that is bolted to the second case portion 29 in advance, and a first support portion 68 that is bolted to the second case portion 29 together with the first support portion 68 after the connection. A two-part structure including two support portions 69 is provided.

  As shown in FIG. 12, the auxiliary transmission system 66 equipped in the second specification is in a direct posture with respect to the first transmission shaft 16 and the second transmission shaft 62 to the fifth transmission shaft 65, and the second transmission shaft 62 to the second transmission shaft. 5 Axial transmission type equipped with bevel gears 71 and 72 at both ends of the auxiliary transmission shaft 70 disposed above the transmission shaft 65 and the like, and the auxiliary transmission shaft 70 is connected to the front and rear support portions 67 via bearings 73. The bevel gear 71 on one end side meshes with the bevel gear 74 provided on the first transmission shaft 16, and the bevel gear 72 on the other end side meshes with the bevel gear 60 of the power take-out unit 53.

  As shown in FIGS. 11 and 12, in the second specification, an auxiliary clutch 75 for switching the transmission state from the first transmission shaft 16 to the power take-off shaft 59 is interposed between the first transmission shaft 16 and the bevel gear 74. The shift member 76 of the auxiliary clutch 75 is slid on the upper part of the first case part 28 and the second case part 29 through the fifth shift fork 77 across the transmission entering position and the transmission cutting position. A fifth operating shaft 78 is provided, and this fifth operating shaft 78 is provided with an auxiliary clutch lever 79 (FIGS. 1, 2 and FIG. 2) provided to the right of the driver's seat 12 in the boarding driver 2 only in the second specification. 4) through a linkage mechanism (not shown).

  Although not shown, an oil seal 49 is also provided from the outside of the transmission case 4 between the fifth operation shaft 78 and the shaft support portions of the first case portion 28 and the second case portion 29 that support the fifth operation shaft 78. It is interposed so that it can be attached and detached.

  That is, the oil seals 49, 51, 58 other than the inner oil seals 50, 57 can be easily replaced from the outside of the mission case 4 without disassembling the mission case 4. Since the seal portion located below the reference plane OS has a double structure, it is not necessary to remove the mission oil when the outer oil seals 51, 58 are replaced. As a result, the oil seals 49, 51 , 58 can be dealt with quickly.

  As shown in FIGS. 8 to 13, in the transmission case 4, a wide gear 80 that rotates integrally with the first transmission shaft 16 is provided on the left end side of the first transmission shaft 16. The output power is transmitted to the main transmission 18.

  The second transmission shaft 62 disposed close to the lower side of the first transmission shaft 16 includes a small-diameter gear 81 for low-speed advancement, a first transmission gear 82 that always meshes with the wide gear 80, an intermediate-diameter gear 83 for medium-speed advancement, And a large-diameter gear 84 for high-speed advancement are arranged in a spline-fitted state so as to rotate integrally with the second transmission shaft 62 in order from the left end side thereof, from the first transmission shaft 16 and the second transmission shaft 62. The third transmission shaft 63 disposed close to them so as to be positioned below also includes reverse positions R1, R2 meshing with the wide gear 80, low-speed forward positions F1, F2 meshing with the small-diameter gear 81, and gears thereof. First shift gear 33 slidably displaceable to neutral position N that does not mesh with any of 80 and 81, medium speed forward positions F3 and F4 meshed with medium diameter gear 83, and high speed forward position meshed with large diameter gear 84 F5, F6 and their gear 83 The second shift gear 36 and the second transmission gear 85 that are slidable and displaceable to the neutral position N that does not mesh with any of 84 are spline-fitted so as to rotate integrally with the third transmission shaft 63 in order from the left end side. Deployed in a combined state. The main transmission 18 is configured by the second transmission shaft 62, the third transmission shaft 63, and the gears 33, 36, 81 to 85 equipped on the transmission shafts 62, 63.

  The fourth transmission shaft 64 disposed close to the third transmission shaft 63 so as to be positioned below the third transmission shaft 63 includes a shift gear 39 and a third transmission gear 86 that is always meshed with the second transmission gear 85. In order from the left end side, the fifth transmission shaft 65 is arranged in a spline-fitted state so as to rotate integrally with the fourth transmission shaft 64, and the fifth transmission shaft 65 disposed close to the lower side of the fourth transmission shaft 64 has a large diameter. A low-speed gear 87, a small-diameter fourth transmission gear 89 that always meshes with the input gear 88 of the rear-wheel differential gear 22, and a medium-diameter high-speed gear 90 are integrated with the fifth transmission shaft 65 in that order from the left end side. Deployed in a spline-fitted state so as to rotate, the shift gear 39 is in a low speed position L meshing with the low speed gear 87, a high speed position H meshing with the high speed gear 90, and both of these gears 87, 90 Sliding displacement to neutral position N that does not mesh And it is configured to function. The fourth transmission shaft 64, the fifth transmission shaft 65, and the gears 39, 86, 87, 89, 90 provided on the transmission shafts 64, 65 constitute the auxiliary transmission device 20.

  The left and right differential shafts 21 provided behind the fifth transmission shaft 65 are equipped with a rear wheel differential device 22 and are splined to the left and right rear axles 25 provided behind the left and right differential shafts 21. A small-diameter fifth transmission gear 91 that is always meshed with the fitted transmission gear 26 is integrally formed.

  From the above configuration, when the mission case 4 is configured to the first specification, as shown in FIGS. 8 to 10, 13 and 22, the first case portion 28 is divided from the second case portion 29. The first transmission shaft 16 equipped with the wide gear 80, the spacer 92, and the like, the transmission shafts 62, 63 of the main transmission 18 The gears 33, 36, 81 to 85, the operation shafts 35, 38 for the main transmission 18, the shift forks 34, 37, the transmission shafts 64, 65 of the auxiliary transmission 20, and the gears 39, 86, 87, 89 , 90, after assembling the third operating shaft 41, the third shift fork 40, and the rear wheel differential 22 for the auxiliary transmission 20 according to a predetermined procedure, and confirming their assembly and operation. , Its dividing plane The second case portion 29 is joined and the upper side thereof is bolted, and the second case portion 29 is connected to the differential shaft 21, the rear axle 25, the transmission gear 26, the side brake 47 and its operation shaft 48, Are assembled in accordance with a predetermined procedure, the upper case side is bolted to the second case part 29, and the lower side thereof is joined together with the lower side of the second case part 29 to the first case part 28. To the first case portion 28, the differential shaft 21, the rear axle 25, the transmission gear 26, the shift claw 42 of the lock mechanism 24, the side brake 47 and its operation shaft 48, By assembling the third case part 30 assembled according to a predetermined procedure and connecting them with bolts, it can be assembled relatively easily.

  Further, when the mission case 4 is configured to the second specification, as shown in FIGS. 11 to 13, the first case portion 28 is assembled in such a posture that the dividing surface with the second case portion 29 is positioned upward. The transmission shafts 62, 63 and the gears 33, 36, 81 to 85 of the main transmission 18 and the operation shafts 35, 38 and the shift forks of the main transmission 18 are mounted on a stand or the like from the divided surface side. 34, 37, the transmission shafts 64, 65 of the auxiliary transmission 20, the gears 39, 86, 87, 89, 90, the third operating shaft 41, the third shift fork 40 for the auxiliary transmission 20, and the rear wheel differential. The device 22 and the power take-out shaft 59 and the bevel gear 60 of the power take-out unit 53 are assembled according to a predetermined procedure, and after confirming their assembly and operation, the bevel together with the wide gear 80 is mounted on the divided surface. The first transmission shaft 16 equipped with the gear 74, the shift member 76 of the auxiliary clutch 75, the fifth operation shaft 78 and the fifth shift fork 77 for the shift member 76, the auxiliary transmission shaft 70 of the auxiliary transmission system 66, and the bevel gear. The second case part 29 in which 71, 72, etc. are assembled according to a predetermined procedure is assembled, and the upper side thereof is bolted, and the second case part 29 is connected to the differential shaft 21, the rear axle 25, the transmission gear 26, And the 4th case part 31 which assembled | attached the side brake 47, its operating shaft 48, etc. according to the predetermined procedure is assembled | attached, The upper side is bolt-connected to the 2nd case part 29, and the lower part side is 2nd case. Bolts are connected to the first case portion 28 together with the lower side of the portion 29, and then reversed so that the first case portion 28 is connected to the differential shaft 21, the rear axle 25, the transmission gear 26, It is possible to assemble relatively easily by assembling the third case portion 30 in which the shift claw 42 of the gear mechanism 24, the side brake 47 and its operation shaft 48, and the like are assembled in accordance with a predetermined procedure and connecting them with bolts. .

  In both the first specification and the second specification, the transmission case 4 is in a non-transmission state in which the first shift gear 33 and the second shift gear 36 of the main transmission 18 are positioned at the neutral position N. However, when the main clutch 15 is in the engaged state, the small-diameter gear 81, the first transmission gear 82, the medium-diameter gear 83, and the large-diameter gear 84 positioned below the wide gear 80 are always driven by the power from the engine 3. Even if the oil level of the mission oil drops from the reference plane OS to the vicinity of the lower end of the first transmission gear 82, the large-diameter gear 84, etc., the transmission oil is supplied to the first transmission gear. 82 and the large-diameter gear 84 are supplied as lubricating oil to the bearing 93 and the wide gear 80 that support the first transmission shaft 16 and the second transmission shaft 62. Door can be.

  In the transmission state in which the first shift gear 33 or the second shift gear 36 of the main transmission 18 is located at a position other than the neutral position N, the first shift gear is added to the non-transmission state by the power from the engine 3. 33, the second shift gear 36, the shift gear 39, the second transmission gear 85, and the third transmission gear 86 are configured to rotate, whereby the oil surface of the mission oil is shifted from the reference surface OS to the shift gear 39 and the third transmission gear. Even when the transmission gear 86 is lowered to the vicinity of the lower end of the transmission gear 86, the transmission oil is scraped up by the shift gear 39 and the third transmission gear 86 and splashed off by the first transmission gear 82 and the large-diameter gear 84. 16 and the bearing 93 and the wide gear 80 that support the second transmission shaft 62 to the fourth transmission shaft 64 can be supplied as lubricating oil.

  In the transmission state in which the shift gear 39 of the auxiliary transmission 20 is located at a position other than the neutral position N, in addition to the above transmission state, in addition to the above transmission state, 4 transmission gear 89, high-speed gear 90, input gear 88 of rear wheel differential 22, left and right fifth transmission gear 91, and left and right transmission gear 26 rotate, in other words, The gears 26, 33, 36, 39, 80 to 91 are configured to rotate, whereby the oil surface of the mission oil moves from the reference surface OS to the low-speed gear 87 and the input gear 88 of the rear wheel differential 22. Even when the oil pressure drops to the vicinity of the lower end of the engine, the transmission oil is scraped up by the low speed gear 87 and the input gear 88 and jumped by the shift gear 39 and the first shift gear 33. Skip in can be supplied like the bearing 93 and the wide gear 80 to support the like or first transmission shaft 16 and the second transmission shaft 62 to the fifth transmission shaft 65 as lubricating oil.

  That is, even if the oil level of the mission oil drops from the reference plane OS to the vicinity of the lower end of the input gear 88 of the rear wheel differential 22 or the like due to failure to replenish the mission oil, the vehicle travels. At times, all the gears 26, 33, 36, 39, 80 to 91 installed in the transmission case 4 are rotated to scoop up the mission oil, so that the gears 26, 33, 36, 39, 80 are spun off. To 91, the bearing 93, etc., the mission oil can be supplied relatively stably as a lubricating oil, and seizure of the bearing 93 can be avoided.

  As shown in FIG. 23, a vent hole (not shown) is formed in the upper left part of the rear part of the mission case 4 between the plug 95 screwed to the reduced diameter part 94A at the tip, and from the vent hole. A breather 94 having an enlarged diameter portion 94B for preventing leakage of the transmission oil is communicated.

  As shown in FIGS. 13 to 17, between the first operating shaft 35 and the first shift fork 34, a pair of cam holes 34 a formed in the boss portion 34 </ b> A of the first shift fork 34, and the cam holes 34 a. The first cam 97 is configured to convert the rotational movement of the first operating shaft 35 into the sliding movement of the first shift fork 34 with the linkage pin 96 penetratingly installed in the first operating shaft 35 so as to be inserted into the first operating shaft 35. Is provided.

  Between the second operating shaft 38 and the second shift fork 37, a pair of cam holes 37a formed in the boss portion 37A of the second shift fork 37 and the second operation so as to be inserted through the cam holes 37a. A second cam 99 configured to convert the rotational movement of the second operating shaft 38 into the sliding movement of the second shift fork 37 is provided with the linkage pin 98 penetratingly provided on the shaft 38.

  The first operating shaft 35 protrudes leftward from the first case portion 28, and the protruding length of the linkage end portion 35A linked to the main speed change lever 17 via the first linkage mechanism L1 is the first length. It is set to the minimum length necessary for linkage with the one linkage mechanism L1.

  The second operating shaft 38 protrudes leftward from the first case portion 28, and the protruding length of the linkage end 38A linked to the main transmission lever 17 via the second linkage mechanism L2 is the first length. The first linkage mechanism L1 and the second linkage mechanism L2 are set to have a length longer than the protruding length of the linkage end portion 35A of the first operation shaft 35 so that the first linkage mechanism L1 and the second linkage mechanism L2 can be arranged in parallel in the left-right direction.

  A bracket 101 having a first fixed shaft 100 facing left and right is connected to the side wall of the first case portion 28, and a main transmission lever is mounted on a boss 102 that is externally fitted to the first fixed shaft 100 so as to be relatively rotatable. 17 is capable of swinging left and right using a longitudinally supporting shaft 103 integrally mounted on the boss 102 as a fulcrum, and is mounted in a state of being urged to swing rightward by the helical spring 104.

  The first linkage mechanism L1 includes a first operating shaft 35, a linkage arm 105 that rotates integrally around its axis, and a first fitting shaft 100 that is fitted on the inner side of the boss 102 of the first fixed shaft 100 so as to be swingable back and forth. The linkage member 106 and the linkage link 107 that links the first arm portion 106A of the first linkage member 106 and the linkage arm 105 are configured, and the second arm portion 106B of the first linkage member 106 has a main link The first recess 17 </ b> A formed in the transmission lever 17 is externally fitted by the bias of the helical spring 104 at the neutral position N of the main transmission lever 17, and is selectively linked to the main transmission lever 17.

  The second linkage mechanism L2 includes a second operating shaft 38, a linkage arm 108 that rotates integrally around its axis, and a second fitting that is fitted on the outer side of the boss 102 of the first fixed shaft 100 so as to be swingable back and forth. The linkage member 109, the linkage link 110 that links the first arm portion 109A of the second linkage member 109 and the linkage arm 108, and the like are configured. The second arm portion 109B of the second linkage member 109 has a main link The second recess 17 </ b> B formed in the transmission lever 17 is externally fitted against the bias of the helical spring 104 at the neutral position N of the main transmission lever 17, and is selectively linked to the main transmission lever 17.

  With this linkage configuration, the main transmission 18 is configured to swing the main transmission lever 17 in the left-right direction at the neutral position N of the main transmission lever 17 to thereby move the second arm of the first linkage mechanism L1 located on the left and right. The first recess 17A or the second recess 17B of the main speed change lever 17 can be selectively linked to either the portion 106B or the second arm portion 109B of the second linkage mechanism L2, and the main speed change can be performed in the selected linkage state. When the lever 17 is swung back and forth, the rotation operation of the first operating shaft 35 or the second operating shaft 38 obtained by the swinging operation is caused by the corresponding cams 97, 99 by the first shift fork 34 or the second shift shaft 34. The first shift gear 33 or the second shift gear 36 is slid in the direction corresponding to the operation direction of the main transmission lever 17 by being converted to the sliding of the shift fork 37, and the operation of the main transmission lever 17 is performed. It is configured to emerge the shift state corresponding to the location.

  That is, the operation structure of the main transmission 18 is configured as a cam type that converts the rotation of the first operation shaft 35 and the second operation shaft 38 into sliding of the first shift fork 34 or the second shift fork 37. Compared with the case where the first shift fork 34 or the second shift fork 37 is slid by sliding the first operation shaft 35 and the second operation shaft 38, the shift operation of the main transmission 18 is performed. Sometimes, since there is no operation member that slides toward the laterally outer side of the mission case 4, it is possible to configure a main transmission operation structure in which the left and right widths are compactly integrated. The left and right widths of the entire installed mission case can be reduced. As a result, the mission case 4 can be transmitted from the engine 3 via the belt-type transmission 14 and the main clutch 15 using the left and right empty spaces. Transmission of, associated with the right and left brake pedal 46 and the side brake 47, and, associated with the integration with differential lock pedal 23 and the lock mechanism 24, and becomes easy to perform.

  As shown in FIGS. 14 to 16, 18, and 19, the auxiliary transmission 20 is configured to be a sliding type in which the shift fork 37 is slid by the sliding of the third operating shaft 41, and the third operating shaft 41 is The protruding length of the link end 41A that protrudes from the first case portion 28 toward the left outward and that is linked to the auxiliary transmission lever 19 via the third linkage mechanism L3 is equal to the lateral length of the first case portion 28. The sliding length is set between the side wall and the second linkage mechanism L2.

  The third linkage mechanism L3 includes a crank arm 112 that swings about a substantially vertical second fixed shaft 111 mounted on the bracket 101, and a first arm portion 112A of the crank arm 112 that is connected to the third operating shaft 41. A linkage pin 113 that is operatively linked to the linkage end portion 41A is configured, and a left and right third fixed shaft 158 provided in the bracket 101 is provided in an engagement recess 112a formed in the second arm portion 112B of the crank arm 112. The linking portion 19A of the auxiliary transmission lever 19 that swings back and forth as a fulcrum is linked to the operation.

  With this linked structure, when the sub-transmission device 20 swings the sub-shift lever 19 in the front-rear direction, the swing is converted into the slide of the third operating shaft 41 by the crank arm 112, and the shift causes the shift. The shift gear 39 is slid in the direction corresponding to the operation direction of the sub-transmission lever 19 via the fork 37, so that a shift state corresponding to the operation position of the sub-transmission lever 19 appears. .

  While the auxiliary transmission device 20 is configured to be slidable, the sliding of the third operating shaft 41 causes the first case portion 28 to be moved in and out of the side wall of the first case portion 28 and the second linkage mechanism L2. As a result, the sub-transmission operation structure can be configured to have a compact left and right width like the main transmission operation structure, and the entire transmission case equipped with the sub-transmission operation structure. As a result, transmission from the engine 3 to the transmission case 4 via the belt type transmission device 14 and the main clutch 15 using the left and right empty spaces, the left and right brake pedals 46, The linkage with the side brake 47 and the linkage between the differential lock pedal 23 and the lock mechanism 24 are further facilitated.

  Moreover, the first case portion 28 is equipped with the main transmission lever 17, the auxiliary transmission lever 19, and the first linkage mechanism L1 to the first linkage mechanism L3 that operate and link them to the main transmission 18 or the auxiliary transmission 20. Thus, when performing maintenance on the inside of the transmission case 4 such as gear exchange for the main transmission 18 and the sub-transmission 20, the transmission levers 17 and 19 and the first linkage mechanism L1 to the first linkage mechanism L3 are connected. By removing the second case portion 29 from the first case portion 28 without detaching, it becomes possible to carry out relatively easily, and as a result, the maintainability of the inside of the mission case 4 can be improved.

  As shown in FIGS. 1 to 7 and FIGS. 24 to 27, a fuel tank 115 covered with a tank cover 114 and a radiator 117 covered with a radiator cover 116 are disposed above the engine 3 mounted on the left and right center of the vehicle body. In addition, a battery 120 covered with a front cover 119 is disposed at the front lower portion of the engine 3 such as the muffler 118 and the like. Further, just below the engine 3, hydraulic oil that is less susceptible to the adverse effects of mud water adhesion by effectively utilizing the lower space of the engine 3 obtained by arranging the engine 3 at a relatively high position where mud water adhesion can be suppressed can be used. A tank 121 is provided.

  In other words, the battery 120 and the hydraulic oil tank 121, which are relatively heavy, are arranged on the front side of the vehicle body and on the lower side of the engine 3, so that the balance between the front and the rear when the work device is connected to the rear part of the vehicle body. The center of gravity of the vehicle body can be lowered while the engine 3 is disposed at a relatively high position, thereby improving the stability of the vehicle body.

  The radiator 117 is configured to intake air from the right side of the vehicle body and exhaust air toward the muffler 118 on the left side of the vehicle body.

  As shown in FIGS. 6 and 24, the hydraulic oil tank 121 has a left and right main tank between the left and right main frames 122 in the vehicle body frame 1 and between the front and rear connecting frames 123 that connect the main frames 122. It is received and supported by left and right receiving metal fittings 124 connected to the frame 122 by bolts.

  As shown in FIGS. 1 to 6 and FIGS. 25 to 27, an air cleaner 126 is used between the engine 3 and the steering post 125 erected on the rear side of the engine 3 by effectively utilizing the space formed therebetween. And electrical parts (not shown) are provided, and a cover 127 is provided to cover them.

  An engine bonnet A that covers the upper side of the engine 3 is formed by the tank cover 114, the radiator cover 116, and the cover 127.

  The cover 127 has a first fitting portion (not shown) that fits on a pair of left and right locking pins 129 erected on the support stay 128 provided on the rear upper end of the radiator 117 with high accuracy on the back side of the upper front end. And a locking pin (not shown) erected on the upper part of the support frame 130 provided on the steering post 125 on the back side of the upper part of the rear end of the rear end with a flexibility in the front-rear direction. The left and right side lower portions are bolted to the vehicle body frame 1 in a state in which the front and rear distances from the radiator cover 116 are constant. The left and right sides of the cover 127 are formed with recesses 127 </ b> A that secure a foot space for a seated driver and suppress contact with the foot.

  The cover 127 includes an upper lid 131 that opens and closes an opening 127a formed in an upper portion thereof, and a horizontal lid 132 that opens and closes an opening 127b formed in a left side portion thereof, and a pair of locking claws 131a provided at the rear end portions thereof. , 132a are engaged with engaging recesses 127c, 127d formed in the rear end edges of the corresponding openings 127a, 127b, and the front end portions thereof are fixed to the cover 127 with the corresponding bolts 133 with knobs. Equipped with simple removable.

  From this configuration, for example, when replacing a fuse (not shown) as an example of an electrical component arranged inside the cover 127, by removing the upper lid 131, it is not necessary to remove the cover 127. The fuse 127 can be easily exchanged from the opening 127a in the upper portion of the cover 127. When the element 126A is exchanged for the air cleaner 126, the trouble of removing the cover 127 is removed by removing the horizontal lid 132. The cover 126B can be easily attached to and detached from the air cleaner 126 and the element 126A can be easily replaced through the opening 127b on the left side of the cover 127 without any need.

  In the air cleaner 126, an intake pipe 126C is provided on the right side of the vehicle body opposite to the left side of the vehicle body where the muffler 118 is located, and a shielding plate 134 is provided between the engine 3 and the air cleaner 126. The suction of hot air through the intake pipe 126C is suppressed. The upper lid 131 is formed with a plurality of vent holes 131b.

  As shown in FIGS. 1 to 6, 8, 9, and 11, the belt type transmission device 14 includes an output pulley 135 attached to an extended end portion of the output shaft 13 in the engine 3, and a first in the transmission case 4. The transmission belt 137 extends over the input pulley 136 attached to the extending end of the transmission shaft 16 and the left outer side of the clutch pedal 138 for operating the main clutch provided on the left front portion of the boarding step 10 on the floor surface of the boarding step 10. It is arranged in a state where it is displaced to the left side of the boarding step 10 so as to bypass the pedal operation part 139 formed in the boarding step 10, and the transmission lower side portion of the transmission cover 140. So that the intermediate portion is displaced downward so that it is placed on the floor surface in a posture along the floor surface of boarding step 10. To have.

  Located on the right side of the belt-type transmission device 14 closer to the center of the boarding step 10 than the belt-type transmission device 14 is located on the lower left rear side of the engine 3 and adjacent to the right side of the belt-type transmission device 14. A gear pump 142 driven by power from the engine 3 via a belt-driven auxiliary transmission device 141 is provided in a state of being positioned above the floor surface of the boarding step 10.

  From the above configuration, the output shaft 13 of the engine 3 and its peripheral portion, the first transmission shaft 16 of the transmission case 4, the operation shafts 35, 38, 41, 44, 48, 78 or their peripheral portions, the belt-type transmission device. 14, auxiliary transmission device 141, gear pump 142, etc. are supposed to be positioned higher than the height position of boarding step 10, so that when this tractor is run in a paddy field with a lot of muddy water, etc. Even if it exists, the muddy water splashed up by the front and rear wheels 5, 6 as it travels is the output shaft 13 of the engine 3 and its peripheral parts, the first transmission shaft 16 of the transmission case 4 and the operation shafts 35, 38, 41, 44, 48, 78 or their peripheral parts, the belt type transmission device 14, the auxiliary transmission device 141, the gear pump 142, and the like can be prevented from adversely affecting.

  In addition, by providing the belt type transmission device 14 on the floor surface of the boarding step 10, it is possible to prevent an increase in the lateral width of the vehicle body that occurs when the belt type transmission device 14 is provided laterally outside the boarding step 10. The support structure for the belt-type transmission device 14 can be simplified, and the belt-type transmission device 14 is provided with the belt-type transmission device 14 on the floor surface of the boarding step 10. The operation of the operation pedals 23, 46, and 138 provided in the vehicle can be prevented from being disadvantageous, and the lower transmission side portion of the belt type transmission device 14 located on the floor surface of the boarding step 10 is separated from the floor surface by a predetermined distance. The feeling of opening given to the operator of the boarding operation part 2 can be improved compared with the case where it is located in the high position which separated from.

  As shown in FIGS. 2, 4, and 26 to 31, a crank-shaped swing arm 143 is provided on the support frame 130 at a position behind the engine 3 and below the steering wheel 11. The swing arm 143 is provided with a first arm portion 143 </ b> A in a substantially horizontal posture on a speed control lever (not shown) provided on the right side of the engine 3. An operation wire (an example of a linking member) 144 arranged so as to pass through the bonnet A is operated and linked, and the second arm part 143B swings around a right and left axis about the right front part of the boarding step 10. It is linked to the linkage arm portion 145A of the accelerator pedal 145 that is movably arranged via a linkage rod 146 that is directed vertically.

  That is, while the degree of freedom of linkage is high, the operation wire 144, which is likely to cause a decrease in operation due to adhesion of muddy water, is placed in the engine bonnet A at a position on the upper side where muddy water splashed by the front and rear wheels 5, 6 is difficult to adhere. By being disposed so as to pass through, the linkage operation between the swing arm 143 and the speed control lever by the operation wire 144 can be performed smoothly.

  In addition, the linkage rod 146 that does not cause a decrease in operation due to adhesion of muddy water operates and links the second arm portion 143B of the swing arm 143 and the linkage arm portion 145A of the accelerator pedal 145. The linkage operation between the moving arm 143 and the accelerator pedal 145 can be performed smoothly.

  As a result, the linkage operation between the accelerator pedal 145 and the speed control lever can be performed smoothly.

  The engine 3 is equipped with a return spring (not shown) that urges the speed control lever toward the engine stop position.

  The accelerator pedal 145 is made of a round pipe material or the like bent in a substantially U shape in a plan view and a substantially U shape in a side view, and its linkage arm portion 145A is located at the lower end of the linkage rod 146 below the boarding step 10. The stepping operation is used to operate the speed control lever to the high speed side against the bias of the return spring on the engine 3 side, and along with the speed control lever by the bias of the return spring when the stepping operation is released Return to low speed.

  Below the steering wheel 11, an operation piece 147 that comes into contact with the first arm portion 143A of the swing arm 143 from the low speed side and an accelerator lever 148 that swings integrally around a vertical axis are provided. ing.

  The accelerator lever 148 is made of a round bar steel material bent into a U-shape, and the upper and lower ends of the vertically supporting shaft portion 148A are supported by the support frame 130 so as to be relatively rotatable, and the crank-shaped operation is performed. A first friction plate 149 interposed between the operation piece 147 and the support frame 130 on the lower end side to which the piece 147 is fixed, a swing plate 150 engaged so as to swing integrally with the operation piece 147, A second friction plate 151 interposed between the swing plate 150 and the holding frame 130, a coil spring 152 that presses and urges them, and a washer 153 that receives the lower end of the coil spring 152 are externally fitted, and these A friction-type holding mechanism 155 is configured that allows the operation of the governor lever to be held at a desired operation position by screwing the nut 154 that maintains the pressure contact state. That.

  That is, by operating the accelerator lever 148, a constant speed traveling state at a desired set speed can be revealed, and a speed change operation can be performed on the acceleration side with respect to the set speed by the accelerator pedal 145.

  The support frame 130 is equipped with a spring plate 156 that contacts the free end side of the operation piece 147 and gives an operation resistance in accordance with the operation of the accelerator lever 148 to the idling position, whereby the accelerator lever 148 is provided. It is possible to easily grasp the arrival at the idling position, and the occurrence of inconvenience that the engine 3 is stopped by inadvertently operating the accelerator lever 148 to the engine stop position is suppressed.

  The linkage rod 146 includes an extension portion 146A that extends further upward from the linkage portion of the swing arm 143 with the first arm portion 143A, and the extension end portion 146A extends to the right of the vehicle body. For example, mud or grass adheres between the back surface of the boarding step 10 and the linkage arm portion 145A of the accelerator pedal 145 and is adjusted together with the accelerator pedal 145. When the speed lever does not return to the low speed side due to the bias of the return spring on the engine 3 side, the speed control lever is forcibly returned to the low speed side together with the accelerator pedal 145 by pulling up with the grip portion 146B. be able to.

  Further, in conjunction with the operation of the accelerator pedal 145 and the accelerator lever 148, the gripping portion 146B positioned below the steering wheel 11 moves up and down, so that the accelerator operation state can be visually confirmed.

  As shown in FIGS. 6 and 32, the lift cylinder 7 is disposed above the mission case 4 in a rear-down posture along the upper surface thereof, and is connected to the mission case 4 with a pair of left and right lift arms 8. This is supported by a pair of left and right brackets 101, whereby the shape and configuration of the mission case 4 can be simplified compared to the case where the lift cylinder 7 is integrally provided in the mission case 4.

  In addition, the code | symbol 157 in FIG. 6 suppresses adhesion of muddy water to each operation shaft 35,38,41,44,48,78 equipped in the mission case 4, each linkage mechanism L1-L3 linked to them. A pair of left and right mud covers.

    [Another Example]

[1] The working vehicle may be a riding type rice transplanter.

[2] A rod or the like may be employed as the linkage member 144.

[3] You may make it provide the holding part 146B in the intermediate part of the linkage rod 146, etc. FIG.

Overall left side view of the tractor Overall right side view of the tractor Overall view of the tractor Overall perspective view of tractor viewed from right front Overall perspective view of tractor viewed from left rear General left side view of tractor Perspective view of main parts showing arrangement of engine, transmission case, etc. Longitudinal rear view of the mission case Longitudinal rear view of the main part of the mission case Longitudinal side view of the mission case Longitudinal rear view of the main part of the mission case configured to allow auxiliary power to be extracted Longitudinal side view of the mission case configured to allow auxiliary power to be extracted Expanded cross-sectional plan view of the main part of the mission case Perspective view of main part showing shift operation structure Left side view of the main part showing the shift operation structure Plan view of the main part showing the shift operation structure Longitudinal front view of main part showing main shift operation structure Longitudinal front view of main part showing auxiliary transmission operation structure Cross-sectional plan view of the main part showing the sub-transmission operation structure Longitudinal rear view of the main part showing the seal structure Longitudinal rear view of main part showing support structure of auxiliary transmission system in mission case Longitudinal rear view of the main part showing the disassembled state of the mission case Vertical side view of the rear of the mission case The perspective view of the principal part which shows arrangement | positioning and support structure of a hydraulic oil tank Perspective view of main part showing maintenance structure for air cleaner The perspective view of the principal part seen from the right rear which shows an accelerator operation structure The perspective view of the principal part seen from the left rear which shows an accelerator operation structure Side view of the main part showing the accelerator operation structure Longitudinal side view of the main part showing the accelerator operation structure The exploded perspective view of the principal part showing the accelerator operation structure Cross-sectional plan view of the main part showing the accelerator operation structure The perspective view of the principal part which shows arrangement | positioning and support structure of a lift cylinder and a lift arm

Explanation of symbols

2 Boarding operation part 3 Engine 11 Steering wheel 143 Swing arm 144 Linking member (linkage wire)
145 Accelerator pedal 146 Linking rod 146A Extension part 146B Grip part 147 Operation piece 148 Acceleration lever A Engine bonnet

Claims (4)

A speed control lever of the engine mounted on the front part of the vehicle body and a swing arm arranged so as to be swingable about a left-right axial center at a position below the steering wheel behind the engine pass through the engine bonnet. The operation is linked via the linkage member,
The swing arm and the accelerator pedal deployed at the foot position of the boarding operation part are operated and linked through a vertically-facing linkage rod,
An accelerator operation structure for a work vehicle, wherein the linkage rod is provided with a grip portion that enables a manual movement operation of the linkage rod in the vertical direction.   2. The link rod according to claim 1, wherein the link rod is formed to have an extending portion extending upward from a portion linked to the swing arm, and the grip portion is formed in the extending portion. Accelerator operating structure of the described work vehicle.   The accelerator operation structure for a work vehicle according to claim 1, wherein a linkage wire is adopted as the linkage member.   An accelerator lever that swings integrally with an operation piece that comes into contact with the swinging arm from a low speed side is provided below the steering wheel so as to be able to hold a position. Accelerator operation structure for work vehicles described in 1.

Images