JP2007290705A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a working vehicle equipped with a hydraulic lift unit for moving a working implement relative to the vehicle frame, which is capable of reducing the load to the transmission case, which is generated by the movement of the working implement. <P>SOLUTION: This working vehicle 1 is equipped with the hydraulic lift unit 120 for moving the attached working implement relative to the vehicle frame 10, and the vehicle frame 10 is equipped with a pair of left and right main frames 11 extending along the vehicle longitudinal direction and a cross member 13 arranged to straddle over upper surfaces of a pair of the main frames 11 on one side in the longitudinal direction of the vehicle. The hydraulic lift unit 120 is supported on the cross member 13. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a work vehicle including a hydraulic lift device for moving a work machine relative to a machine frame.

A vehicle such as a work vehicle is configured to transmit a driving force from an engine to a driving axle via a transmission, and the driving axle can be rotated at a desired speed by operating the transmission. ing.
Further, when it is desired to widen the shift range of the drive axle and / or when it is desired to reduce the load on the transmission, an auxiliary transmission is provided in addition to the main transmission.

FIG. 19 is a schematic diagram of a conventional vehicle that includes a main transmission and a sub-transmission and that has a rear axle as a drive axle.
As shown in FIG. 19, in a conventional vehicle equipped with a subtransmission, an engine 801, a flywheel 802, a main transmission 803, and a subtransmission that are separable from each other from one side to the other side in the vehicle longitudinal direction. Since 804 and the drive axle axle device 805 are connected in series with each other, there are the following problems.

That is, in the conventional vehicle with an auxiliary transmission, the housings of the engine 801, the flywheel 802, the main transmission 803, the auxiliary transmission 804, and the axle device 805 that are separated from each other are connected in series. There is no space between the front and rear wheels.
Accordingly, the step base of the driver's seat must be disposed above any of the housings, the installation position of the step base becomes high, and / or the mid-mount mower between the front wheels and the rear wheels. When it is provided, the installation position of the entire housing must be increased, which causes a problem that the center of gravity of the vehicle is raised.

  Further, in the conventional configuration, when a hydrostatic continuously variable transmission (HST) is used as the main transmission 803, the HST itself vibrates due to the pulsation of the working hydraulic pressure circulating in the HST. As described above, when the main transmission 803, the auxiliary transmission 804, and the axle device 805 are connected to each other, the vibration of the HST is transmitted to the body frame 800 via the auxiliary transmission 804 and the axle device 805, thereby There is a problem that the driving environment deteriorates.

  In this regard, the engine and the sub-transmission device are connected by a housing, the HST acting as the main transmission device is connected to the front surface of the sub-transmission device via a vibration isolating member, and the front portion of the HST and the housing It is also proposed to connect the two via other vibration-proof members.

  However, in the above configuration, no consideration is given to engine vibration. That is, there is a problem in that the housing itself that supports the HST in an anti-vibration manner vibrates due to propagation vibration from the engine.

Further, the working vehicle is provided with a hydraulic lift device for driving the working machine up and down as needed / desired.
Conventionally, the hydraulic lift device is installed on the upper surface of a transmission mission case or inside the transmission case.
In such a conventional configuration, a load at the time of raising and lowering the work implement is applied to the transmission case. Therefore, in the conventional configuration, it is necessary to increase the strength of the mission case.

  The present invention has been made in view of the prior art, and in a working vehicle having a hydraulic lift device for moving the working machine relative to the machine frame, the load applied to the transmission case when the working machine is moved. The object is to provide a working vehicle that can reduce the load.

  In order to achieve the above object, the present invention provides a working vehicle including a hydraulic lift device that moves an attached working machine relative to a body frame, and the body frame extends along a longitudinal direction of the vehicle. The hydraulic lift device includes a pair of left and right main frames and a cross member disposed on one side of the vehicle front-rear direction so as to straddle the upper surfaces of the pair of main frames, and the hydraulic lift device is supported by the cross member Provide vehicles.

  Preferably, the body frame further includes a lops support frame. The lops support frame has a pair of vertically extending pieces connected to each of the pair of main frames, and an upper plate connecting upper ends of the pair of vertically extending pieces, on one side in the vehicle longitudinal direction. Can have.

  More preferably, the lops support frame may further include a lower plate that connects lower ends of the pair of vertically extending pieces. A traction bar storage box into which the traction bar is inserted may be fixed to the lower plate.

  Preferably, the body frame may further include a gate-shaped reinforcing frame connected between the pair of main frames. The reinforcement frame can be attached with loader masts on the left and right side surfaces, and can be attached with a handle column on the upper surface.

According to the working vehicle according to the present invention, the body frame is disposed so as to straddle the upper surfaces of the pair of main frames on one side of the pair of left and right main frames extending in the vehicle front-rear direction and the vehicle front-rear direction. Since the hydraulic lift device that includes a cross member and moves the attached work machine relative to the machine frame is supported by the cross member, the load when moving the work machine is supported by the machine frame. can do. Therefore, it is not necessary to make the other members such as the mission case stronger than required, and the cost of the other members such as the mission case can be reduced.
Further, according to such a configuration, the hydraulic lift device can be replaced or repaired without affecting other members such as the mission case.

Embodiment 1
Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. 1 and 2 are a schematic side view and a transmission schematic diagram of a working vehicle 1 according to the present embodiment, respectively.

As shown in FIGS. 1 and 2, the working vehicle 1 includes a body frame 10, an engine 20 that is supported by vibration isolation on one side of the body frame 10 in the longitudinal direction of the vehicle, and a driving force transmitted from the engine. And a transmission 40 that receives the output of the main transmission and drives the drive axle.
As shown in FIG. 2, the working vehicle 1 includes an HMT unit in which an HST 300 and a planetary gear device 350 are connected as the main transmission 30.

FIG. 3 shows a partial perspective view of the engine as viewed from the rear.
As shown in FIGS. 1 and 3, the fuselage frame 10 includes a pair of left and right main frames 11 extending in the longitudinal direction of the vehicle, and the engine 20 is supported by the pair of main frames 11 in a vibration-proof manner. ing.
Specifically, the engine 20 is configured as a horizontal type having an engine output shaft along the longitudinal direction of the vehicle, and the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the pair of the paired It is supported by the main frame 11, thereby preventing vibration from the engine 20 from propagating to the body frame 10.

FIG. 4 shows a longitudinal side view of the vicinity of the HST 300 and the planetary gear unit 350.
The HST 300 includes an input shaft (pump shaft) 301 that receives a driving force from the engine 20 via the flywheel 60, a hydraulic pump unit 310 that is driven by the input shaft 301, and the hydraulic pump unit 310. Below, a hydraulic motor unit 320 for continuously changing the driving force from the engine 20, an output shaft (motor shaft) 302 that is rotationally driven by the hydraulic motor unit 320, the hydraulic pump unit 310, and the hydraulic motor unit 320 are provided. A center section 330 formed with a hydraulic circuit for supporting and fluidly connecting the two, and an HST case 340 coupled to the center section 330 so as to surround the hydraulic pump unit 310 and the hydraulic motor unit 320. I have.
In the present embodiment, as will be described later, a pair of hydraulic lines are formed in the center section 330 as the hydraulic circuit.

  At least one of the hydraulic pump unit 310 and the hydraulic motor unit 320 is a variable displacement type in which the suction / discharge amount changes according to the operation of the output adjustment member, and the hydraulic pressure is controlled by controlling the tilt position of the output adjustment member. A continuously variable transmission output is obtained from the motor shaft 302 driven by the motor unit 320. In the present embodiment, the hydraulic pump unit 310 is a variable displacement type, and the hydraulic motor unit 320 is a fixed displacement type.

The center section 330 has a first surface 331 and a second surface 332 facing upstream and downstream in the transmission direction, and supports both the hydraulic pump unit 310 and the hydraulic motor unit 320 on the first surface 331. is doing.
Further, the HST case 340 is connected to the first surface 331, thereby surrounding the hydraulic pump unit 310 and the hydraulic motor unit 320.

  The input shaft 301 has an upstream end in the transmission direction extending from the HST case 340 to the upstream in the transmission direction, and a downstream end in the transmission direction extending through the center section 330 to the downstream in the transmission direction. As shown, the center section 330 and the HST case 340 are rotatably supported, and have a rotation axis along the vehicle longitudinal direction.

  The upstream end of the input shaft 301 in the transmission direction is operatively connected to the engine 20 via the flywheel 60. The flywheel 60 may be provided with a damper 61, whereby an HMT (Hydro-Mechanical) is operated in cooperation with the subsequent HST 300 and the HST 300 in a state where the angular speed fluctuation of the engine output shaft is suppressed. -Power transmission can be performed to the planetary gear unit 350 for constructing (Transmission).

The hydraulic pump unit 310 performs a rotational motion around the axis of the input shaft 301 as the input shaft 301 rotates, and a piston unit 311 that reciprocates in conjunction with the rotational motion, and the piston unit 311. And a cylinder block 312 rotatably supported on the first surface 331 of the center section 330 so as to communicate with the pair of hydraulic lines, and the piston unit 311 depending on a tilt position. An output adjusting member 313 that regulates the amount of suction / discharge oil by the piston unit 311.
The tilt position of the output adjusting member 313 is controlled by a hydraulic control device described later.

  In the present embodiment, since an axial piston type is employed as the hydraulic pump unit 310, a movable swash plate is employed as the output adjusting member 313. Therefore, when a radial piston type hydraulic pump unit is employed, a cam ring is used as the output adjusting member.

  The fixed displacement type hydraulic motor unit 320 includes a cylinder block 322 rotatably supported on the first surface 331 of the center section 330 so as to communicate with the pair of hydraulic lines, and the cylinder block And a piston unit 321 that is slidably supported in 322, performs reciprocating motion with pressure oil from the pair of hydraulic lines, and transmits the rotational motion to the output shaft.

  The output shaft 302 is supported by the HST case 340 and the center section 330 such that the downstream end portion in the transmission direction penetrates the center section 330 and extends outward (rearward in the present embodiment). A rotation axis along the vehicle longitudinal direction is provided so as to be parallel to the input shaft 301.

Further, as shown in FIGS. 2 and 4, the vehicle 1 includes a charge pump unit 70 driven by an upstream end portion in the transmission direction of the pump shaft 301 on the front surface of the HST case 340.
The charge pump unit 70 is used for supplying hydraulic oil to the HST 30 and for supplying hydraulic oil to a hydraulic control device that controls the output adjusting member.

  The planetary gear unit 350 meshes with the planetary gear 352 and the planetary gear 352 that supports the sun gear 351 and the planetary gear 352 that meshes with the sun gear 351 so as to be able to rotate, and rotates according to the revolution of the planetary gear 352. An internal gear 354 and a planetary housing 360 connected to the second surface 332 of the center section 330 are provided so as to surround the gear group.

Of the three elements of the sun gear 351, the planet carrier 353, and the internal gear 354 in the planetary gear unit 350, the input shaft 301 and the output shaft 302 of the HST 300 are operatively operated. And the driving force transmitted from the third element to the driving wheel 20 can be taken out.
In the present embodiment, the planet carrier 353, the sun gear 351, and the internal gear 354 respectively correspond to the first to third elements.

In the present embodiment, the planetary gear unit 350 includes a PTO output shaft 371 and a travel output shaft (HMT output) arranged coaxially with respect to the HST input shaft 301 and the HST output shaft 302, respectively. Axis) 372 is provided.
The PTO output shaft 371 is connected to the HST input shaft 301 such that its upstream end in the transmission direction is relatively non-rotatable around the axis, and its downstream end protrudes from the planetary housing 360 to the downstream side in the transmission direction. Thus, the planetary housing 360 is supported.

More specifically, the planetary housing 360 includes an end wall portion 361 (a rear wall portion in the present embodiment) on the downstream side in the transmission direction, and a peripheral wall extending from the periphery of the end wall portion 361 to the upstream side in the transmission direction. And an opening on the upstream side in the transmission direction (the front side in the present embodiment).
A boss portion 363 extending inward in the radial direction from the inner peripheral surface is integrally formed on the peripheral wall portion 362 of the planetary housing 360, and a bearing plate 364 is screwed to the boss portion 363.

The PTO output shaft 371 has an upstream end in the transmission direction protruding from the bearing plate 364 to the upstream in the transmission direction, and a downstream end in the transmission direction from the end wall 361 to the downstream in the transmission direction. Further, the bearing plate 364 and the end wall portion 361 are rotatably supported.
A spline joint portion is provided at the upstream end portion in the transmission direction of the PTO output shaft 371 so that the downstream end portion in the transmission direction of the HST input shaft 301 is not relatively rotatable.

The bearing plate 364 further supports a traveling system intermediate shaft 373 that is disposed coaxially with the HST output shaft 302 and is connected to the HST output shaft 302 so as not to rotate relative to the axis.
A spline joint portion is provided at an end portion on the upstream side in the transmission direction of the traveling system intermediate shaft 373 so that the downstream end portion in the transmission direction of the HST output shaft 302 is protruded in a relatively non-rotatable manner. .
The sun gear 351 acting as a second element is provided in a portion of the traveling system intermediate shaft 373 that is located on the downstream side in the transmission direction from the bearing plate 364.

Further, a transmission gear 381 is rotatably supported on a portion of the traveling system intermediate shaft 373 that is located downstream of the bearing plate 364 in the transmission direction. The transmission gear 381 forms part of a gear train 380 that interlocks and links the PTO input shaft 371 or the HST input shaft 301 and the planet carrier 353 acting as a first element.
That is, a fixed gear 382 is supported on the portion of the PTO output shaft 371 that is located downstream of the bearing plate 364 in the transmission direction so as to mesh with the transmission gear 381 so as not to be relatively rotatable.
The planet carrier 353 is coupled to the transmission gear gear 381 so that the planet carrier 352 can revolve around the sun gear 351 as the transmission gear 381 rotates.

The traveling system output shaft 372 has a transmission direction upstream end connected to the internal gear 354 acting as a third element in a relatively non-rotatable manner, and a transmission direction downstream end from the planetary housing 360 in the transmission direction. The end wall 361 is supported so as to be relatively rotatable so as to protrude downstream.
The traveling system output shaft 372 functions as an HMT output shaft.

  With this configuration, the planetary carrier 353 is attached to the second surface 332 of the center section 330 after the planetary gear device 350 is assembled, and then the planetary carrier 353 is attached to the HST input shaft. 301, and the sun gear 351 is operatively connected to the HST output shaft 302, and from the downstream ends in the transmission direction of the PTO output shaft 371 and the traveling system output shaft 372, respectively. A constant rotation PTO system driving force and a variable traveling system driving force can be extracted.

  As described above, in the present embodiment, the HMT formed by combining the HST 300 and the planetary gear unit 350 is employed as the main transmission 30 provided in the traveling transmission path, and therefore, the HST capacity is not increased. The speed change range can be widened, and no sub-transmission device to be inserted in the traveling system transmission path is required, or the speed change range can be reduced as much as possible by reducing the speed stage of the sub-transmission device. .

  FIG. 5 shows the relationship between the tilt position of the output adjustment member 313 (movable swash plate in this embodiment) and the rotation speed of the HMT output shaft (travel system output shaft 372 in this embodiment) in the HST 300. Show.

As shown in FIG. 5, the HMT 30 in the present embodiment has the HMT 30 substantially in the output stop state at the time of maximum output on one side of the HST 300 in the forward and reverse directions (reverse rotation in FIG. 5), and the other side of the HST 300 in the forward and reverse directions ( The HMT 30 is configured to be in the maximum output state at the time of maximum output (in FIG. 5, normal rotation). That is, the HMT 30 has only a configuration that drives the traveling system output shaft 372 from zero to the maximum speed of the vehicle by one rotation, so that the HST 30 is not increased in size.
The forward / backward movement of the vehicle is switched by a gear type forward / reverse switching device, which will be described later, so that the travel shift range including forward and reverse travel of the vehicle is doubled.

  Also, according to the above configuration, the driving force is output from the HMT 30 even when the output of the HST output shaft 302 is zero (that is, when the HST 300 is in a neutral state). Therefore, when the output adjustment member 313 (movable swash plate) of the HST 300 is in the neutral position, the transmission path from the engine to the drive wheel can be in an efficient mechanical transmission state.

Here, the mounting structure of the HMT 30 will be described.
The HMT 30 is fixedly connected to the engine 20, thereby forming a drive-side unit that can swing with respect to the body frame 10 together with the engine 20 that is supported by vibration isolation with respect to the body frame 10. ing.

That is, as shown in FIG. 6, the drive side unit formed by connecting the engine 20 and the HMT 30 is composed of four left and right vibration-proof rubber brackets which are fixedly spaced apart on the front side of the pair of main frames 11. 11d is supported via a vibration-proof rubber 111.
More specifically, the engine 20 portion of the drive side unit is supported by the anti-vibration rubber bracket 11d via a bracket 20a and an anti-vibration rubber 111 fixed to the front lower part on the left and right side surfaces of the crankcase.
On the other hand, as shown in FIG. 3, the HMT 30 portion of the drive side unit is supported by the anti-vibration rubber bracket 11d via brackets 30a and anti-vibration rubber (not shown) fixed to the left and right side surfaces of the planetary housing 360. Has been.
In this way, by supporting the driving side unit against the body frame in an anti-vibration manner, the vibration of the engine 20 and the vibration of the HST itself caused by the pulsation of the hydraulic pressure circulating in the HST 300 are propagated to the body frame 10. Is effectively prevented, and the deterioration of the operating environment due to the vibration is prevented.

  Specifically, the HMT 30 is attached to the engine 20 via an HMT attachment member 80 including an attachment flange 81 attached to the rear surface of the crankcase of the engine 20 and an HMT attachment base 82 attached to the attachment flange 81. It is connected.

The HMT mounting base 82 includes four leg portions 83 erected on the mounting flange 81, and a vertical surface portion 84 that extends between downstream ends of the leg portions 83 in the transmission direction.
The four leg portions 83 are configured such that the outer peripheral portion of the flyhole 60 is exposed outward from an imaginary line connecting adjacent leg portions.
As described above, in the present embodiment, the HMT mounting base 82 is used instead of the conventional flywheel housing of the type that completely covers the flyhole 60. The width direction interval is minimized.

  The vertical surface portion 84 is provided with a mounting flange 85 through which the HST input shaft 301 is inserted and having a central opening in which the charge pump unit 70 is accommodated. A front wall of the HST casing 340 is provided on the mounting flange 85. It is attached.

Next, the transmission 40 will be described.
As shown in FIG. 2, the transmission 40 includes a transmission case 410, a traveling system input shaft 401 supported by the transmission case 410, a front wheel, A traveling system output shaft 402 for outputting a driving force to the rear wheels and a wheel drive drive train 420 for transmitting the driving force from the traveling system input shaft 401 to the traveling system output shaft 402 are provided.

FIG. 6 is a partially exploded perspective view of the body frame 10 and the transmission 40.
As shown in FIGS. 1 and 6, the mission case 410 is fixedly supported by the pair of main frames 11 on the other side in the vehicle front-rear direction while being separated from the drive side unit.
A rear axle housing 450 in which an axle brake device 451 is installed is attached to the left and right of the transmission case 410 (see FIGS. 2 and 6).

Preferably, the rear axle housing 450 is shared between the left and right sides. In the present embodiment, support bosses 452 for a brake arm 451 for controlling a brake device are provided at two locations on the upper and lower sides, and mounting bosses 453 for the pair of main frames 11 are provided on the upper and lower surfaces. (See FIG. 6).
In addition, the code | symbol 411 in FIG. 6 is the boss | hub for attachment to the said pair of main frames 11 formed in the front right and left side surface of the said mission case 410. FIG.
Reference numeral 11e in FIG. 6 is a transmission mounting bracket fixed to the rear outer surface of each of the pair of main frames 11, and is installed and fixed to the mounting boss 453 facing the upper side of the rear axle housing 450. Is done.

The traveling system input shaft 401 is operatively connected to the traveling system output shaft 372 of the planetary gear device 350 via a shaft coupling 91 that extends along the vehicle longitudinal direction and extends downward as it goes rearward.
Preferably, the shaft coupling 91 is a vibration absorption type shaft coupling having universal joints at both ends.

The wheel drive drive train 420 includes a forward / reverse switching device 430 that switches the output direction (rotation direction) of the traveling system output shaft 402 with respect to the traveling system input shaft 401.
More specifically, the wheel drive drive train 420 includes a forward transmission path that transmits power when traveling forward and a reverse transmission path that transmits power when traveling backward.
The forward / reverse switching device 430 includes a hydraulically operated clutch and selects a forward transmission path by the action of pressure oil (that is, the driven shaft 431 is directly engaged with the traveling system input shaft 401). The reverse transmission path is selected (that is, the traveling system input shaft 401 and the driven shaft 431 are engaged via the idle gear), and the forward and backward transmission paths of the wheel drive drive train are selected. It is configured to be able to take a free wheel state in which the drive wheel is idled by shutting off (the power transmission relationship between the HMT output and the drive wheel is shut off).

  In the present embodiment, the wheel drive drive train 420 includes a two-stage gear-type subtransmission 440 between the driven shaft 431 of the forward / reverse switching device 430 and the traveling system output shaft 402. However, the auxiliary transmission can be dispensed with when the specified speed of the vehicle can be covered by the shift output range of the main transmission (HMT).

As described above, in the present embodiment, the HMT 30 acting as the main transmission is connected to the engine 20 supported on the body frame 10 on the one side in the vehicle front-rear direction so as to form a drive side unit. The transmission case 410 is fixedly supported on the fuselage frame 10 on the other side in the longitudinal direction of the vehicle in a state of being separated from the drive side unit, and the traveling system output shaft (HMT output shaft) 372 of the planetary gear unit 350 The traveling system input shaft 401 of the transmission 40 is connected via a shaft coupling 91, so that a free space is ensured at a substantially central portion in the vehicle front-rear direction of the fuselage frame 10 without increasing the overall length of the vehicle. Yes.
By securing this free space, the degree of freedom in design can be expanded when arranging the step base of the driver's seat and the mid-mount mower.

Further, if the shaft coupling 91 is of a vibration absorption type, the transmission of power from the drive side unit to the transmission 40 is more effectively prevented while the vibration of the drive side unit is more effectively prevented from propagating to the transmission 40. It can be done reliably.
Reference numeral 403 in FIGS. 2 and 6 is a front wheel driving force extraction shaft that is operatively connected to the traveling system output shaft 402 via a clutch, and extends toward the front side of the machine body. Is connected to a front axle device 90 suspended on the front side of the body frame 10 through a shaft coupling 94. Reference numeral 50 in FIG. 2 denotes a differential gear device that is operatively connected to the traveling system output shaft 402, and connects the left and right rear wheels in a differential manner.

  In the present embodiment, the transmission 40 further includes a PTO system input shaft 405 supported by the transmission case 410 so that the upstream end portion in the transmission direction extends outward, and the PTO system input shaft 405. A drive train 460 for taking out the work machine power to transmit the driving force input to the vehicle, a rear PTO shaft 406 provided so as to protrude rearward of the vehicle, a mid PTO shaft 407 provided in the lower abdomen of the vehicle, and an auxiliary pump Unit 480.

The PTO system input shaft 405 is operatively connected to the PTO system output shaft 371 of the planetary gear unit 350 via a shaft coupling 92 that extends along the vehicle longitudinal direction and downward as it goes rearward.
With such a configuration, the working vehicle 1 according to the present embodiment has a working machine drive system path and secures a free space in the vehicle longitudinal direction substantially central portion of the body frame 10 without increasing the overall length of the vehicle. Yes.

  Preferably, the shaft coupling 92 is a vibration-absorbing shaft coupling having universal joints at both ends, and thereby, it is possible to more effectively prevent the vibration of the drive side unit from propagating to the transmission 40. .

The work machine power take-out drive train 460 includes an auxiliary pump unit drive gear train 465 that transmits power from the PTO system input shaft 405 to the auxiliary pump unit 480, and a downstream side in the transmission direction of the auxiliary pump unit drive gear train 465. The hydraulic PTO clutch device 470 that engages / shuts off the power transmission from the PTO system input shaft 405 to the mid PTO shaft 407 and the rear PTO shaft 406, and on the downstream side in the transmission direction of the hydraulic PTO clutch device 470, A switching mechanism 475 that can selectively transmit the driving force from the PTO system input shaft 405 to only the mid PTO shaft 407, only the rear PTO shaft 406, or both the mid PTO shaft 407 and the rear PTO shaft 406. And.
Further, a two-stage rear PTO transmission 476 is provided in the drive system path of the rear PTO shaft 406 on the downstream side in the transmission direction of the switching mechanism 475. As shown in FIG. 6, the front wheel driving force take-out shaft 403 and the mid PTO shaft 407 protrude so as to be arranged in the left-right direction on the lower front surface of the transmission case, and the mid PTO shaft 407 The mower is attached to the mower via a shaft coupling 93.

  As described above, the auxiliary pump unit 480 is driven by the auxiliary pump unit drive gear train 465 disposed on the upstream side in the transmission direction of the hydraulic PTO clutch device 470. Therefore, the auxiliary pump unit 480 is always driven while the engine is running.

FIG. 7 shows a hydraulic circuit of the auxiliary pump unit 480.
As described above, the auxiliary pump unit 480 is on the mission case 410 and has an integral relationship with the body frame 10 side. Therefore, it is not used as a hydraulic source on the HST 300 side that vibrates integrally with the engine 20, but is used as a hydraulic source for hydraulic equipment that is integrated with the body frame 10 side.
That is, the auxiliary pump unit 480 is attached to the front wheel power steering device 110 provided in the vehicle, the PTO clutch device 470 with a negative brake mechanism, the forward / reverse switching device 430, and the rear part of the vehicle, as desired or necessary. In order to raise and lower the working machine, a hydraulic source such as a hydraulic lift device 120 provided in the vehicle as desired or necessary, and a hydraulic supply device 130 of a front loader F provided in the front portion of the vehicle as desired or necessary Used as.
In the present embodiment, the pressure oil supplied from the auxiliary pump unit 480 is first supplied to the power steering device 110, and the drain oil from here is fed to the forward / reverse switching device 430 and others using a flow dividing valve. However, the hydraulic circuit is not limited to this and can take various forms.

Next, the vehicle body frame 10 according to the present embodiment will be described.
As described above, the body frame 10 includes the pair of left and right main frames 11 extending in the longitudinal direction of the vehicle.
As shown in FIG. 6, the main frame 11 includes a first horizontal portion 11a and an inclined portion extending obliquely upward from one end portion in the vehicle front-rear direction (the rear end portion in the present embodiment) of the first horizontal portion 11a. 11b and a substantially horizontal Z shape (or a substantially inverted Z shape) when viewed from the side, including a second horizontal portion 11c extending horizontally from the vehicle longitudinal direction one end portion (the rear end portion in the present embodiment) of the inclined portion 11b. The inclined portion 11b and the second horizontal portion 11c are configured to support the connecting body in a state where the inclined body 11b and the second horizontal portion 11c are covered from above the connecting body of the transmission case 410 and the rear axle housing 450, The connecting body serves as a cross member for the pair of main frames.

The body frame 10 further includes a gate-shaped reinforcing frame 12 connected between the pair of main frames 11. The reinforcing frame 12 also functions as a cross member.
The reinforcing frame 12 is preferably disposed so as to straddle the flywheel 60 and the HST 300 at a position substantially in the middle of the first horizontal portion 11a in the front-rear direction.

More specifically, the reinforcing frame 12 has a pair of left and right side surface portions 12a connected to the pair of main frames 11, and an upper surface portion 12b extending between the upper end portions of the pair of side wall portions 12a. Yes.
A front loader mast 131 can be attached to an upper portion of the side surface portion 12a.
Further, a substantially central portion in the left-right direction of the upper surface portion 12b is provided with a base 110c for installing a controller 110a for the power steering device 110 and a handle column Sa for supporting the handle S as shown in FIG. . Furthermore, it is possible to fix a stay for attaching a fitting part such as a dashboard (instrument panel) located in the periphery of the stay to the reinforcing frame 12.
In the present embodiment, the reinforcing frame 12 is made of a steel plate, but can be made of a casting when it is necessary to increase the strength.

The machine frame 10 further includes a top plate 13 that functions as a cross member disposed so as to straddle the upper surfaces of the pair of main frames 11.
The top plate 13 is configured to be able to suspend and support the hydraulic lift device 120, and is preferably disposed near the upper portion of the transmission 40.
In the present embodiment, the top plate 13 is disposed so as to straddle the upper surface of the second horizontal portion 11 c of the pair of main frames 11.

Here, the hydraulic lift device 120 and a support structure of the hydraulic lift device 120 by the top plate 13 will be described.
8 and 9 are a plan view and a side view of the vicinity of the hydraulic lift device, respectively, and a part thereof is shown in cross section.

  As shown in FIGS. 6, 8, and 9, the hydraulic lift device 120 includes a mounting member 121 fixed to the top plate 13, and a single-acting type (or reverse movement) pivotally supported by the mounting member 121. Type) hydraulic cylinder 122, a hydraulic piston 123 accommodated in the hydraulic cylinder 122 so as to reciprocate by the action of hydraulic pressure, and a pair of lift arms operatively connected to the piston rod of the hydraulic piston 123 124.

  More specifically, the mounting member 121 has both an upper surface 121a attached to the lower surface of the top plate 13 and both ends of the upper surface 121a in the vehicle width direction so as to be slightly wider than the diameter of the hydraulic cylinder 122. The cross section has a U-shape having left and right side portions 121b extending downward from the portion. The attachment member 121 is formed, for example, by bending a steel plate. Further, an elevation control valve 120a of the hydraulic lift device 120 is mounted on one outer surface of the left and right side surfaces 121b. The lift control valve 120a includes a pump port 120b that receives drain oil from the power steering device 110, and a cylinder port 120c that supplies and discharges pressure oil to and from the hydraulic piston 123 of the hydraulic lift device 120. .

A front crossbar 121c supported by the left and right side surfaces 121b is provided in front of the mounting member 121, and the hydraulic cylinder 122 is positioned between the left and right side surfaces 121b. It is pivotally supported by the cross bar 121c.
A rear crossbar 121d supported by the left and right side surfaces 121b is provided behind the mounting member 121. Both ends of the rear crossbar 121d extend outward from the side surface 121b of the mounting member 121, and the pair of lift arms 124 are pivotally supported at both ends.

As shown in detail in FIGS. 8 and 9, the pair of lift arms 124 has a substantially V shape in a side view. More specifically, each of the pair of lift arms 124 includes a first piece 124a having one end pivotally supported by the rear crossbar 121d and the other end extending forward and downward from the one end. And a second piece 124b extending rearward from the other end of the piece 124a.
The other ends (vertex portions) of the first pieces 124a in the pair of lift arms 124 are connected by a connecting bar 124c, and a piston rod is connected to a substantially central position of the connecting bar 124c.
An upper end portion of a lift link 150 connected to a lower link constituting a general three-point link hitch mechanism is mounted on the rear end portion of the second piece 124b.
Further, a hinge 151 for mounting a top link of the three-point link hitch mechanism is provided at the rear end portion of the attachment member 121.
In addition, the code | symbol 122a in FIG. 9 is the oil supply / discharge port of the said hydraulic cylinder 122, and is connected with the cylinder port 120c of the said raising / lowering control valve 120a through piping. Reference numeral 122b denotes an air / leakage oil drain port when the hydraulic cylinder 122 is a single acting type, and is connected to an upper air reservoir of the mission case 410 through a pipe.

As described above, in the present embodiment, the top plate 13 to which the hydraulic lift device 120 is mounted is detachably fixed to the upper surfaces of the pair of main frames 11, thereby obtaining the following effects. Can do.
That is, according to such a configuration, the load when the working machine is raised and lowered by the hydraulic lift device 120 directly acts on the pair of main frames 11 instead of the mission case 410. Therefore, it is not necessary to manufacture the mission case 410 with higher strength than necessary. Moreover, since the top plate 13 connects the main frames 11 to each other, it also functions as a cross member.

  Further, according to the above configuration, since the hydraulic lift device 120 is mounted on the top plate 13 to obtain the hydraulic lift device assembly, the assembly can be attached to the pair of main frames 11, so that the assembly work is easy. The hydraulic lift device 120 can be easily replaced or repaired. For example, when exchanging hydraulic cylinders having different capacities, the exchanging can be performed in units of hydraulic lift device assemblies regardless of other members such as a transmission case.

  The vehicle body frame 10 further includes a lops (Roll Over Protection System) support frame 14 that connects the pair of main frames 11 at one end in the vehicle front-rear direction (the rear end in the present embodiment). .

The lops support frame 14 includes a pair of vertically extending pieces 14a connected to rear end portions of the second horizontal portion 11c of the pair of main frames 11, and upper ends of the pair of vertically extending pieces 14a. The upper plate 14b is connected to the upper plate 14b, and the lops 140 can be attached to the upper plate 14b.
Further, the lower link pivot bar 14c can be supported on the pair of vertically extending pieces 14a so as to straddle between the pair of vertically extending pieces 14a (see FIGS. 1 and 6).

Further, the body frame 10 may include a lower plate 15 that connects the lower ends of the pair of vertically extending pieces 14 a in the lops support frame 14 to each other.
The lower plate 15 forms a quadrangular reinforcing frame in cooperation with the lops support frame 14, thereby increasing the rigidity of the lops support frame 14 as well as the airframe frame 10 connected thereto. Stiffness can also be increased.
On the bottom surface of the lower plate 15, a tow bar storage box 15a for supporting the tow bar is preferably mounted.
In the present embodiment, the transmission case 410 is fixed to the upper surface of the lower plate 15, and the rigidity of the lops support frame 14 and the fuselage frame 10 is increased along with the stable support of the transmission case 410. We are trying to improve.

Next, the speed change control mechanism of the working vehicle 1 according to the present embodiment will be described.
FIG. 10 shows a shift control circuit of the working vehicle.

  As shown in FIG. 10, the working vehicle 1 includes a forward travel pedal 510 and a reverse travel pedal 520 as speed change control mechanisms, and a speed hydraulic device 530 that controls the tilt position of the output adjustment member 313 in the HST 300. And a traveling direction switching hydraulic device 540 for controlling the forward / reverse switching device 430, and a control device 550 for controlling each device.

The control device 550 includes a control unit 551 such as a CPU, and a sensor unit 552 that detects and detects operating states of various devices or members.
In the present embodiment, the sensor unit 552 includes an operation detection sensor 552a that detects whether the forward travel pedal 510 and the reverse travel pedal 520 are operated based on whether or not the pedal shaft is rotated. An operation amount detection sensor 552b such as a potentiometer that detects the pedal shaft rotation operation amount (depression angle) of both pedals, and a tilt position detection sensor 552c that detects the tilt amount of the output adjustment member 313 of the HST 300. The HST input sensor 552d for detecting the rotation speed of the input shaft 301 of the HST 300 or the PTO output shaft 371 directly connected to the HST input shaft 301, and the HST output sensor 552e for detecting the rotation speed of the HST output shaft 302. And are included.

Note that whether or not the pedals 510 and 520 are operated can also be detected based on whether or not a signal other than the initial value signal is transmitted from the operation amount detection sensor 552b. That is, the time point when the non-initial value signal is transmitted from the operation amount detection sensor 552b can be regarded as the time point when the pedals 510 and 520 are operated. In such an aspect, the operation detection sensor 552a is not required. be able to.
Each pedal is provided with a return spring (not shown), for example, so that when the foot is released from the pedal surface, the detection value from each sensor 552 becomes zero.

The speed hydraulic device 530 includes a hydraulic piston device 531 having a piston operatively connected to the output adjustment member 313 of the HST 300, and an electromagnetic proportional control valve 532 for switching a supply / discharge oil passage of the hydraulic piston device 531. The tilting position of the output adjusting member 313 can be changed or held by switching the supply / discharge oil passage.
That is, the valve body of the electromagnetic proportional control valve 532 has a first position for shifting the output of the HST 300 to one side of forward and reverse, a second position for shifting the output of the HST 300 to the other side of forward and reverse, and the HST And a neutral position for maintaining the output of that state in that state.
As shown in FIG. 10, the electromagnetic proportional control valve 532 is supplied with pressure oil from the charge pump unit 70. Therefore, preferably, the electromagnetic proportional control valve 532 is mounted on the drive side unit (not shown) together with the hydraulic piston device 531.

  The traveling direction switching hydraulic device 540 includes an electromagnetic switching valve 541 that switches a supply / discharge oil path of the forward / reverse switching device 430. By switching the supply / discharge oil path, the traveling system row output of the transmission 40 is provided. The rotation direction of the shaft 402 is switched between the forward direction and the reverse direction, and power transmission to the traveling system output shaft 402 can be interrupted.

That is, the valve body of the electromagnetic switching valve 541 is engaged with the forward drive position where the forward / reverse switching device 430 applies pressure oil so that the forward drive path is engaged with the reverse drive path. A reverse position where pressure oil is applied to the forward / reverse switching device 430 and a neutral position where the transmission path of the wheel drive drive train 420 is blocked can be taken.
Note that pressure oil is supplied from the auxiliary pump unit 480 to the electromagnetic switching valve 541.

The shift control mechanism having such a configuration operates as follows.
As described above, the HMT 30 is substantially in the output stop state when the output adjustment member 313 of the HST 300 is tilted to the maximum tilt position (hereinafter referred to as the initial position) on one of the forward and reverse sides, and the output The HMT output is configured to increase as the adjustment member 313 is tilted from the initial position toward the maximum tilt position on the other side of the forward and reverse directions.

The working vehicle 1 according to the present embodiment is configured as follows in order to obtain the relationship between the HST output adjusting member 313 and the HMT output.
When the engine 20 is in operation and the vehicle is stopped when both the pedals 510 and 520 are not operated, the detected value zero is input from each sensor 552 to the control unit 551. Based on such an input signal, the control unit 551 positions the electromagnetic proportional control valve 532 at the first position. Accordingly, the hydraulic piston device 530 pushes the output adjustment member 313 toward the initial position. When it is detected that the output adjusting member 313 has reached the initial position, the control unit 551 returns the electromagnetic proportional control valve 532 to the neutral position.

At this time, the initial position setting of the output adjustment member 313 is based on the calculation of the control unit 551 based on the detection signal from the HST input sensor 552d and the HST output sensor 552e together with the signal from the tilt position detection sensor 552c. Adjusted.
That is, since the input rotation speeds to the sun gear 351 and the planet carrier 353 are known from the signals of the HST output sensor 552e and the HST input sensor 552d, respectively, the output of the HMT 30 is substantially stopped by calculation based on the set gear ratio of the planetary gear unit 350. It can be confirmed whether it is in a state.

In the present embodiment, the configuration is such that the zero of the HMT output is confirmed by the calculation based on the rotational speed of the HST input shaft 301 and the rotational speed of the HST output shaft 302. It is also possible to provide a rotation speed sensor on the (travel system output shaft) 372.
However, the approximate output stop of the HMT 30 by the rotation speed sensor for the HMT output shaft (travel system output shaft) 372 and the calculation based on the rotation speed of the HST input shaft 301 and the rotation speed of the HST output shaft 302 are performed. Compared with the detection of the stop state, since the latter has less detection error, the non-rotation of the HMT output is preferably detected by calculation based on the rotation speed of the HST input shaft 301 and the rotation speed of the HST output shaft 302. The

Next, a case where the work vehicle 1 is moved forward or backward will be described.
When the work vehicle 1 is moved forward or backward, the driver selectively presses either the forward pedal 510 or the reverse pedal 520.
For example, it is assumed that the driver presses the forward pedal 510. When the control unit 551 detects the start of operation of the forward pedal 510 by an input signal from the operation detection sensor 552a or the operation amount detection sensor 552b, the control unit 551 controls the travel direction switching hydraulic device 540. The valve main body of the electromagnetic switching valve 541 is moved to the forward position. As a result, the forward / reverse switching device 430 enters a forward state in which the forward transmission path is engaged.

  When the driver presses the forward pedal 510, the control unit 551 is based on input signals from the operation amount detection sensor 552b, the tilt position detection sensor 552c, the HST input sensor 552d, and the HST output sensor 552e. The electromagnetic proportional control valve 532 is controlled so that the operation amount of the forward pedal 510, the tilt position of the output adjustment member 313 of the HST 300, and the HMT output are in the relationship shown in FIG.

When the driver releases the operation to the forward pedal from the state in which the forward pedal 510 is pressed, the control unit 551 causes the electromagnetic switching valve 541 to be in the previous state (that is, the electromagnetic switching). The valve main body of the valve 541 is configured to be held in a forward position.
That is, when the driver presses the forward pedal 510, the controller 551 excites the forward excitation solenoid 541a in the electromagnetic switching valve 541 to thereby control the valve of the electromagnetic switching valve 541. The body is in the forward position. When the driver releases the pressing operation of the forward pedal 510 from this state, the control unit 551 controls the electromagnetic control valve 541 so as to maintain the excitation state of the forward excitation solenoid 541a.

With this configuration, when the forward pedal 510 is pushed and operated to advance the vehicle, when the forward pedal 510 is released, the forward transmission path is in the engaged state. Will be maintained.
By the way, when the operation of the forward pedal 510 is released, the HST 300 is in the maximum output state on one side of the forward and reverse, and the HMT is in the forced zero output stop state. In other words, when the pressing operation of the forward pedal 510 is released, the driving wheel is operatively connected to the HMT output shaft 372 that is forced to have zero output, whereby the braking force by the HMT 30 is applied to the driving wheel. Is added. The HMT braking force acts as a rotational resistance when the vehicle is stopped from the vehicle forward state, and effectively prevents unexpected movement of the work vehicle.
The HMT braking force acts in the same manner when the reverse pedal operation is released from the reverse pedal operation state.

  Thus, in the working vehicle 1 according to the present embodiment, when the forward pedal 510 or the reverse pedal 520 is pressed from an unoperated state, the forward / reverse switching device 430 engages the corresponding transmission path. In addition, when the forward pedal 510 or the reverse pedal 520 is released from the pressing operation state, the forward / reverse switching device 430 is configured to maintain the engaged state of the engaged transmission path. As a result, when the work vehicle is stopped from the running state, the HMT braking force is applied to the drive wheels.

Furthermore, the working vehicle 1 according to the present embodiment includes a freewheel mechanism 600 that forcibly sets the forward / reverse switching device 430 to the neutral state when the HMT 30 is substantially in the output stopped state.
More specifically, the freewheel mechanism 600 includes an operation member 601 such as an operation lever provided in the driver's seat, and an operation detection sensor 602 that detects ON / OFF of the operation member 601, and the HMT 30 is substantially omitted. When an ON signal from the operation detection sensor 602 is input to the control unit 551 in the output stop state, the control unit 551 positions the valve body of the electromagnetic switching valve 541 to a neutral position. Yes.

  When the valve body of the electromagnetic switching valve 541 is positioned at the neutral position, the pressure oil is drained from the forward / reverse switching device 430, and the pressure oil from the auxiliary pump 70 is also drained. The train transmission path is interrupted. That is, when the valve main body of the electromagnetic switching valve 541 is located at the neutral position, the drive wheel is in a free wheel state with respect to the HMT output shaft 372.

By providing such a free wheel mechanism 600, the working vehicle 1 can be easily moved when the working vehicle 1 is forcibly pulled or pushed while the engine 20 is driven.
Whether or not the HMT 30 is substantially in the output stop state is detected by calculating input signals from the HST input sensor 552d and the HST output sensor 552e.

In the working vehicle 1 having such a configuration, the following effects can be obtained.
That is, the HMT 30 in which the HST 300 and the planetary gear unit 350 are combined in the wheel drive transmission path from the drive source 20 to the drive wheel, and the output of the HMT 30 are operatively received and before and after the rotation direction of the HMT output is switched. In a working vehicle in which an advance switching device 430 is inserted in series, the HST 300 is operatively connected to the drive source 20 and the hydraulic pump unit 310 and the hydraulic motor unit 320, at least one of which is a variable displacement type. A pump shaft 301 that drives the hydraulic pump unit 310 and a motor shaft 302 that is driven by the hydraulic motor unit 320, and a forward / reverse bidirectional output that is output via the motor shaft 302. An HST variable output is operatively input to the second element of the planetary gear unit 350.
Then, when the HST variable output is in the forward / reverse one side maximum state, the HMT 30 is substantially in the output stop state, and the HST variable output changes from the forward / reverse one side maximum state to the forward / reverse other side maximum state. Accordingly, the configuration is such that the output is substantially shifted from the output stop state to the maximum output state.

Therefore, the entire range of the shift width obtained by the HMT 30 can be used for the vehicle forward shift range or the vehicle reverse shift range, so that the travel shift range including forward and backward travel (that is, the maximum forward speed and the maximum reverse speed) The HST can be reduced in size while widening the absolute value difference of the HST.
That is, in the conventional HMT, the forward / reverse rotation of the HMT output is manifested by the variable motor output of the HST. More specifically, in the conventional HMT, the forward and reverse bidirectional HMT output is obtained by changing the variable motor output of the HST from the forward / reverse one side maximum output state to the forward / reverse other side maximum output state.
In such a conventional configuration, it is necessary to increase the capacity of the HST in order to increase the travel speed range including forward and backward travel. Increasing the size of the HST leads to high costs, increasing the size and weight of the entire HMT, and increasing the size of the cooling device.

On the other hand, in the present embodiment, as described above, the entire HMT output variable range obtained by changing the HST variable output from the forward / reverse one side maximum state to the forward / reverse other side maximum state is all in the forward direction and the reverse direction. A forward / reverse switching device 430 is provided downstream in the transmission direction of the HMT, and forward / reverse rotation of the HMT output is performed by the forward / backward switching device 430 and transmitted to the drive wheels.
Therefore, the travel shift width that the HST bears out of the travel shift width including the forward / reverse travel can be reduced, whereby the HST can be reduced in size.
Such downsizing of the HST is advantageous in reducing the size and weight of the drive unit when the HST 300 constitutes the drive unit on the engine side as in the present embodiment, in addition to eliminating the inconvenience. This can contribute to simplification of the vibration-proof support structure of the drive unit.

  Furthermore, in the working vehicle 1 according to the present embodiment, the forward / reverse switching device 430 shuts off the wheel drive transmission path when the HMT 30 is substantially in the output stop state, and causes the drive wheel to It is configured to be able to assume a freewheel state that is irrelevant to the HMT.

In such a configuration, it is not necessary to strictly manage the accuracy of the HMT so that an accurate output stop state can be obtained with the HMT alone, and therefore the HMT can be manufactured relatively easily.
That is, in the conventional configuration in which the HMT output stop state is obtained by the tilt position of the HST output adjustment member, it is necessary to manufacture the HMT with high accuracy. Further, when the HMT cannot be brought into the output stop state only by controlling the HST output adjusting member, it is necessary to separately provide a clutch for cutting off the traveling system transmission path on the downstream side in the transmission direction of the HMT.

  On the other hand, in this embodiment, since the forward / reverse switching device 430 disposed on the downstream side in the transmission direction of the HMT 30 is used to obtain the freewheel state, the HMT alone is accurate. There is no need to obtain an output stop state. Therefore, the HMT 30 can be manufactured relatively easily. Further, since the freewheel state is obtained using the forward / reverse switching device 430, the clutch function can be obtained while reducing the parts to be added as much as possible.

  In the present embodiment, when the HMT 30 is substantially in the output stop state, when an external operation signal is input via the operation member 600, the forward / reverse switching device 430 is in the free wheel state. Alternatively, the forward / reverse switching device 430 can be configured to automatically enter the freewheel state when the HMT 30 is substantially in the output stopped state.

FIG. 11 shows an example of a shift control circuit in a working vehicle configured such that when the HMT 30 is substantially stopped, the forward / reverse switching device 430 can automatically enter a free wheel state.
Hereinafter, the working vehicle shown in FIG. 11 will be described focusing on differences from the present embodiment.

  The shift control mechanism shown in FIG. 11 controls the forward / reverse common travel pedal 510 ′, the forward / reverse switching operation member 520 ′, the speed hydraulic device 530, the travel direction switching hydraulic device 540, and the devices. A control device 550 is provided, and a freewheel mechanism 600 ′ is provided.

  The free wheel mechanism 600 ′ has a rotational resistance impartable state in which rotational resistance can be selectively applied / released to a member located downstream in the transmission direction of the forward / reverse switching device 430, and the drive wheel is in a free wheel state. It is comprised so that it can switch between the freewheel possible states to obtain.

  More specifically, the free wheel mechanism 600 ′ includes an operation member 601 ′ provided in a driver's seat, an ON / OFF sensor 602 ′ that detects ON / OFF of the operation member 601 ′, and the operation member 601 ′ is OFF. A hydraulic brake device 603 ′ is provided, which is in a state in which a rotational resistance can be applied when it is in the position, and in which the rotational resistance is released when the operation member is in the ON position.

  The hydraulic brake device 603 ′ includes a hydraulic piston 603a ′ configured to always apply a braking force to the driven shaft 431 of the forward / reverse switching device 430 by an urging member, and supply / discharge oil of the hydraulic piston. And a brake switching valve 603b ′ for switching the path, and configured to release the rotational resistance when pressure oil is supplied to the hydraulic piston 603a ′.

  When the operation member 601 'is in the ON position, the brake switching valve 603b' is fixedly held in a rotational resistance release state that supplies pressure oil to the hydraulic piston 603a ', and the operation member 601' When in the OFF position, control is performed by the control unit 551 so that the rotation resistance release state and the rotation resistance application state can be selectively taken in conjunction with the forward / reverse common pedal 510 ′ and the forward / reverse switching operation member 520 ′. Is done.

That is, when the operation member 601 ′ is in the ON position, the hydraulic brake device 603 ′ is in a state in which the rotation resistance is released without applying a braking force regardless of the operation of other operation members.
On the other hand, when the operation member 601 ′ is in the OFF position, the hydraulic brake device 603 ′ can apply a rotation resistance to selectively apply / release rotation resistance according to the operation state of the other operation member. It is said.

The shift control mechanism having such a configuration operates as follows.
First, the case where the operation member 601 ′ is positioned at the OFF position will be described.
In the non-operating state of the forward / reverse common pedal 510 ′, the control unit 551 is configured such that the valve body of the electromagnetic switching valve 541 is positioned at the neutral position and the valve body of the brake switching valve 603b ′ is at the rotational resistance applying position. The electromagnetic switching valve 541 and the brake switching valve 603b ′ are controlled so as to be positioned at the position.

When the driver moves the forward / reverse switching member 520 ′ to the forward position or the reverse position and presses the common pedal 510 ′, the control unit 551 causes the valve body of the electromagnetic switching valve 541 to move forward or backward. And the electromagnetic switching valve 541 and the brake switching valve 603b ′ are controlled so that the brake switching valve 603B ′ shifts to the rotational resistance release position, and the HMT according to the operation amount of the common pedal 510 ′. The electromagnetic proportional solenoid valve 532 is controlled so as to obtain an output. Thereby, the vehicle traveling speed according to the operation amount of the common pedal 510 ′ in the direction selected by the forward / reverse switching member 520 ′ is obtained.
The position detection of the forward / reverse switching member 520 ′ is performed by a signal from the switching member position sensor 552f.

  When the pressing operation of the shared pedal 510 ′ is released from this state, the control unit 551 controls the electromagnetic proportional control valve 532 and the forward / reverse switching operation member 520 so that the HMT 30 is substantially stopped. Regardless of the position of ', the electromagnetic switching valve 541 and the brake switching valve are arranged so that the valve body of the electromagnetic switching valve 541 is positioned at the neutral position and the brake switching valve 603b' is positioned at the rotational resistance applying position. To control.

That is, in the mode shown in FIG. 11, when the operation member is positioned at the OFF position, the forward / reverse switching member 520 ′ is positioned at either the forward position or the reverse position when the vehicle starts and is shared. When the pedal 510 ′ is pressed, the forward / reverse switching device 430 is in a transmission state, and the hydraulic brake device 603 ′ is in a rotational resistance release state.
Then, when the pressing operation of the common pedal 510 ′ is released from the vehicle running state and the HMT 30 is substantially in the output stop state, the forward / reverse switching device 430 enters the power cut-off state regardless of the engagement position of the forward / reverse switching member 520 ′. And hydraulic brake device 603 'will be in a rotation resistance provision state.

Next, the case where the operation member 601 ′ is positioned at the ON position in the aspect shown in FIG. 11 will be described.
In the aspect shown in FIG. 11, when the operation member 601 ′ is positioned at the ON position, the control unit 551 determines that the driver has indicated that the vehicle is not allowed to travel, and the forward / reverse switching member 520. Regardless of the operation of ', the forward / reverse switching device 430 is automatically set to the neutral state based on the substantially output stop state of the HMT 30.

  As described above, when the operation member 601 ′ is located at the ON position, the hydraulic brake device 603 ′ is in a rotational resistance release state, and therefore when the forward / reverse switching device 430 is in a neutral state. The drive wheel is in a free wheel state that can rotate freely.

  In this embodiment, the hydraulic clutch switching device has been described as an example of the forward / reverse switching device 430. However, as shown in FIG. 12, a color shift type or dog clutch type forward / backward switching device 430 ′ is employed. It is also possible to do.

In the embodiment shown in FIG. 12, instead of a single electromagnetic switching valve 541, a forward switching valve 541F and a backward switching valve 541R are provided. The output ports of both switching valves 541F and 541R are connected to the oil input port of the two-stage telescopic exterior hydraulic cylinder 700.
With such a configuration, when both switching valves 541F and 541R are located at the pressure oil supply position (I position in FIG. 12), the forward / reverse switching device 430 ′ takes a neutral state.
When the forward switching valve 541F is positioned at the pressure oil supply position (I position) and the reverse switching valve 541R is positioned at the pressure oil discharge position (II position), the hydraulic cylinder 700 contracts and the piston 701 is moved. Shifts to the right side of the page, and the forward / reverse switching device 430 ′ takes the reverse state.
On the contrary, when the forward switching valve 541F is positioned at the pressure oil discharge position (II position) and the reverse switching valve 541R is positioned at the pressure oil supply position (II position), the hydraulic cylinder 700 is extended. Then, the piston 701 moves to the left in the drawing, so that the forward / reverse switching device 430 ′ can take the forward movement state. Note that reference numeral 702 in FIG. 12 is a spring for accumulating the operating force of the piston 701 and keeping the clutch shifter 431 ′ pressed in the engaging direction when the clutch is not completely engaged. .

Embodiment 2
Hereinafter, other preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIGS. 13 and 14 are a schematic side view and a transmission schematic diagram of the working vehicle 1 ′ according to the present embodiment, respectively.
In the figure, the same or corresponding members as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 14, the working vehicle 1 ′ according to the present embodiment includes the drive source 20 and the HMT 30 instead of the forward / reverse switching device 430 provided in the transmission 40 in the first embodiment. Is provided with a forward / reverse switching device 430 ′.

  Specifically, the working vehicle 1 ′ includes the body frame 10, the engine 20 that is supported in an anti-vibration manner on one side of the body frame 10 in the longitudinal direction of the vehicle, and a main transmission that shifts and transmits the driving force from the engine. , The transmission 40 that receives the output of the HMT 30 and drives the drive axle, and the forward / reverse switching device 430 that is interposed between the drive source 20 and the HMT 30.

FIG. 15 shows a vertical side view of the vicinity of the HMT 30 in the working vehicle 1 ′.
As shown in FIGS. 14 and 15, the forward / reverse switching device 430 ′ includes a drive shaft 435 ′ connected to the flywheel 60 (preferably via a damper 61), and the drive shaft 435 ′. A driven shaft 436 ′ arranged in parallel, a forward transmission path 430F ′ for transmitting power from the drive shaft 435 ′ to the driven shaft 436 ′ at the time of forward movement, and the driven shaft 436 from the drive shaft 435 ′ at the time of backward movement. A reverse transmission path 430R 'for transmitting the power to', and a forward transmission path 430F 'and a hydraulically operated clutch 437 inserted in the reverse transmission path 430R'.

  In the present embodiment, the forward / reverse switching device 430 ′ is accommodated in a flywheel housing 65 ′ that is connected between the engine 20 and the HST casing 340.

That is, the working vehicle 1 ′ includes a flywheel housing 65 ′ instead of the HMT mounting member 80.
The flywheel housing 65 ′ includes a cylindrical main body 66 ′ whose upstream side in the transmission direction is connected to the mounting flange 81 and whose downstream side in the transmission direction is connected to the HST casing 340, and transmission of the main body 66 ′. And a bearing wall 67 ′ provided substantially in the center in the direction.
The main body 66 ′ has an opening through which the flywheel 60 can be inserted on the upstream end face in the transmission direction, and an opening through which the forward / reverse switching device 430 ′ can be inserted into the downstream end face in the transmission direction. Yes.

In the flywheel housing 65 ′ having such a configuration, portions of the main body portion 66 ′ located on the upstream side in the transmission direction and the downstream side in the transmission direction from the bearing wall 67 ′ are respectively flywheel storage chambers of a dry chamber. And an oil chamber forward / reverse switching device accommodating chamber.
In the present embodiment, the charge pump unit 70 is housed in the flywheel housing chamber in a state of being rotationally driven by the drive shaft 435 ′.
The charge pump 70 can be driven by another shaft, or another pump can be used as a charge pump.

The drive shaft 435 ′ is supported by the bearing wall 67 ′ and the planetary housing 60. The drive shaft 435 ′ is connected to the flywheel 60 at the upstream end in the transmission direction through the bearing wall 67 ′, and the center end 330 and the planetary housing 360 are connected to the flywheel 60 at the downstream end in the transmission direction. It penetrates and projects downstream in the transmission direction.
In the present embodiment, the downstream end of the drive shaft 435 ′ in the transmission direction constitutes the PTO output shaft 371.

The driven shaft 436 ′ is supported by the bearing wall 67 ′ and the upstream end surface in the transmission direction of the HST casing 340 so as to be coaxial with the input shaft (pump shaft) 301.
The driven shaft 436 ′ and the input shaft 301 are connected so as not to rotate relative to each other in the state where the opposed end portions thereof are abutted with each other.
That is, a driving force is transmitted from the driving source 20 to the input shaft 301 via the driven shaft 436 ′.
Of course, there may be a case where acceleration / deceleration is performed between the driven shaft 436 ′ and the input shaft 301 depending on the specifications of the vehicle.

In the present embodiment, the fixed gear 382 in the gear train 380 is connected to the HST input shaft 301 so as not to rotate relative thereto, whereby a constant driving force from the driving source 20 is used as the first element. It can input to the planet carrier 353 which acts.
Further, reference numeral 438 ′ in FIG. 14 is a counter shaft that is a component of the reverse transmission path 430R ′.

FIG. 16 is a cross-sectional view taken along line XVI-XVI in FIG.
As shown in FIG. 16, in the present embodiment, the front wheel driving force take-out shaft 403 and the front axle device 90 are connected in order to position the swing center of the front axle device 90 at the approximate center in the vehicle width direction. The shaft coupling 94 to be connected is disposed at the approximate center in the vehicle width direction.
Further, in such a configuration, in order to reduce the vertical and horizontal widths of the HMT 30 as much as possible, the drive shaft 435 ′ (PTO output shaft 371), the input shaft 301, and the output shaft 302 (running) System intermediate shaft 373) are juxtaposed in the vertical direction, and the drive shaft 430 ′ (PTO system output shaft 371) is arranged at the approximate center in the vehicle width direction, and an imaginary line F passing through each axis is perpendicular to the vertical direction. It is arranged to be inclined.
Thereby, the HMT 30 can be miniaturized as much as possible while avoiding a conflict with the shaft coupling 94.

Reference numerals 313a and 313b in FIG. 16 denote a control shaft and a control arm constituting the output adjusting member 313, respectively, and the hydraulic piston device 531 is operatively connected to a free end of the control arm 313b. Has been.
With this configuration, by controlling the speed hydraulic device 530 and swinging the control arm 313b, the control shaft 313a rotates about the axis, and the suction / discharge amount of the hydraulic pump unit 310 changes. It has come to be able to do.
Reference numeral 313c in FIG. 16 denotes a neutral position return mechanism having a neutral position adjustment function.

  The hydraulically actuated clutch 437 is in a forward state in which power is transmitted from the drive shaft 435 ′ to the driven shaft 436 ′ via the forward transmission path 430F ′ based on control of a hydraulic circuit to be described later, and the reverse drive A reverse state in which power is transmitted from the drive shaft 435 ′ to the driven shaft 436 ′ via the transmission path 430R ′ and a neutral state in which power transmission from the drive shaft 435 ′ to the driven shaft 436 ′ is interrupted are taken. Configured to get.

  In the working vehicle 1 ′ having such a configuration, as in the first embodiment, the travel shift width including forward and backward travel (that is, the absolute value difference between the maximum forward speed and the maximum reverse speed) is widened, and the HST The size can be reduced, and the effect that the zero output adjustment of the HMT can be performed roughly can be obtained.

Further, in the working vehicle 1 ′, the forward / reverse switching device 430 ′ is disposed upstream of the HMT 30 in the transmission direction, thereby reducing the size of the forward / reverse switching device 430 ′. it can.
That is, with such a configuration, the driving force from the driving force 20 is input to the forward / reverse switching device 430 ′ before deceleration. Therefore, the load torque applied to the forward / reverse switching device 430 ′ can be reduced, and thereby the forward / reverse switching device 430 ′ can be reduced in size.

In the working vehicle 1 ′, as described above, the drive source 20, the forward / reverse switching device 430 ′, and the HMT 30 form a drive side unit that is supported by vibration isolation with respect to the body frame 10, and The output from the drive side unit is input to the transmission 40 ′ that is spaced apart via shaft couplings 91 and 92.
That is, in the present embodiment, the main traveling system transmissions are concentrated in the drive side unit. Therefore, it is possible to easily cope with a change in vehicle specifications by replacing only the drive side unit.

  In the present embodiment, the bracket 20a (see FIG. 13) fixed to the crankcase, the bracket 30a ′ (see FIGS. 1, 15, and 16) fixed to the upper surface of the center section 330, and the main frame 11 The anti-vibration rubber bracket 11d fixed to the left and right and front and rear, and the anti-vibration rubber 111 interposed between the brackets 20a and 30a ′ and the anti-vibration rubber bracket 11d, the drive side unit is The frame 11 is supported in an anti-vibration manner, thereby effectively suppressing the vibration of the driving unit from propagating to the body frame.

Next, the shift control circuit of the working vehicle 1 ′ according to the present embodiment will be described focusing on the differences from the first embodiment.
FIG. 17 is a shift control circuit diagram in the working vehicle 1 ′.

The working vehicle 1 ′ uses the forward travel pedal 510 and the reverse travel pedal 520 (not shown) as a speed change control mechanism, and the speed hydraulic pressure that controls the tilt position of the output adjustment member 313 in the HST 300. A device 530, a traveling direction switching hydraulic device 540 'for controlling the forward / reverse switching device 430', and the control device 550 (not shown) for controlling each device are provided.
That is, the working vehicle 1 ′ includes a traveling direction switching hydraulic device 540 ′ in place of the traveling direction switching hydraulic device 540 in the first embodiment.

  The traveling direction switching hydraulic device 540 ′ includes first and second electromagnetic switching valves 541a inserted in series in the forward supply / discharge oil passage 545F and the reverse supply / discharge oil passage 545R of the forward / reverse switching device 430 ′. ', 541b'.

  Specifically, the first electromagnetic switching valve 541a ′ has an F position where the forward supply / discharge oil passage 545F communicates with the pressure oil supply oil passage 75 and the reverse supply / discharge oil passage 545R communicates with the drain passage 76. The forward supply / discharge oil passage 545F communicates with the drain passage 76, and the reverse supply / discharge oil passage 545R communicates with the pressure oil supply oil passage 75 (see FIG. 17). Is in the F position).

  The second electromagnetic switching valve 541b ′ includes a release position where the forward supply / discharge oil passage 545F, the reverse supply / discharge oil passage 545R and the pressure oil supply oil passage 75 communicate with the drain passage 76, and the forward supply / discharge oil passage 545F. In addition, it is possible to adopt a communication position in which each of the reverse supply / discharge oil passages 545R can be supplied with pressure oil (in FIG. 17, it is located at the release position).

The first and second electromagnetic switching valves 541a ′ and 541b ′ are controlled by the control unit 551 based on a signal from the sensor unit 552, as in the first embodiment.
That is, for example, when the operation of the forward travel pedal 510 is detected by the sensor unit 552, the control unit 551 moves the first electromagnetic switching valve 541a ′ to the F position based on the detection signal from the sensor unit 552. And the second electromagnetic switching valve 541b 'is positioned at the communication position.

Table 1 below shows a control method of the first and second electromagnetic switching valves 541a ′ and 541b ′.
Note that the F mode, N mode, and R mode in Table 1 are the forward operation mode, the neutral operation mode, and the neutral operation mode that are determined by the control device 550 based on the operation status of the forward travel pedal 510 and the reverse travel pedal 520, respectively. The reverse operation mode.

As described above, in the present embodiment, when the control device 550 determines that the vehicle travel state is the N mode based on the operation state of the forward travel pedal 510 and the reverse travel pedal 520, the forward / reverse switching is performed. The device 430 ′ is set in a power cut-off state.
Therefore, power transmission to the input shaft 301 is interrupted, and as a result, the HMT 30 is in a zero output state.

Preferably, even in the N mode, it is possible to selectively provide a power neutral function for setting the forward / reverse switching device 430 ′ to a power transmission state.
That is, in the control method shown in Table 1, the transmission path from the HMT 30 to the drive wheel is disconnected from the drive source 20 when the forward travel pedal 510 and the reverse travel pedal 520 are not operated. Therefore, the drive wheel can be freely rotated.

  Such a control method is effective when the working vehicle 1 ′ is forcibly pulled or pushed while the engine 20 is driven. On the other hand, the working vehicle 1 ′ travels on a slope or the like. Problems can arise when switching directions.

That is, when the vehicle traveling direction is switched, the control device 550 always detects the N mode. For example, when shifting from the vehicle reverse state to the vehicle forward state, the control device 550 detects the shift from the R mode to the N mode to the F mode.
Therefore, when the traveling direction of the working vehicle 1 ′ is switched on a slope or the like, the control method shown in Table 1 may cause the working vehicle 1 ′ to move down unexpectedly in the N mode.

In view of this point, for example, by operating a power neutral switch provided near the driver's seat, either the forward transmission path 430F ′ or the reverse transmission path 430R ′ is maintained in the transmission state even in the N mode. It may be configured to develop a power neutral function.
Table 2 below shows a control method when the power neutral function is developed.

In the control method shown in Table 2, since the forward / reverse switching device 430 'is maintained in the power transmission state even in the N mode, the vehicle is prevented from moving downward unexpectedly when the traveling direction is switched on a hill or the like. it can.
Table 2 shows a control method in which the forward transmission path 430F ′ is in the transmission state in the N mode.

In the present embodiment, the travel direction switching hydraulic device 540 ′ includes first and second electromagnetic switching valves inserted in series in the supply / discharge oil passages 545F and 545R of the forward / reverse switching device 430 ′. Although the embodiment provided with 541a ′ and 541b ′ has been described as an example, the present invention is not limited to such an embodiment.
For example, as shown in FIG. 18, the traveling direction switching hydraulic device 540 ′ includes a first electromagnetic switching valve 541a ″ inserted in the forward supply / discharge oil passage 545F and a reverse supply / discharge oil passage 545R. The second electromagnetic switching valve 541b ″ inserted may be provided.

  The first electromagnetic switching valve 541a ″ has a communication position where the forward supply / discharge oil passage 545F communicates with the pressure oil supply oil passage 75 and a release position where the advance supply / discharge oil passage 545F communicates with the drain passage 76. (In FIG. 18, it is located in the release position).

The second electromagnetic switching valve 541b ″ has a communication position where the reverse supply / discharge oil passage 545R communicates with the pressure oil supply oil passage 75 and a release position where the reverse supply / discharge oil passage 545R communicates with the drain passage 76. (In FIG. 18, it is located in the release position).
The second electromagnetic switching valve 541b ″ can preferably be an electromagnetic proportional valve, which can prevent a sudden increase in hydraulic pressure in the reverse feed oil passage 545R.

  The control method of the first and second electromagnetic switching valves 541a ″ and 541b ″ is shown in Table 3 below.

  Thus, also in the form shown in FIG. 18, the same effect as the present embodiment can be obtained.

  Of course, in this embodiment as well, in the same manner as in the first embodiment, instead of the forward travel pedal 510 and the reverse travel pedal 520, the forward / reverse common travel pedal 510 ′ and the forward / reverse switching operation member. 520 ′.

FIG. 1 is a schematic side view of a working vehicle according to an embodiment of the present invention. FIG. 2 is a schematic diagram of transmission of the working vehicle shown in FIG. FIG. 3 is a partially exploded perspective view of the engine and the HMT in the working vehicle shown in FIG. 4 is a longitudinal side view of the HMT in the working vehicle shown in FIG. FIG. 5 is a graph showing the relationship between the tilt position of the output adjusting member in HST and the rotational speed of the HMT output shaft. 6 is a partially exploded perspective view of a body frame in the working vehicle shown in FIG. FIG. 7 is a hydraulic circuit of the auxiliary pump unit in the working vehicle shown in FIG. FIG. 8 is a plan view of the vicinity of the hydraulic lift device in the working vehicle shown in FIG. 1, and a part thereof is shown in cross section. FIG. 9 is a side view of the vicinity of the hydraulic lift device in the working vehicle shown in FIG. 1, and a part thereof is shown in cross section. FIG. 10 shows a shift control circuit in the working vehicle shown in FIG. FIG. 11 is a shift control circuit according to another control method. FIG. 12 is a partial hydraulic circuit diagram of a forward / reverse switching device according to another embodiment. FIG. 13 is a schematic side view of a working vehicle according to another embodiment of the present invention. FIG. 14 is a schematic transmission diagram of the working vehicle shown in FIG. 15 is a vertical side view of the vicinity of the HMT in the working vehicle shown in FIG. 16 is a cross-sectional view taken along line XVI-XVI in FIG. FIG. 17 is a shift control circuit diagram of the working vehicle shown in FIG. FIG. 18 is another shift control circuit diagram of the working vehicle shown in FIG. FIG. 19 is a schematic side view of a conventional working vehicle.

Explanation of symbols

1, 1 'Work vehicle 10 Airframe frame 11 Main frame 12 Reinforcement frame 13 Cross member 14 Lops support frame 14a Vertically extending piece 14b Upper plate 15 Lower plate 15a Tow bar storage box 40 Transmission 120 Hydraulic lift device 131 Loader mast

Claims (4)

A working vehicle including a hydraulic lift device that moves an attached work machine relative to a body frame,
The fuselage frame includes a pair of left and right main frames extending along the longitudinal direction of the vehicle,
A cross member disposed on one side of the vehicle front-rear direction so as to straddle the upper surfaces of the pair of main frames;
The working vehicle, wherein the hydraulic lift device is supported by the cross member. The aircraft frame further includes a lops support frame,
The lops support frame has a pair of vertically extending pieces connected to each of the pair of main frames, and an upper plate connecting upper ends of the pair of vertically extending pieces, on one side in the vehicle longitudinal direction. The working vehicle according to claim 1, further comprising: The lops support frame further includes a lower plate connecting lower ends of the pair of vertically extending pieces,
The working vehicle according to claim 2, wherein a traction bar storage box into which the traction bar is inserted is fixed to the lower plate. The aircraft frame further includes a gate-shaped reinforcing frame connected between the pair of main frames,
The work vehicle according to any one of claims 1 to 3, wherein a loader mast can be attached to the left and right side surfaces of the reinforcement frame, and a handle column can be attached to the upper surface.

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