JP2007313953A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that operation for changing and adjusting a vehicle speed of a traveling machine body is hardly performed when a driver drives a working vehicle at standing attitude because a remain of a marker drawn on a field surface is not seen or is hardly seen, for example, from an operator sitting on a seat of a drive part in the working vehicle provided with a hydraulic continuously variable transmission 80 for shifting motive power from an engine 5 mounted on a traveling machine body 1; a shift pedal 18 for acceleration/deceleration-operating shift output of the hydraulic continuously variable transmission 80; and a steering wheel body 15 for steering/operating the traveling machine body 1. <P>SOLUTION: A vehicle speed adjustment lever 23 capable of performing two kinds of operations of operation for accelerating/decelerating a shift output of a hydraulic continuously variable transmission 80 and operation for retaining the shift output to a value corresponding to a pedal position of a shift pedal 18 is arranged on a steering wheel body 15 or a neighborhood to it. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a work vehicle such as a farm work machine such as a rice transplanter or a tractor, or a special work vehicle such as a wheel loader.

Conventionally, a riding type rice transplanter as an example of a work vehicle has a hydraulic continuously variable transmission for shifting power from an engine mounted on a traveling machine body, and a shift output of the hydraulic continuously variable transmission is increased or decreased. A speed change pedal for speed operation and a steering handle body for steering operation of the traveling machine body are provided. Generally, the shift pedal is erected on the floor surface of the driving unit in the traveling machine body. The riding type rice transplanter transmits the power from the engine to the traveling unit of the traveling machine by appropriately shifting the power from the engine by the hydraulic stepless transmission by the stepping operation of the shift pedal by the operator sitting on the seat of the driving unit. The vehicle speed is increased or decreased (see, for example, Patent Document 1).
JP 2003-220849 A

  By the way, when planting seedlings, if the marker mark drawn on the rice field is not visible or difficult to see from the operator sitting on the driver's seat, the operator stands up on the floor of the driver's part and uses the riding rice transplanter. I often drive.

  However, in the above-described conventional configuration, since the shift pedal is merely installed on the floor of the driving unit as the operation means for adjusting the vehicle speed, when driving the riding type rice transplanter in a standing posture, the traveling machine body There was a problem that it was difficult to change and adjust the vehicle speed.

  Therefore, the present invention has a technical problem to provide a work vehicle that solves such problems.

  In order to achieve this technical problem, the invention of claim 1 is directed to a hydraulic continuously variable transmission for shifting power from an engine mounted on a traveling machine body, and a shift output of the hydraulic continuously variable transmission. A work vehicle including a speed change pedal for increasing and decreasing speed and a steering handle body for steering the traveling machine body, wherein the hydraulic handle Manual operation capable of executing two types of operations: an operation for increasing / decreasing the shift output of the step transmission and an operation for maintaining the shift output of the hydraulic continuously variable transmission at a value corresponding to the pedal position of the shift pedal. Means are arranged.

  According to a second aspect of the present invention, in the work vehicle according to the first aspect, the manual operation means and the shift pedal are interlocked with each other when the speed increase / decrease operation is performed by the manual operation means. When the acceleration / deceleration operation is performed by the pedal, the manual operation means is related via the linkage mechanism so as not to be interlocked.

  According to a third aspect of the present invention, in the work vehicle according to the second aspect, the manual operation means and the shift pedal are operated positions corresponding to a pedal position of the shift pedal when the speed increase / decrease operation is performed by the shift pedal. When the manual operation means is manually operated, the shift pedal is related via the linkage mechanism so as to hold the shift pedal at the pedal position.

  According to a fourth aspect of the present invention, in the work vehicle according to the second or third aspect, the linkage mechanism is configured to connect an adjustment unit for adjusting a shift output of the hydraulic continuously variable transmission and the shift pedal. A link member, a cable member connecting the adjusting portion and the manual operation means, a return biasing means for returning the shift pedal to an initial position, and the manual operation means are held at an arbitrary operation position. A position holding member, and the leading end portion of the rope member is loosely fitted in a loose fitting hole provided in the adjusting portion via a pivot pin.

  According to a fifth aspect of the present invention, in the work vehicle according to any one of the first to fourth aspects, the manual operation means and the shift pedal are both on the left and right sides sandwiching the steering handle body in plan view. They are arranged on the same side.

  According to the first aspect of the present invention, an operation for increasing or decreasing the shift output of the hydraulic continuously variable transmission and a shift of the hydraulic continuously variable transmission are provided on or near the steering handle body for steering the traveling machine body. Since manual operation means capable of executing two types of operations, that is, an operation for holding the output at a value corresponding to the pedal position of the speed change pedal, is disposed. In addition to being able to perform an operation (so-called auto-cruise operation) for holding the shift output at a value corresponding to the pedal position of the shift pedal, the vehicle speed of the traveling machine body can be adjusted not only by the shift pedal but also by the manual operation means, The choice about the operation means for vehicle speed adjustment will increase. For this reason, it is possible to smoothly cope with various situations during work (for example, when an operator stands up and operates), and the operability is improved.

  By the way, in this type of work vehicle, the vehicle speed of the traveling machine body is generally adjusted by the shift pedal. If the relationship between the operation of the shift pedal and the operation of the manual operation means is always linked, the manual operation means automatically moves in front of the eyes each time the stepping amount of the shift pedal changes. It becomes very annoying.

  In this regard, according to the configuration of claim 2, the manual operation means and the shift pedal are linked to each other when the speed increase / decrease operation is performed by the manual operation means, while the speed increase / decrease operation is performed by the speed change pedal. In such a case, since the manual operation means is related via a linkage mechanism so that the manual operation means is not interlocked, the manual operation means is not automatically interlocked with the operation of the shift pedal during normal work on a work vehicle. Does not work. For this reason, the manual operation means does not automatically move in front of each time the amount of depressing operation of the shift pedal changes, and it is troublesome for the operator to increase or decrease the vehicle speed of the traveling machine body. There is no effect.

  According to the configuration of claim 3, the manual operation means and the shift pedal are manually operated to the operation position corresponding to the pedal position of the shift pedal when the speed increase / decrease operation is performed with the shift pedal. Sometimes, the shift pedal is related via the linkage mechanism so as to hold the shift pedal at the pedal position, so that the manual operation means that can adjust the vehicle speed of the traveling machine body can surely perform so-called auto-cruise operation. There is an effect that can be done.

  Moreover, since the shift pedal can be held at an arbitrary pedal position by the operation of the manual operation means, that is, the holding vehicle speed of the traveling machine body at the time of auto-cruise operation can be changed / adjusted arbitrarily (steplessly), The traveling machine body can be operated while maintaining an arbitrary vehicle speed according to the work situation, and there is an effect that it is extremely easy for the operator to handle.

  According to the configuration of claim 4, the linkage mechanism includes a hook-shaped link member that connects an adjustment unit for adjusting a shift output of the hydraulic continuously variable transmission and the shift pedal, the adjustment unit, and the manual operation unit. A line member connected to the operation means, a return urging means for returning the shift pedal to an initial position, and a position holding member for holding the manual operation means at an arbitrary operation position, Since the leading end portion of the rope member is loosely fitted to the loose fitting hole provided in the adjustment portion via a pivot pin, the stepping of the shift pedal is caused by the presence of the rope member that functions only in the pulling direction. Each time the amount of operation changes, it is possible to reliably prevent the manual operation means from automatically moving in front of the eyes.

  In addition, even if the cable member is broken, the shift pedal can be returned to the initial position by the hook-shaped link member and the return urging means, so that it is highly effective in improving safety. There is also an effect.

  According to the configuration of claim 5, since both the manual operation means and the shift pedal are arranged on the same side of the left and right sides sandwiching the steering handle body in plan view, Visibility from the operator in the section is good, and can contribute to improvement in operability of the manual operation means and the shift pedal.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings (FIGS. 1 to 12). 1 is a left side view of a riding type rice transplanter as a work vehicle, FIG. 2 is a plan view of the riding type rice transplanter, FIG. 3 is a plan view of a front portion of the traveling machine body, and FIG. FIG. 5 is a perspective view of the steering handle body and the upper frame as viewed obliquely from the front, FIG. 6 is a perspective view of the upper frame as viewed from the oblique rear, and FIG. FIG. 8 is a right side view of the speed change pedal and the brake pedal, FIG. 9 is a perspective view of the speed change pedal and the brake pedal as viewed obliquely from the front, FIG. 10 is an operation explanatory view of the vehicle speed adjusting lever, and FIG. FIG. 12 is an explanatory diagram of the operation of the shift pedal, and FIG. 12 is an explanatory diagram of the operation of the brake pedal.

(1). First, an outline of a riding type rice transplanter as a work vehicle will be described with reference mainly to FIGS.

  As shown in FIGS. 1 to 3, the traveling machine body 1 of the riding type rice transplanter in the embodiment includes a machine body frame 2, and the machine body frame 2 includes left and right front wheels 3 disposed on the front and rear sides of the left and right sides. It is supported by the left and right rear wheels 4.

  An engine 5 as a power source is mounted on the front portion 1 of the traveling machine body. An air cleaner 31 is disposed on the upper surface of the engine 5 (see FIG. 4). A mission case 6 having a hydraulic continuously variable transmission 80 (see FIGS. 4 and 7 to 9) and the like is disposed in the lower rear portion of the engine 5. The transmission case 6 is for appropriately shifting the power from the engine and transmitting it to the front and rear four wheels 3 and 4 via a gear-type transmission mechanism (not shown).

  A front axle case 7 protrudes left and right from the left and right side portions of the transmission case 6, and the front wheels 3 are attached to both ends of the front axle case 7 so as to be steerable. A rear axle case 9 is fixed to a cylindrical frame 8 protruding rearward from the transmission case 6, and the rear wheels 4 are attached to the left and right sides of the rear axle case 9.

  The upper surface of the body frame 2 is covered with a plurality of cover bodies. For example, the outer periphery of the engine 5 is surrounded by an operation panel body 10 as a front bonnet, a bonnet cover body 11 and a column cover body 12 from above and from the front and rear, and each is configured to be detachable (FIG. 4). reference).

  In addition, the outer peripheries of the lower ends of the bonnet cover body 11 and the column cover body 12 in the front upper portion of the body frame 2 are covered with a front body cover body 13 having a substantially rectangular shape in plan view. The rear upper surface of the body frame 2 is covered with a rear body cover body 14 formed in a continuous form from the rear end of the front body cover body 13.

  On the upper surface of the mission case 6, a tilt type steering handle body 15 for steering the traveling machine body 1 is erected. The front end (upper end) side of the steering handle body 15 protrudes upward from the front bonnet, and a steering round handle 43 is attached to the front end.

  A driver's seat 17 is provided on the upper surface of the rear body cover body 14 behind the steering handle body 15 via a seat frame 16. In this case, when the operator sitting on the driver's seat 17 turns the steering round handle 43, the steering angle (steering angle) of the left and right front wheels 3 changes according to the operation amount (turning amount). It is configured.

  From the space between the rear end edge of the front body cover body 13 and the front end edge of the rear body cover body 14 (gap), the speed change output of the hydraulic continuously variable transmission 80 is operated to increase or decrease the vehicle speed of the traveling body 1 appropriately. A shift pedal 18 for adjustment and a brake pedal 19 for braking the traveling machine body 1 protrude upward (see FIG. 2). The shift pedal 18 and the brake pedal 19 of the embodiment are disposed on the right side in the traveling direction of the traveling machine body 1 with the steering handle body 15 interposed therebetween.

  In addition, on the left and right sides of the front body cover body 13, spare seedling platforms 20 for placing a plurality of spare seedling mats are provided.

  A main speed change lever 21 is provided on one side of the operation panel body 10 with the steering handle body 15 interposed therebetween so that the traveling machine body 1 can be moved forward, stopped, reverse, and the vehicle speed can be changed. On the other side of the operation panel 10, an accelerator lever 22 for adjusting the number of revolutions of the engine 5, a vehicle speed adjusting lever 23 as manual operation means, and a raising / lowering operation and power connection of a seedling planting device 25 described later. A shift lever 24 for performing a cutting operation or the like is disposed (see FIG. 3).

  A seedling planting device 25 for six-row planting is connected to the rear end portion of the machine body frame 2 through a parallel link mechanism 26 composed of upper and lower links so as to be adjustable up and down. The seedling planting device 25 has a conventionally known structure. That is, the seedling planting device 25 includes three sets of transmission cases 27 to which power is transmitted from the transmission case 6, rotary seedling planting mechanisms 28 attached to the left and right sides of each transmission case 27, and the upper end of the traveling body 1. And a seedling stand 29 attached to the upper surface of the transmission case 27 in a forward tilted posture, and a float 30 for surface flattening disposed on the lower surface of the transmission case 27.

(2). Next, the structure of the steering handle body will be described with reference to FIGS. 4 to 7.

  The steering handle body 15 includes a handle lower shaft 40 projecting upward on the upper surface of the transmission case 6, a handle upper shaft 41 connected to an upper end portion of the handle lower shaft 40 via a universal joint 42, a handle A steering round handle 43 attached to the upper end of the upper shaft 41 is provided.

  The outer periphery of the handle lower shaft 40 is surrounded by a lower column cylinder 44 as a support member fixed to the outer surface of the transmission case 6, and the handle lower shaft 40 can only rotate with respect to the lower column cylinder 44. It is pivotally supported.

  The handle upper shaft 41, together with the upper column cylinder 45 fitted on the outer periphery thereof, is configured to be able to be bent and rotated (tilt rotation) in the vertical direction around the tilt shaft 46 in the horizontal direction of the universal shaft joint 42. (See FIG. 4). A handle upper shaft 41 is supported on the upper column tube 45 so as to be rotatable only.

(3). Next, a support structure for the cover body positioned around the engine will be described with reference to FIGS.

  The operation panel body 10 covering the upper side of the engine 5 has a substantially elliptical shape in plan view, and is located above the engine 5 so as to protrude from the middle part of the upper column cylinder 45 toward the front of the traveling machine body. It is attached to the positioned upper frame 60 (details will be described later).

  The upper frame 60 that supports the operation panel body 10 from below is constituted by a rotating frame 61 having a substantially E shape in plan view and a front frame 62 having a substantially U shape in plan view. In the embodiment, the front ends of the left and right arms 71 extending rearward in the front frame 62 are bolted to the front surface of the horizontal bar 63 in the rotating frame 61. The front and rear length of the front frame 62 is set to such a dimension that the front end portion of the front frame 62 projects forward from the front end of the operation panel body 10 and protrudes greatly from the operation panel body 10 in plan view.

  Side arms 64 extending in parallel to each other protrude from portions of the rotating frame 61 near both ends of the horizontal bar 63, and the projecting ends of the both side arms 64 penetrate in a concentric manner in the left-right direction. A cylindrical shaft portion 65 is provided.

  On the other hand, a pair of left and right wing arms 67 are fixed to a bracket plate 66 fixed to the upper front portion of the lower column cylinder 44 by welding or the like so as to protrude outward in the left and right directions. Are attached with pivot boss portions 68 that pass through concentrically in the left-right direction.

  The cylindrical shaft portion 65 of each side arm 64 in the rotation frame 61 is inserted and attached to the corresponding pivot boss portion 68 of the wing arm 67 so as to be rotatable from the left and right outer sides. For this reason, the rotation frame 61 and thus the upper frame 60 and the operation panel body 10 are configured to be vertically openable and closable around a cylindrical shaft portion 65 on the same axis extending in parallel with the tilt shaft 46.

  In this case, the upper frame 60 and the operation panel body 10, and the upper column cylinder 45 and the handle upper shaft 41 are configured to be independently rotatable, and the upper frame 60 and the operation panel body 10 are configured to have a cylindrical shaft. When the upper frame 60 and the operation panel body 10 are turned up and down around the portion 65, the steering handle body 15 (the upper column cylinder 45 and the steering round handle 43) approaches or moves away. However, when the upper column cylinder 45 and the handle upper shaft 41 are inclined obliquely upward (at the time of steering operation), the upper frame 60 and the operation are performed due to the presence of the upper column cylinder 45 and the handle upper shaft 41. The upward opening rotation of the panel body 10 is restricted.

  In the embodiment, since the cylindrical shaft portion 65 as the rotation center is on the rear end side of the upper frame 60, that is, on the side close to the steering handle body 15, the upper frame 60 and the operation panel body 10 are rotated upward and open. Then, a space opened forward is formed between the operation panel body 10 and the upper surface of the engine 5 (see FIG. 4).

  A horizontal shaft 93 projecting from the lower end portion of the main transmission lever 21 to the left and right is pivotally inserted into and attached to the cylindrical shaft portion 65 of one side arm 64, and the cylinder of the other side arm 64 is mounted. The horizontal shaft 114 of the relay rod 113, which is one component of the shift interlocking mechanism 112 that interlocks and connects the lifting and lowering means and power disconnecting means of the seedling planting device 25 and the shift lever 24, is rotatable on the shaft 65. (See FIG. 6).

  A center arm 69 that protrudes in the same direction as the left and right side arms 64 is attached to a middle portion of the horizontal bar 63 in the rotating frame 61. The center arm 69 is detachably fitted from above to a fixed bracket 53 having an upward U-shaped cross section provided at the upper end of the lower column cylinder 44. That is, the center arm 69 is supported from below by the fixed bracket 53 on the lower column cylinder 45 side.

  As shown in FIG. 7, the linkage arm 70 located on the front end side of the front frame 62 has a reverse U-shaped auxiliary frame 54 standing in front of the engine 5 in the body frame 2. It is detachably connected with bolts and nuts. Therefore, in a state where the upper frame 60 is closed and rotated around the cylindrical shaft portion 65, the front and rear surfaces and the upper surface of the engine 5 are surrounded by the auxiliary frame 54, the upper frame 60 and the lower column cylinder 44.

(4). Configuration of Operation Lever Means Next, the configuration of the operation lever means protruding outward from the upper surface of the operation panel body will be described with reference to FIGS.

  The base end portion of each operation lever means in the embodiment is attached to the upper frame 60 so as to rotate integrally around the cylindrical shaft portion 65 together with the upper frame 60 and the operation panel body 10.

  That is, the main transmission lever 21 located on one side of the steering handle body 15 on the left and right sides of the operating lever means is provided with a boss portion 90 penetrating in the front-rear direction at the lower end portion (base end portion). The part 90 is disposed in a box-shaped bracket 91 that is opened up and down (see FIGS. 5 and 6). A pin shaft 92 extending in the front-rear direction passes through the boss portion 90 and the box bracket 91 of the main transmission lever 21. For this reason, the main speed change lever 21 is configured to be rotatable left and right around the pin shaft 92.

  As shown in FIG. 6, a horizontal shaft 93 protrudes laterally from one side of the box-shaped bracket 91, and the horizontal shaft 93 is a cylindrical shaft portion of one side arm 64 in the rotating frame 61. 65 is inserted and mounted so as to be rotatable from the left and right outer sides. For this reason, the box-shaped bracket 91 and thus the main transmission lever 21 are configured to be able to rotate back and forth about the horizontal axis 93. Therefore, in the embodiment, the main transmission lever 21 is configured to be rotatable in the front-rear direction and the left-right direction. A horizontal shaft 93 of the box-type bracket 91 is a gear-type transmission mechanism (not shown) to which power from the hydraulic continuously variable transmission 80 in the transmission case 6 is transmitted via a linkage mechanism 94 for transmission such as a link or a wire. )).

  Above the box-shaped bracket 91 is a shift guide plate 95 fixed to one end of the horizontal bar 63 in the rotating frame 61, and the main shift lever 21 is a guide groove 96 formed in the shift guide plate 95. And protrudes to the outer surface of the operation panel body 10. For this reason, the main transmission lever 21 can be operated to rotate back and forth and right and left along the guide groove 96 of the transmission guide plate 95. Then, the rotation range of the main transmission lever 21 is restricted by the presence of the guide groove 96.

  As shown in FIG. 6, the accelerator lever 22 of the three levers 22 to 24 located on the left and right other sides of the steering handle body 15 has a rotating plate 97 fixed to the lower end portion (base end portion) thereof. The rotary frame 61 is attached to the upward bracket 98 fixed to the cylindrical shaft portion 65 of the other side arm 64 so as to be able to rotate back and forth around the lateral pin shaft 99. The rotation plate 97 of the accelerator lever 22 is interlocked and connected to a rotation speed setting control lever (not shown) provided in the engine 5 via an accelerator interlocking mechanism 100 such as a wire.

  In the embodiment, the rotational speed of the engine 5 is changed from a low rotation to a high rotation as the accelerator lever 22 is tilted backward from the front side to the front side (rear side) of the operator.

  A lever guide plate 102 is attached to the other end portion of the horizontal bar 63 in the rotating frame 61 via a shift bracket 101 protruding upward from the horizontal bar 63, and the accelerator lever 22 is attached to the lever guide plate 102. It penetrates the formed accelerator guide groove 103 (see FIGS. 5 and 6) and projects to the outer surface of the operation panel body 10. Therefore, the accelerator lever 22 can be rotated in the front-rear direction along the accelerator guide groove 103 of the lever guide plate 102. And the rotation range of the accelerator lever 22 is regulated by the presence of the accelerator guide groove 103.

  The shift lever 24 includes a boss portion 108 penetrating substantially vertically at a lower end portion (base end portion) thereof, and the boss portion 108 is disposed in a receiving bracket 109 having a U-shaped cross section. A substantially vertical pin shaft 110 passes through the boss portion 108 and the receiving bracket 109 of the shift lever 24 (see FIGS. 5 and 6), and the shift lever 24 is configured to be rotatable left and right around the pin shaft 110. Has been.

  The receiving bracket 109 is pivotally supported around a boss shaft 111 by a boss shaft 111 (see FIG. 6) that protrudes inward from the side of the shifting bracket 101 in the horizontal bar 63. Therefore, like the main transmission lever 21, the shift lever 24 is configured to be able to rotate back and forth and left and right. The receiving bracket 109 is interlocked and connected to an elevating means and a power disconnecting means (not shown) of the seedling planting device 25 via a shift interlocking mechanism 112 such as a link or a wire.

  Similar to the accelerator lever 22 and the vehicle speed adjusting lever 23, the shift lever 24 passes through a shift guide groove 115 (see FIGS. 3 and 6) formed in the lever guide plate 102 and is formed on the outer surface of the operation panel body 10. It protrudes. Therefore, the shift lever 24 can be rotated back and forth and right and left along the shift guide groove 115 of the lever guide plate 102. The rotation range of the shift lever 24 is also restricted by the presence of the shift guide groove 115.

  The vehicle speed adjusting lever 23 as a manual operation means operates to increase / decrease the speed change output of the hydraulic continuously variable transmission 80 and the speed change output of the hydraulic continuously variable transmission 80 to the pedal position (stepping position) of the speed change pedal 18. Two types of operations, that is, an operation of holding a corresponding value, can be executed. That is, the vehicle speed adjustment lever 23 is configured to be able to execute two types of operations, a vehicle speed adjustment operation of the traveling machine body 1 similar to the shift pedal 18 and an auto cruise operation for causing the traveling machine body 1 to travel at a constant speed. The vehicle speed adjusting lever 23 of the embodiment is arranged on the same side as the speed change pedal 18 (right side in the traveling direction of the traveling machine body 1) on both the left and right sides of the steering handle body 15 in plan view.

  The vehicle speed adjusting lever 23 includes a boss portion 104 penetrating in the left-right direction at a lower end portion (base end portion) thereof, and this boss portion 104 is fixed to the upper surface of the other side arm 64 in the rotating frame 61. The pin shaft portion of the U-shaped support shaft 105 (see FIGS. 6 and 7) is rotatably fitted. For this reason, the vehicle speed adjusting lever 23 is also configured to be able to turn back and forth around the pin shaft portion of the U-shaped support shaft 105 in the same manner as the accelerator lever 22.

  A position holding member 120 for holding the vehicle speed adjusting lever 23 at an arbitrary operation position is provided at a position of the boss portion 104 of the vehicle speed adjusting lever 23 (see FIG. 6). In the embodiment, the friction plate 121 (see FIGS. 7 and 10 to 12) is fixed to the base side of the pin shaft in the U-shaped support shaft 105, while the boss portion of the vehicle speed adjustment lever 23 is included in the pin shaft. A disc spring washer 122 is fitted on the opposite side (front end side) of the friction plate 121 across 104 (see FIG. 6). The disc spring washer 122 is configured so that it cannot be removed from the pin shaft by a washer 123 that is further fixed to the distal end side. By making the boss 104 of the vehicle speed adjusting lever 23 press contact (friction contact) with the friction plate 121 by the elastic biasing force of the disc spring washer 122, the vehicle speed adjusting lever 23 can be arbitrarily moved from the most forward tilt position to the last tilt position. It is comprised so that it can hold | maintain in this operation position.

  An L-shaped arm 106 provided integrally with the boss portion 104 of the vehicle speed adjusting lever 23 is linked to a transmission cam 137 of the hydraulic continuously variable transmission 80 via a transmission wire 146 as a rope member. At the same time, it is also linked to a constant speed release cam 155 associated with the brake pedal 19 via the brake rod 160 (see FIGS. 7 and 8).

  In the embodiment, as the vehicle speed adjusting lever 23 is tilted backward from the front side to the front side (rear side) of the operator, the L-shaped arm 106 rotates upward around the pin shaft portion of the U-shaped support shaft 105. Thus, the transmission wire 146 and the brake rod 160 are configured to be pulled up (pulled) (see FIGS. 10 and 12), and the vehicle speed of the traveling machine body 1 is set to increase as the vehicle is tilted backward. . The operation direction (acceleration increases as the vehicle is tilted backwards) coincides with the operation direction of the accelerator lever 22 (acceleration increases as the vehicle is tilted backwards, that is, the vehicle speed increases). For this reason, it is easy for the operator to recognize the operating directions of the levers 22 and 23, and the operability is good. In addition, erroneous operation of the levers 22 and 23 can be suppressed. Details of the interlocking relationship between the wire 146, the rod 160, and the cams 137, 155 will be described later.

  As shown in FIGS. 3 and 6, the vehicle speed adjusting lever 23 passes through the cruise guide groove 107 formed in the lever guide plate 102 and protrudes from the outer surface of the operation panel body 10. For this reason, the vehicle speed adjusting lever 23 can also be rotated in the front-rear direction along the cruise guide groove 107 of the lever guide plate 102. Then, due to the presence of the cruise guide groove 107, the rotation range of the vehicle speed adjusting lever 23 is restricted.

(5). Next, the structure of the shift pedal and the interlocking relationship between it and the vehicle speed adjusting lever will be described with reference to FIGS.

  The transmission pedal 18 includes a tread plate 130 that an operator steps on with a foot and a link arm 131 connected to the back surface of the tread plate 130, and a boss portion 132 fixed to the lower end portion of the link arm 131 is attached to the body frame 2. A lateral shift pedal shaft 133 that is pivotally supported so as to rotate is fitted so as to rotate integrally.

  A relay arm 134 is attached to a portion of the shift pedal shaft 133 that protrudes from the boss 132 of the link arm 131. The relay arm 134 extends in the vertical direction across the speed change pedal shaft 133, and one end portion of the speed change link 135 is pivotally attached to the lower end portion of the relay arm 134 via a horizontal shaft pin 136. . The other end of the speed change link 135 is rotated via a horizontal shaft pin 138 to a speed change cam 137 having a substantially U shape in side view located on one side (right side in the embodiment) of the hydraulic continuously variable transmission 80. It is pivotally attached.

  One protruding end portion of the speed change cam 137 is fixed to a trunnion shaft 139 that constitutes an adjustment portion that protrudes laterally from one side surface (right side surface in the embodiment) of the hydraulic continuously variable transmission 80. The trunnion shaft 139 is for adjusting the inclination angle of the rotary swash plate (not shown) of the hydraulic pump in the hydraulic continuously variable transmission 80. The trunnion shaft 139 and the speed change cam 137 correspond to the adjusting portion described in the claims.

  Here, the hydraulic continuously variable transmission 80 includes a variable displacement type hydraulic pump (not shown) and a fixed displacement type hydraulic motor (not shown), and the trunnion shaft 139 rotates. By adjusting the inclination angle of the rotary swash plate (not shown) of the hydraulic pump and changing the discharge direction and discharge amount of the pressure oil to the hydraulic motor, the rotation direction and rotation speed of the output shaft in the hydraulic motor It is configured to adjust.

  In the embodiment, when the operator depresses the speed change pedal 18, the relay arm 134 rotates around the speed change pedal shaft 133, and the trunnion is connected via the speed change link 135 and the speed change cam 137 linked to the relay arm 134. The shaft 139 is rotated to change / adjust the tilt angle of the rotary swash plate of the hydraulic pump.

  In this case, as the operator depresses the speed change pedal 18, the relay arm 134 and the speed change link 135 pull the speed change cam 137 rearward, and the speed change cam 137 and thus the trunnion shaft 139 are increased in the speed increasing direction (clockwise in FIGS. 10 and 11). The vehicle speed of the traveling machine body 1 is set to increase as a result.

  The output shifted according to the inclination angle of the rotary swash plate is transmitted from the output shaft of the hydraulic motor to a gear-type transmission mechanism (not shown), and this transmission output is moved forward or backward by operation of the main transmission lever 21. The output is switched and transmitted to the front and rear four wheels 3 and 4. The hydraulic continuously variable transmission 80 according to the embodiment is externally attached to the front surface of the transmission case 6.

  On the other hand, on the pivoting pin 140 projecting sideways on the upper end of the relay arm 134, one end of the oil damper 141 and the shift pedal 18 are automatically released when the shift pedal 18 is released. ) Is pivotally attached to one end of a return tension spring 142 as a return urging means for returning to the position.

  The oil damper 141 and the return tension spring 142 are arranged to face each other in the front-rear direction. The other end of the oil damper 141 is inserted and attached to an upward pin 144 on the body frame 2 via a U-shaped metal fitting 143. The other end portion of the return tension spring 142 is hooked and fixed to a bracket (not shown) protruding inward from the body frame 2.

  Therefore, when the operator removes his / her foot from the speed change pedal 18, the speed change pedal 18 returns to the initial position at a moderate speed (return) due to the force relationship between the resistance force of the oil damper 141 and the elastic restoring force of the return tension spring 142. ), The relay arm 134 and the transmission link 135 push the transmission cam 137 forward, and the transmission cam 137 and thus the trunnion shaft 139 rotate in the deceleration direction (counterclockwise in FIGS. 10 and 11) from top to bottom. As a result, the vehicle speed of the traveling machine body 1 is set to decelerate.

  The difference between the elastic restoring force of the return tension spring 142 and the resistance force of the oil damper 141 (hereinafter referred to as the return force of the shift pedal 18 to the initial position) is caused by friction with the boss 104 of the vehicle speed adjusting lever 23 by the disc spring washer 122. The frictional holding force with respect to the plate 121 (the holding force of the vehicle speed adjusting lever 23 by the position holding member 120) is set so as not to be released.

  For this reason, when the speed change pedal 18 is stepped on, the vehicle speed adjustment lever 23 is manually operated to the operation position corresponding to the pedal position (stepping position), that is, when the vehicle speed adjustment lever 23 is used for auto cruise operation. After that, even if the operator lifts his / her foot from the shift pedal 18, the vehicle speed adjusting lever 23 is held in position by the holding force by the position holding member 120, and the shift pedal 18 returns and moves by the return force to the initial position. The traveling machine body 1 travels at a constant speed (auto cruise traveling) (see the solid line state in FIG. 10).

  The speed change pedal 18 and the vehicle speed adjustment lever 23 operate in the depression direction in conjunction with the speed increase / decrease operation (back and forth tilt operation) by the speed control lever 23. The vehicle speed adjusting lever 23 is configured not to be interlocked when (stepping operation) is performed.

  In the embodiment, a loose fitting hole 145 having an oval shape in a side view is formed at the other protruding end portion of the speed change cam 137, and the loose fitting hole 145 is connected to the L-shaped arm 106 of the vehicle speed adjusting lever 23. The front end of the transmission wire 146 is loosely fitted via a pivot pin 147.

  Between the pivot pin 147 and the loose-fitting hole 145 on the transmission cam 137 side, the outer diameter dimension of the pivot pin 147 is such that a play gap is provided in the rotational direction of the transmission cam 137 around the trunnion shaft 139. The relationship with the hole diameter dimension of the loose fitting hole 145 is set.

  A state in which the vehicle speed adjustment lever 23 is in the forwardmost tilted position and the speed change pedal 18 is in the initial position (see the one-dot chain line state in FIG. 10), that is, neither the speed control lever 23 nor the speed change pedal 18 is operated. In a state in which is stopped, the pivot pin 147 is set to be positioned at the lowermost end of the movement locus. When the pivot pin 147 is positioned at the lowermost end of the movement locus, the transmission wire 146 is stretched to such an extent that a tensile force can be applied.

  Then, as the vehicle speed adjusting lever 23 is tilted backward from the front side to the front side (rear side) of the operator, the L-shaped arm 106 and thus the speed change wire 146 pulls the speed change cam 137 upward from below, and the speed change cam 137 As a result, the trunnion shaft 139 is configured to rotate upward from below in the speed increasing direction (clockwise in FIG. 10). As a result, the vehicle speed of the traveling machine body 1 is increased. In this case, the speed change cam 137 pushes the speed change link 135 and the relay arm 134 rearward, and the speed change pedal 18 operates in the depression direction (see the solid line state in FIG. 10).

  Conversely, as the vehicle speed adjusting lever 23 is tilted forward from the front side (rear side) of the operator to the front side, the L-shaped arm 106 and thus the speed change wire 146 are pushed downward from the upper side to be loosened. Yes. Then, there is room for the difference between the elastic restoring force of the return tension spring 142 and the resistance force of the oil damper 141 (returning force to the initial position of the transmission pedal 18) to act as much as the shifting wire 146 is loosened. Thus, the shift pedal 18 is configured to move back to the pedal position corresponding to the operation position of the vehicle speed adjustment lever 23. As a result, the vehicle speed of the traveling machine body 1 is reduced (see the one-dot chain line state in FIG. 10).

  Therefore, when the vehicle speed adjusting lever 23 is used for speed increasing / decreasing operation (back and forth tilting operation), the vehicle speed adjusting lever 23 and the shift pedal 18 operate in conjunction with each other (see FIG. 10).

  On the other hand, in a state where the vehicle speed adjusting lever 23 is in the forwardmost tilted position, the shift cam 137 moves from the bottom in the speed increasing direction (clockwise in FIG. 11) as the operator depresses the shift pedal 18 (see the one-dot chain line state in FIG. 11). It is set to rotate upward and push the transmission wire 146 up to loosen it. In addition, in the embodiment, when only the speed change pedal 18 is depressed, the pivot pin 147 moves in the loose fitting hole 145, but is in a state of being played without being caught by the edge of the loose fitting hole 145. It is configured. For this reason, although the vehicle speed of the traveling machine body 1 is increased, the upward turning force of the transmission cam 137 is not transmitted to the vehicle speed adjustment lever 23 via the transmission wire 146, and the vehicle speed adjustment lever 23 is held at the most forward tilt position. (See FIG. 11).

  When the operator removes his / her foot from the speed change pedal 18, a difference between the elastic restoring force of the return tension spring 142 and the resistance force of the oil damper 141 (return force to the initial position of the speed change pedal 18) acts. 18 returns to the initial position at a moderate speed, the relay arm 134 and the transmission link 135 push the transmission cam 137 forward, and the transmission cam 137 and thus the trunnion shaft 139 are decelerated (counterclockwise in FIG. 11) from above. Rotate downward.

  In this case, a tensile force acts on the transmission wire 146, but before the foot is released from the transmission pedal 18, the transmission wire 146 is originally loosened, and the transmission wire 146 receives a tensile force from this loose state. Since the traveling body 1 only decelerates, the downward turning power of the speed change cam 137 is not transmitted to the speed adjustment lever 23 via the speed change wire 146, and the vehicle speed is reduced. The adjustment lever 23 remains held at the foremost tilt position (see the solid line state in FIG. 11).

  Therefore, when the speed increasing / decreasing operation (stepping operation) is performed by the speed change pedal 18, the speed change pedal 18 is operated alone and the vehicle speed adjusting lever 23 is not interlocked (see FIG. 11).

  If the vehicle speed adjusting lever 23 is manually operated to the operation position corresponding to the pedal position (depressed position) while the shift pedal 18 is being depressed, the transmission wire 146 can be applied with a tensile force from a loose state. However, when the vehicle speed adjusting lever 23 reaches the operation position, the distal support pivot pin 147 of the transmission wire 146 is caught in the loose fitting hole 145 of the transmission cam 137. The transmission wire 146 becomes tensioned, and the operation resistance (operation feeling) of the vehicle speed adjustment lever 23 becomes heavy (see, for example, the solid line state in FIG. 10). By releasing the hand at this operating position, the vehicle speed adjusting lever 23 is held in position by the holding force of the position holding member 120, and the speed change pedal 18 is not moved back by the return force to the initial position. The rotation posture of the cam 137 and the inclination angle of the rotary swash plate attached to the trunnion shaft 139 are maintained in a state corresponding to the positions of the speed change pedal 18 and the vehicle speed adjustment lever 23, and the traveling machine body 1 travels at a constant speed. .

  If the speed change pedal 18 is depressed without canceling the auto-cruise operation after performing the auto-cruise operation with the vehicle speed adjustment lever 23, the vehicle speed of the traveling machine body 1 is maintained while maintaining the operation position of the vehicle speed adjustment lever 23. Can be increased. In this case, when the foot is released from the speed change pedal 18, the speed change pedal 18 returns to the pedal position corresponding to the operation position of the vehicle speed adjusting lever 23 and returns to the original constant speed running state. When it is desired to slightly accelerate the traveling machine body 1 during the cruise operation, it is not necessary to cancel the auto-cruise operation one by one and the operability is good.

  In the embodiment, the relay arm 134, the speed change link 135, and the speed change cam 137 correspond to the hook-shaped link member described in the claims. The hook-shaped link member, the speed change wire 146, the return tension spring 142 of the speed change pedal 18, and the position holding member 120 correspond to the linkage mechanism described in the claims.

(6). Brake Pedal Configuration and Linkage Relationship Between This and the Vehicle Speed Adjustment Lever Next, the configuration of the shift pedal and the linkage relationship between this and the vehicle speed adjustment lever will be described with reference to FIGS. 7 to 9 and FIG.

  As shown in FIG. 3 and the like, the brake pedal 19 is arranged in parallel with the speed change pedal 18 in the left-right direction. The brake pedal shaft 150 that is the pivotal support shaft of the brake pedal 19 and the shift pedal shaft 133 of the shift pedal 18 are arranged on the same axis, but are configured separately. The brake pedal shaft 150 according to the embodiment is pivotally supported on the upper surface of the transmission case 6 so as to be rotatable about its axis in a posture extending sideways.

  An arm boss portion 152 (see FIGS. 9 and 12) fixed to the base end portion of the pedal arm 151 in the brake pedal 19 is fitted on one end portion of the brake pedal shaft 150 so as to rotate integrally. When the operator depresses the brake pedal 19, the brake pedal shaft 150 and the brake pedal shaft 150 are configured to rotate about the axis thereof.

  Although not shown in detail, when the brake pedal 19 is depressed to rotate the brake pedal shaft 150 about its axis, the brake pedal 19 is provided on the output shaft in the transmission case 6 so as to relate to the brake pedal shaft 150. Further, the main clutch is disengaged and the power transmission to the front and rear four wheels 3 and 4 is cut off. At this time, the front wheel brake mechanism provided in association with the brake pedal shaft 150 acts on the drive shaft 81 (see FIG. 1) of the front wheel 3 to stop the rotation of the drive shaft 81 and thus the front wheel 3. It is also configured to brake the traveling machine body 1.

  The bracket 153 attached to the arm boss 152 of the pedal arm 151 has one end of a return spring (not shown) for automatically returning the brake pedal 19 to the initial position when the brake pedal 19 is released. Are connected. The other end of the return spring is connected to a clutch operation plate (not shown) located on one side of the mission case 6.

  As shown in FIGS. 7 to 9 and 12, the pivot pin 154 passing through the lower end portion of the pedal arm 151 is located on one side (right side in the embodiment) of the hydraulic continuously variable transmission 80. One end portion of a rectangular link rod 156 for interlocking the constant speed release cam 155 having a substantially triangular plate shape in side view and the brake pedal 19 is pivotally attached. The other end of the rectangular link rod 156 is pivotally attached to the upper corner portion 155a of the constant speed release cam 155 via a horizontal shaft pin 157.

  The rear corner portion 155b of the constant speed release cam 155 is pivotally supported by a bracket 158 (see FIG. 8) fixed to the lower surface of the body frame 2 via a lateral support shaft 159. Accordingly, the constant speed release cam 155 is configured to rotate up and down around the lateral support shaft 159 on the rear corner portion 155b side.

  A front end portion 155c of the constant speed release cam 155 is connected to a tip end portion of a brake rod 160 connected to the L-shaped arm 106 of the vehicle speed adjusting lever 23 via a pivot pin 161 so as to be rotatable.

  The brake rod 160, the constant speed release cam 155, and the square-shaped link rod 156 are for forcibly releasing the auto cruise operation by the vehicle speed adjusting lever 23.

  When the brake pedal 19 is stepped on during the auto-cruise operation by the vehicle speed adjusting lever 23, the link-shaped link rod 156 pushes the constant speed release cam 155 forward in conjunction with this stepping operation, and the constant speed release cam. 155 rotates from above to below around the horizontal support shaft 159 (clockwise in FIG. 12).

  Then, the pivot pin 161 on the front corner portion 155c side of the constant speed release cam 155 moves downward, pulls the brake rod 160 downward, and the L-shaped arm 106 and thus the vehicle speed adjusting lever 23 are moved to the U-shaped support shaft 105. Is rotated in the deceleration direction (clockwise in FIG. 12), and the vehicle speed adjusting lever 23 is returned to the most forward tilt position (initial position) (see the solid line state in FIG. 12).

  Then, as indicated by the one-dot chain line in FIG. 10, the shift pedal 18 is caused by the difference between the elastic restoring force of the return tension spring 142 and the resistance force of the oil damper 141 (the return force of the shift pedal 18 to the initial position). As a result, the vehicle speed of the traveling machine body 1 is reduced and the auto-cruise operation is released.

(7). Operation and Effect According to the above configuration, the operation of increasing / decreasing the shift output of the hydraulic continuously variable transmission 80 and the shift output of the hydraulic continuously variable transmission 80 are placed near the steering handle body 15 and the pedal of the shift pedal 18. Since the vehicle speed adjustment lever 23 capable of performing two types of operations, that is, an operation for maintaining the value corresponding to the position (so-called auto-cruise operation) is arranged, in addition to being able to perform the auto-cruise operation with the vehicle speed adjustment lever 23 Thus, not only the speed change pedal 18 but also the vehicle speed adjustment lever 23 can adjust the vehicle speed of the traveling machine body 1 and increase the options for the operation means for adjusting the vehicle speed. For this reason, various situations during work (for example, when an operator stands up and operates) can be handled smoothly, and operability is improved.

  By the way, in this kind of riding type rice transplanter, it is usual to adjust the vehicle speed of the traveling machine body 1 with the shift pedal 18. If the operation of the shift pedal 18 and the operation of the vehicle speed adjustment lever 23 are always linked, the vehicle speed adjustment lever 23 automatically moves in front of each time the amount of stepping operation of the shift pedal 18 changes. It becomes very annoying.

  In this regard, according to the configuration of the embodiment, the vehicle speed adjusting lever 23 and the speed change pedal 18 are operated by the speed change pedal 18 while the speed change pedal 18 is interlocked with the speed change pedal 18 when the speed increase / decrease operation is performed. In this case, since the vehicle speed adjustment lever 23 is linked via a linkage mechanism so that the vehicle speed adjustment lever 23 is not linked, the vehicle speed adjustment lever 23 is not linked to the operation of the shift pedal 18 during normal work on the riding type rice transplanter. Does not work. For this reason, the vehicle speed adjusting lever 23 does not automatically move in front of each time the amount of stepping operation of the speed change pedal 18 changes, and the operator is bothered when the vehicle speed of the traveling machine body 1 is increased or decreased. Absent.

  In addition, when the speed change pedal 18 and the vehicle speed adjustment lever 23 of the embodiment are manually operated to the operation position corresponding to the pedal position of the speed change pedal 18 when the speed increase / decrease operation is performed by the speed change pedal 18, Since the shift pedal 18 is related via the linkage mechanism so as to hold the shift pedal 18 at the pedal position, the shift pedal 18 can be held at an arbitrary pedal position by manual operation of the vehicle speed adjusting lever 23. That is, the holding vehicle speed of the traveling machine body 1 during the auto-cruise operation can be changed / adjusted arbitrarily (steplessly). For this reason, the traveling machine body 1 can be operated while maintaining an arbitrary vehicle speed according to the work situation, which is extremely easy for the operator to handle.

  Further, the linkage mechanism of the embodiment includes a hook-shaped link member including a relay arm 134, a transmission link 135, and a transmission cam 137, a transmission wire 146, a return tension spring 142 of the transmission pedal 18, and a position holding member 120. Since the tip of the speed change wire 146 is loosely fitted via a pivot pin 147 into the loose fit hole 145 of the speed change cam 137 constituting the adjusting portion, the speed change wire 146 that functions only in the pulling direction. Due to the presence, it is possible to reliably prevent the vehicle speed adjusting lever 23 from automatically moving in front of the eyes each time the stepping amount of the shift pedal 18 changes. In addition, even if the speed change wire 146 is broken, the speed change pedal 18 can be returned to the initial position by the hook-shaped link member and the return tension spring 142, so that a high effect of improving safety is exhibited.

  Furthermore, both the vehicle speed adjusting lever 23 and the speed change pedal 18 are arranged on the same side (in the embodiment, on the right side in the traveling direction of the traveling machine body 1) of the left and right sides of the steering handle body 15 in plan view. The visibility from the operator sitting on the driver's seat 17 is good, and it is possible to contribute to improving the operability of the vehicle speed adjusting lever 23 and the shift pedal 18.

(8). Others The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the invention of the present application is not limited to a riding type rice transplanter, but can be applied to special working vehicles such as farm working machines such as tractors and combines, and wheel loaders. The manual operation means is not limited to the vicinity of the steering handle body, but may be provided on the steering handle body itself (for example, a steering post).

  In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

It is a left view of the riding type rice transplanter as a work vehicle. It is a top view of a riding type rice transplanter. It is a top view of a traveling machine body front part. It is a separated side view of the front part of the traveling machine body in a state where the upper frame is turned upward and opened. It is the perspective view which looked at the steering handle body and the upper frame from diagonally forward. It is the perspective view which looked at the upper frame from diagonally backward. It is a right view of a traveling machine body front part. It is a right view of a speed change pedal and a brake pedal. It is the perspective view which looked at the transmission pedal and the brake pedal from diagonally forward. It is operation | movement explanatory drawing of a vehicle speed adjustment lever. It is operation | movement explanatory drawing of a speed change pedal. It is action explanatory drawing of a brake pedal.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling machine body 2 Airframe frame 5 Engine 6 Mission case 10 Operation panel body 17 Driver's seat 21 Main shift lever 22 Accelerator lever 23 Vehicle speed adjusting lever 24 Shift lever 25 Seedling planting device 43 Steering round handle 80 Hydraulic stepless transmission 120 Position Holding member 121 Friction plate 122 Belleville spring washer 123 Washer 131 Link arm 133 Shift pedal shaft 134 Relay arm 135 Shift link 137 Shift cam 139 Trunnion shaft
142 Return tension spring 145 Free fitting hole 146 Speed change wire 147 Pivot pin 150 Brake pedal shaft 151 Pedal arm 155 Constant speed release cam 156 Characteristic link rod 160 Brake rod

Claims (5)

A hydraulic continuously variable transmission for shifting the power from the engine mounted on the traveling machine body, a shift pedal for increasing / decreasing the shift output of the hydraulic continuously variable transmission, and steering the traveling machine body A work vehicle including a steering handle body for operation,
On the steering handle body or in the vicinity thereof, an operation for increasing / decreasing a shift output of the hydraulic continuously variable transmission and a shift output of the hydraulic continuously variable transmission are set to values corresponding to pedal positions of the shift pedal. A work vehicle characterized in that manual operation means capable of executing two types of operations including holding operation are arranged. The manual operation means and the shift pedal are:
When the speed increase / decrease operation is performed by the manual operation means, the shift pedal is interlocked,
When the speed increase / decrease operation is performed with the shift pedal, the manual operation means is not interlocked.
The work vehicle according to claim 1, wherein the work vehicle is related via a linkage mechanism. The manual operation means and the shift pedal are:
When the manual operation means is manually operated to the operation position corresponding to the pedal position of the shift pedal when the speed increase / decrease operation is performed with the shift pedal, the shift pedal is held at the pedal position.
The work vehicle according to claim 2, wherein the work vehicles are related via a linkage mechanism. The linkage mechanism includes a hook-like link member that connects the adjusting portion for adjusting the shift output of the hydraulic continuously variable transmission and the shift pedal, and a cable that connects the adjusting portion and the manual operation means. A member, a return biasing means for returning the shift pedal to an initial position, and a position holding member for holding the manual operation means at an arbitrary operation position,
4. The work vehicle according to claim 2, wherein a distal end portion of the rope member is loosely fitted into a loose fitting hole provided in the adjusting portion via a pivot pin.   The said manual operation means and the said shift pedal are both arrange | positioned in the same side among the right-and-left both sides which pinched | interposed the said steering handle body in planar view. The listed work vehicle.

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