JP2017178167A - Riding type lawn mowing vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a riding type lawn mowing vehicle, in which right and left wheels are independently driven by a motor, and which may easily avoid collision to an obstacle target upon rapid pivot to rear side.SOLUTION: A riding type lawn mowing vehicle comprises a drive source, a left wheel and a right wheel, a transmission which may receive driving power from the drive source to independently drive the left wheel and the right wheel with respect to a rotating direction and rotation speed, caster wheels arranged away from the left wheel and the right wheel in a forth and back direction, and a lawn mower, in which rapid pivot may be realized, where one of the left wheel and the right wheel may rotate on rotation center position or the left wheel and the right wheel rotate in an opposite direction, which comprises a first sensor which is arranged on the vehicle and capable of detecting an obstacle target at rear side, and a controlling apparatus decelerating rotation when the obstacle target is detected by the first sensor and rapid pivot to rear side is carried out so that rotation is stopped before collision of the vehicle to the obstacle target.SELECTED DRAWING: Figure 2

Description

  The present invention includes a drive source, a left wheel and a right wheel that can be driven independently with respect to the rotation direction and the rotation speed, a caster wheel that is provided away from the left wheel and the right wheel in the front-rear direction, and mowing the lawn. The present invention relates to a riding lawnmower equipped with a machine.

  2. Description of the Related Art Lawn mower vehicles including lawn mowers that are driven to perform lawn mowing work are conventionally known. Further, in such a lawnmower vehicle, a lawnmower vehicle including left and right wheels, which are main drive wheels that are independently driven by a motor such as an electric motor or a hydraulic motor, and caster wheels has been considered.

  In addition, there is a lawnmower vehicle capable of self-running where an operator gets on and runs and controls the lawn mower on the vehicle, which is called a riding lawnmower vehicle. Examples of the lawn mower include a propeller type rotary blade type and a rotary winding blade type lawn mower rotary tool.

  Riding lawn mowers are used exclusively in so-called off-roads such as gardens, and move on the ground for mowing work.

  For example, Patent Document 1 describes a hybrid power unit equipped with an engine / generator integrated type in which a rotor is connected to an engine shaft of an internal combustion engine. A lawnmower vehicle exemplified as a power unit has a plurality of drive wheels connected to independent electric motors, and each drive wheel can be controlled independently at a variable speed, whereby the lawn mower vehicle can be started and stopped smoothly. It is stated that speed change and direction change can be performed. FIG. 4 of Patent Document 1 and the description thereof describe a lawnmower vehicle that can turn with a zero turning radius.

JP 2006-507789 A

  In the case of the vehicle described in FIG. 4 of Patent Document 1 and its description, the vehicle can turn by changing the speeds of the left and right rear wheels. Such a vehicle can make a sharp turn with a small turning radius. In this case, the driver turns backward while looking back. However, if there is a failure target in a blind area with respect to the driver's field of view, there is a possibility that it cannot be confirmed. In particular, in a configuration in which only one of the left wheel and the right wheel rotates around the turning center position, or the vehicle can make a sharp turn in which the left wheel and the right wheel rotate in opposite directions, When the vehicle turns suddenly, the vehicle can easily approach an obstacle object that is a person or an object that is difficult to check in the surrounding area. And a driver | operator's great attention is requested | required in order to avoid colliding with a failure target. Accordingly, it is desired to realize a configuration that can easily avoid a collision with an obstacle object during a sudden backward turn.

  An object of the present invention is to easily avoid a collision with an obstacle object during a sudden rearward turn in a configuration in which left and right wheels can be driven independently in the rotational direction and the rotational speed in a riding lawn mower vehicle. It is to realize the configuration.

  The riding lawn mower according to the present invention drives the left wheel and the right wheel independently of each other with respect to the rotation direction and the rotation speed by receiving power from the drive source, the left wheel and the right wheel, and the drive source. A transmission configured to be possible, a caster wheel provided in the front-rear direction away from the left wheel and the right wheel, and a lawn mower, and the left wheel and the right wheel around a turning center position Is a riding lawnmower vehicle that is capable of making a quick turn in which only one of the two wheels rotates or the left wheel and the right wheel rotate in opposite directions, and is located in the vehicle and detects an obstacle object on the rear side And a control device that decelerates the turn when the obstacle object is detected by the sensor and is suddenly turning backward, and stops the turn before the vehicle collides with the obstacle object.

  According to the riding lawn mower vehicle according to the present invention, in a configuration in which the left and right wheels can be independently driven in the rotational direction and the rotational speed, it is easy to automatically avoid a collision with an obstacle target during a sudden backward turn. .

1 is a perspective view of a riding lawn mower vehicle according to an embodiment of the present invention. It is a figure which shows the detection range of a 1st sensor seeing the vehicle of embodiment from upper direction. It is a block diagram which shows the characteristic structure of the vehicle of embodiment. (A) is the figure which looked at the power transmission structure of the power generation unit for left wheels and right wheels, and an engine from the upper side in the vehicle of embodiment, (b) is the arrow A direction of (a). FIG. In the vehicle of an embodiment, it is a figure showing a hydraulic circuit of a power generation unit for left wheels and right wheels. In the vehicle of an embodiment, it is a schematic diagram showing the state of straight running. In the vehicle of an embodiment, it is a schematic diagram showing the state of gentle turning to the front side. In the vehicle of an embodiment, it is a schematic diagram showing the state where it turns sharply ahead centering on one wheel of a right-and-left wheel. In the vehicle of an embodiment, it is a schematic diagram showing the state where it turns sharply ahead centering on the center between left and right wheels. In the vehicle of an embodiment, it is a schematic diagram showing the state of avoiding the collision to the obstacle object when turning sharply backward about one wheel of the left and right wheels. FIG. 3 is a diagram showing a state when the vehicle turns in the α direction from the state of FIG. 2 and a sensor detects an obstacle. FIG. 3 is a diagram showing a state when the vehicle turns in the β direction from the state of FIG. 2 and a sensor detects an obstacle. It is a block diagram which shows the characteristic structure of the riding type lawn mower vehicle of another example of embodiment which concerns on this invention. In the structure shown in FIG. 10, it is a figure corresponding to FIG. It is a block diagram which shows the characteristic structure of the riding type lawn mower vehicle of another example of embodiment which concerns on this invention. (A) is a figure corresponding to Drawing 4A in the composition shown in Drawing 12, (b) is a figure seen in the direction of arrow B of (a). It is a block diagram which shows the characteristic structure of the riding type lawn mower vehicle of another example of embodiment which concerns on this invention. FIG. 15 is a diagram corresponding to FIG. 4A in the configuration illustrated in FIG. 14.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, a configuration in which the left and right wheels of the riding lawn mower vehicle are driven by a hydraulic motor as a traveling motor will be mainly described. However, the traveling motor may be another motor such as an electric motor. For example, a case where an engine is used as a power source of the hydraulic pump will be described below, but an electric motor may be provided as a power source of the hydraulic pump. In the following, the case where the wheels as the left and right main drive wheels are arranged on the rear side and the caster wheels are arranged on the front side will be described, but the wheels may be on the front side and the caster wheels may be on the rear side.

  The shape, the number, the arrangement relationship of components, and the like described below are examples for explanation, and can be appropriately changed according to the specification of the riding lawnmower. Also, in the following, the same reference numerals are given to the same elements in all the drawings, and overlapping descriptions are omitted or simplified.

  1 to 9 show a riding lawnmower according to an embodiment. Hereinafter, the riding lawnmower vehicle 10 is referred to as a vehicle 10. FIG. 1 is a perspective view of the vehicle 10. FIG. 2 is a diagram illustrating detection ranges of the first sensors 50a and 50b when the vehicle 10 is viewed from above. FIG. 3 is a block diagram showing a characteristic configuration of the vehicle 10. FIG. 4A (a) is a diagram of the power transmission structure between the power generation units 26 and 27 for the left wheel 12 and the right wheel 13 and the engine 14 in the vehicle 10 as viewed from above, and FIG. 4A (b) FIG. 5 is a view as seen in the direction of arrow A in FIG. FIG. 4B is a diagram illustrating hydraulic circuits 28 and 29 of power generation units 26 and 27 for the left wheel 12 and the right wheel 13 in the vehicle 10.

  The vehicle 10 is a self-propelled off-road vehicle suitable for lawn mowing. The vehicle 10 includes a left wheel 12 and a right wheel 13, caster wheels 15 and 16, a lawn mower 18, two first sensors 50a and 50b, a throttle actuator 41 (FIGS. 3 and 4A), and a control device. A controller 60 (FIG. 3).

  The left wheel 12 and the right wheel 13 are rear wheels supported on the left and right sides on the rear side of the main frame 20 that is a vehicle body, and are main drive wheels. The main frame 20 is formed in a beam structure or the like from a metal such as a steel material. The main frame 20 includes side plate portions 20a and 20b extending substantially in the front-rear direction at both left and right ends, and a connecting portion 20c that connects the left and right side plate portions 20a and 20b. Between the rear end portions of the left and right side plate portions 20a and 20b, a driver seat 21 on which a driver vehicle sits is fixed on the upper side.

  In the main frame 20, left and right control levers 22 and 23 are supported so as to protrude from the front floor of the driver's seat 21. The tips of the control levers 22 and 23 are used by the driver to indicate the rotation direction and rotation speed of the left wheel 12 and the right wheel 13. Each control lever 22 and 23 is substantially L-shaped, and a grip portion 24 extending in the left-right direction is formed at the upper end portion. The grip portion 24 is operated by being gripped by the driver. Each of the control levers 22 and 23 can swing around an axis along the left-right direction at the lower end.

  The left wheel 12 and the right wheel 13 protrude outside the left and right outer ends of the side plate portions 20a and 20b of the main frame 20. The upper side of each wheel 12, 13 is at least partially covered with a wheel cover 25, and the inner end in the left-right direction of the wheel cover 25 is fixed to the side plate portions 20 a, 20 b.

  The two left and right caster wheels 15 and 16 are steered wheels supported by the front end portion of the main frame 20 and are front wheels. The left wheel 12 and the right wheel 13 are independently driven by a left hydraulic motor 30 (FIG. 4B) and a right hydraulic motor 31 (FIG. 4B), which will be described later, which are two traveling motors. Accordingly, the caster wheels 15 and 16 are provided away from the left wheel 12 and the right wheel 13 in the front-rear direction in the front-rear direction of the vehicle 10. Each of the caster wheels 15 and 16 can freely rotate 360 degrees or more around the axis in the vertical direction (the vertical direction in FIG. 1). Note that the number of caster wheels is not limited to a configuration in which two caster wheels are arranged in the vehicle, and only one or three or more caster wheels may be arranged in the vehicle. Below, the left wheel 12 and the right wheel 13 may be described as the left and right wheels 12 and 13.

  As shown in FIG. 4B, the left wheel 12 and the right wheel 13 can be independently driven by the transmission 11 with respect to the rotation direction and the rotation speed. The transmission 11 includes left and right power generation units 26 and 27. The power of the engine 14 as a drive source is input to the transmission 11, and the outputs of the left and right hydraulic pumps 32 and 33 are output to the drive shafts of the left and right wheels 12 and 13 via the reduction gear mechanisms 26b and 27b. Thereby, the transmission 11 receives the motive power from the engine 14, and comprises the left wheel 12 and the right wheel 13 so that it can drive independently about a rotation direction and a rotational speed, respectively. The left and right, fixed displacement hydraulic motors 30 and 31 constitute left and right power generation units 26 and 27, respectively. The left and right hydraulic motors 30 and 31 are connected to the drive shafts of the left wheel 12 and the right wheel 13, respectively. Each power generation unit 26, 27 generates power for wheels, and includes cases 26a, 27a and hydraulic circuits 28, 29 inside thereof. The hydraulic circuits 28 and 29 include swash plate type variable displacement hydraulic pumps 32 and 33, hydraulic motors 30 and 31 driven by pressure oil supplied from the hydraulic pumps 32 and 33, hydraulic pumps 32 and 33, and hydraulic pressure. And an oil passage 34 connecting the motors 30 and 31. The hydraulic motors 30 and 31 are, for example, fixed capacity types. The driven pulleys 35 are fixed to the drive shafts 32a and 33a of the hydraulic pumps 32 and 33, respectively, and are driven via a belt 36 by an engine 14 as a power source described later. The hydraulic pumps 32 and 33 function as an input unit of the transmission.

  Each of the hydraulic pumps 32 and 33 includes a left swash plate operation shaft 32b that is a left adjustment shaft that changes the tilt angle and direction of the movable swash plate by rotation, a right swash plate operation shaft 33b that is a right adjustment shaft, and a swash plate operation. It includes shafts 32b and 33b and swash plate operating levers 32c and 33c. The left swash plate operating lever 32c is connected to the left swash plate operating shaft 32b. The right swash plate operating lever 33c is connected to the right swash plate operating shaft 33b. The left swash plate operating shaft 32 b adjusts the pressure oil discharge amount of the left hydraulic pump 32. The right swash plate operating shaft 33 b adjusts the pressure oil discharge amount of the right hydraulic pump 33. The swash plate operation levers 32c and 33c are connected to the lower end portions of the left and right control levers 22 and 23 via links 37, respectively. As a result, the control levers 22 and 23 swing in the front-rear direction, whereby the swash plate operating shafts 32b and 33b rotate. Then, the tilt angle and direction of the movable swash plate of the hydraulic pumps 32 and 33 change. The discharge amount of the hydraulic pumps 32 and 33 is changed by changing the tilt angle of the movable swash plate. When the control levers 22 and 23 are largely tilted forward or backward, the discharge amounts of the hydraulic pumps 32 and 33 are increased. The left hydraulic motor 30 is driven by pressure oil supplied from the left hydraulic pump 32. The right hydraulic motor 31 is driven by pressure oil supplied from the right hydraulic pump 33. When the control levers 22 and 23 are tilted forward from the neutral state, the discharge directions of the hydraulic pumps 32 and 33 are regulated so as to rotate the hydraulic motors 30 and 31 to one side. When the control levers 22 and 23 are tilted backward from the neutral state, the discharge directions of the hydraulic pumps 32 and 33 are regulated so as to rotate the hydraulic motors 30 and 31 to the other side. The neutral state is a state in which the control levers 22 and 23 are automatically returned in a state where the control levers 22 and 23 are not grasped by the driver and no oil is discharged. Regarding the rotation direction of the hydraulic motors 30, 31, one side corresponds to rotation in the forward direction of the wheels 12, 13, and the other side corresponds to rotation in the reverse direction of the wheels 12, 13. Further, the swing angle positions of the control levers 22 and 23 are detected by lever potentiometers 38 and 39 which are swing angle detection units. Detection signals from the lever potentiometers 38 and 39 are transmitted to a controller 60 (FIG. 3) described later.

  Further, as shown in FIG. 4A, the vehicle 10 is disposed in the periphery of the left back switch 75 disposed in the periphery of the lower end portion of the left control lever 22 and in the periphery of the lower end portion of the right control lever 23. And a right back switch 76. The left and right back switches 75 and 76 detect whether or not the left and right control levers 22 and 23 have been swung to an area (R area in FIG. 4) instructing reverse movement with the axis S in the left and right direction at the lower end as a center. To do. The left and right back switches 75 and 76 transmit detection signals to the controller 60 when it is detected that the left and right control levers 22 and 23 are swung to the reverse instruction area. For example, when the front ends of the back switches 75 and 76 are pushed downward by the front ends of the lower ends of the control levers 22 and 23, the control levers 22 and 23 are tilted rearward from the neutral state to instruct reverse travel. It is detected that As will be described later, the controller 60 uses the detection signals of the left and right lever potentiometers 38 and 39 to determine whether or not the vehicle is turning sharply backward. At this time, the detection signals of the back switches 75 and 76 are used in an auxiliary manner, so that it can be stably determined whether or not the vehicle is suddenly turning backward.

  The left and right control levers 22 and 23 are displaceable from the maximum displacement position Fmax in the area instructing forward to the maximum displacement position Rmax in the area instructing reverse movement, with the neutral position in FIG. 4A as the center. The left and right lever potentiometers 38 and 39 are disposed in the vicinity of the axis S of the left and right control levers 22 and 23. In FIG. 4A, illustration of the left and right lever potentiometers 38 and 39 is omitted.

  4B, the charge oil passage C1 is connected to the two main oil passages S1, S2 connecting the hydraulic pumps 32, 33 and the hydraulic motors 30, 31. The charge oil passage C1 connects the main oil passages S1, S2 and the oil sump E via check valves F1, F2. The charge oil passage C1 is replenished with oil from the oil reservoir E in the main oil passage on the low pressure side of the main oil passages S1 and S2. Further, bypass valves 28a and 29a are connected between both the main oil passages S1 and S2 and the oil sump E. The bypass valves 28a and 29a are configured to be manually switchable between opening and closing which are connections between the main oil passages S1 and S2 and the oil sump E and closing. In the example of FIG. 4B, when the bypass valves 28a and 28b are switched to the open side, the main oil passages S1 and S2 are connected to the oil sump E through the throttle, but the throttle is omitted. May be.

  The left and right wheels 12 and 13 are connected to the output shafts of the left and right hydraulic motors 30 and 31, respectively, through reduction gear mechanisms 26b and 27b constituting the power generation units 26 and 27 so that power can be transmitted. As will be described later, the vehicle 10 can travel straight and turn by independent control of the left and right wheels 12 and 13.

  The engine 14 is disposed on the rear side of the driver's seat 21 (FIG. 1) in the vehicle 10. As shown in FIG. 4A, in the engine 14, the drive shaft 14a along the vertical direction (the front and back direction in FIG. 4A) rotates about the vertical direction. A drive pulley 40 is fixed to the drive shaft 14a, and a belt 36 is wound around the drive pulley 40 and two driven pulleys 35 provided in the left and right power generation units 26 and 27. The driving pulley 40 and the two driven pulleys 35 correspond to shaft pulleys. As a result, when the engine 14 is driven, the hydraulic pumps 32 and 33 are driven via the drive pulley 40, the belt 36 and the driven pulley 35. By operating the control levers 22 and 23, hydraulic oil is discharged from the hydraulic pumps 32 and 33, and the hydraulic motors 30 and 31 rotate. Further, the vehicle 10 is controlled such that the engine 14 is operated at a predetermined constant rotation speed when a start switch (not shown) is turned on by a user. At this time, the throttle actuator 41 (FIGS. 3 and 4A) mechanically or electrically adjusts the opening degree of the throttle valve of the engine 14. The throttle actuator 41 includes a motor (not shown) fixed to a rotation shaft (not shown) of the throttle valve. The controller 60 controls the motor of the throttle actuator 41 so that the engine 14 is operated at a preset constant rotational speed when a start switch (not shown) is turned on by the user. The controller 60 controls the throttle actuator 41 to close the throttle valve when the start switch is turned off by the user.

  As will be described later, the left and right wheels 12 and 13 rotate in opposite directions at the same speed, so that the vehicle 10 suddenly rotates around a turning center position 70 (FIG. 2) located between the left wheel 12 and the right wheel 13. It is possible to turn.

  Further, the throttle actuator 41 is controlled by a controller 60 (FIG. 3) described later. The controller 60 controls the driving of the throttle actuator 41 when at least one of the failure targets P1, P2, P3 (FIG. 2) is detected by first sensors 50a, 50b described later. As a result, the controller 60 decelerates the turning of the vehicle 10 by gradually bringing the throttle valve closer to closing, and stops turning backward by closing the valve. For this reason, it becomes difficult for the vehicle 10 to collide with the obstacle target when turning.

  Returning to FIG. 1, the lawn mower 18 is supported below the middle portion of the main frame 20 in the longitudinal direction. The lawn mower 18 is disposed between the caster wheels 15 and 16 and the left and right wheels 12 and 13 in the front-rear direction. The lawn mower 18 includes a lawn mowing blade (not shown) that is a lawn mowing rotary tool disposed inside a mower deck 19 that is a cover. The lawn mowing blade is covered on the upper side by the mower deck 19. The lawn mowing blade has a plurality of blade elements (not shown) that rotate about an axis oriented in the vertical direction (vertical direction in FIG. 1). As a result, the blade element rotates and the grass can be broken and trimmed. The lawn mowing blade is rotationally driven by a lawn mowing drive motor (not shown) controlled by a controller 60 (FIG. 3) described later. The lawn mower can be driven by receiving power from the engine 14 by, for example, placing a belt around a drive pulley fixed to the drive shaft of the engine 14 and a driven pulley fixed to the drive shaft of the lawn mowing blade. It is good also as a structure. The cut grass is discharged to one side of the vehicle 10 through a discharge port (not shown) provided on one side of the mower deck 19 in the left-right direction (left side in FIG. 1). A grass collection duct can be connected to the mower deck 19, and the cut grass can be collected in a grass collection tank connected to the grass collection duct.

  Further, both end portions in the left-right direction of the mower deck 19 protrude outward from the left and right ends at the middle portions in the front-rear direction of the left and right side plate portions 20a, 20b constituting the main frame 20, respectively. Further, each of the left and right wheels 12 and 13 is disposed behind the portion of the side plate portions 20a and 20b of the main frame 20 where the mower deck 19 protrudes outside and outside the left and right outer ends.

  As shown in FIG. 2, the two first sensors 50 a and 50 b are arranged separately on the left and right sides of the vehicle 10. Specifically, the two first sensors 50a and 50b are separately fixed and arranged at the left and right end portions that protrude outward from the side plate portions 20a and 20b of the main frame 20 in the upper portion such as the upper surface of the mower deck 19. Is done. Thus, the two first sensors 50 a and 50 b are arranged on both the left and right sides in front of the rear end of the vehicle 10. Each 1st sensor 50a, 50b is comprised so that the presence or absence of the obstruction or person who is an obstacle object located in the back may be detected. As such first sensors 50a and 50b, for example, a millimeter wave radar is used. At this time, the millimeter wave radar can detect the presence of the fault target in a preset detection area by reflecting the radio wave transmitted from the transmission unit on the fault target and receiving it on the reception unit. The first sensors 50a and 50b preferably have directivity in one direction in order to prevent the vehicle 10 itself from being detected. Further, the first sensors 50a and 50b can measure the distance to the obstacle target. For example, in a millimeter wave radar, the distance to a fault target can be measured by receiving radio waves transmitted from one transmission unit with two reception units provided at different positions. In FIG. 2, detection areas of the first sensors 50 a and 50 b are indicated by hatched portions. The detection area extends to the rear side, but does not reach the vehicle 10. The detection signals of the first sensors 50a and 50b are transmitted to the controller 60 (FIG. 3). As the first sensors 50a and 50b, a laser radar, an ultrasonic sensor, an infrared sensor, or the like may be used.

  The vehicle 10 also includes a warning light 72 (FIG. 3) disposed near the driver's seat 21 of the vehicle. The warning light 72 corresponds to a warning part. For example, the warning light 72 may be fixed near the feet of the driver's seat 21 in the vehicle. Further, the warning light 72 may be installed above the support portions of the caster wheels 15 and 16 that are easy to enter the field of view when looking forward. Further, the operation of the warning light 72 is controlled by the controller 60 as will be described later, and a warning is given by lighting or blinking that the vehicle has approached the failure target.

  Further, the vehicle 10 includes a left wheel rotation speed pickup 42 that detects the rotation speed of the left wheel 12 per unit time (for example, per minute) and a rotation speed of the right wheel 13 per unit time (for example, per minute). And a right wheel rotational speed pickup 43 for detecting. The left and right wheel rotation speed pickups 42 and 43 correspond to left and right wheel rotation speed detectors. The controller 60 calculates the direction of the vehicle according to the detection signals from the left and right wheel speed pickups 42 and 43. For example, the controller 60 calculates a change in the direction of the vehicle with respect to the reference state by calculating a change in the rotational speed of the left and right wheels 12 and 13 from a preset reference state.

  As shown in FIG. 3, the controller 60 includes a calculation unit such as a CPU and a storage unit such as a memory, and is configured by a microcomputer, for example. The controller 60 has a backward sudden turn determination unit 61 and a turn deceleration stop unit 62. The sudden backward turning determination unit 61 determines whether or not the vehicle 10 is suddenly turning backward from the detection signals of the left and right lever potentiometers 38 and 39. For example, the rotation direction and rotation angle of the left and right wheels 12 and 13 are calculated from this detection signal. When the left and right wheels 12 and 13 rotate rearward and the rotation speeds of the left and right wheels 12 and 13 are different, it is determined that the vehicle 10 turns to the rear side.

  Furthermore, when only one of the left and right wheels 12 and 13 rotates to the rear side, it is determined that the vehicle 10 is turning sharply backward. Further, the left and right wheels 12 and 13 rotate in the opposite directions and are wheels that rotate rearward. The absolute value of the ground moving speed of the rear rotating wheel is a wheel that rotates frontward. Also when it is larger than the absolute value of the speed, it is determined that the vehicle 10 is turning sharply backward. Such a sudden turn will be described later with reference to FIG. When the absolute values of the ground moving speeds of the rear rotating wheel and the front rotating wheel are larger than zero and the difference between the absolute values of both is zero, a zero turn is made.

  The turning deceleration stop unit 62 is a case where the rear sudden turn determination unit 61 determines that the vehicle 10 is turning rapidly backward, and at least one of the first sensors 50a and 50b has detected a failure target. Sometimes, the turning of the vehicle 10 to the rear is decelerated. Then, the turning deceleration stopping unit 62 stops turning before the vehicle collides with the obstacle target. At this time, the turning deceleration stopping unit 62 controls the driving of the throttle actuator 41 to gradually bring the throttle valve close to the closed valve to decelerate the turning, and close the valve to stop the turning of the vehicle rearward.

  The turning of the vehicle must be stopped before the vehicle collides with the obstacle. For this purpose, the controller 60 calculates the first direction of the vehicle when the failure target is detected by the first sensors 50a and 50b and the second direction of the vehicle when the vehicle collides with the failure target. . The first sensors 50a and 50b can measure the distance to the failure target. For this reason, the controller 60 starts from the distance from the first sensor to the obstacle target when starting to enter the detection area of the first sensors 50a and 50b when turning the vehicle until the obstacle target collides with the left and right side ends of the vehicle. The number of rotations of the left and right wheels 12, 13 can be calculated. At this time, for example, a rectangular parallelepiped vehicle simulation model that includes the vehicle 10 and simulates the vehicle 10 may be set, and the second direction when the vehicle simulation model collides with the obstacle target may be calculated. For example, the vehicle simulation model may be in contact with the outer shape of the vehicle or a shape slightly larger than the vehicle. By setting such a vehicle simulation model, it is easier to prevent the obstacle target from colliding with the vehicle.

  The second direction may be calculated by estimating that the swing positions of the left and right control levers 22 and 23 are constant from the time when the failure target is detected by the first sensors 50a and 50b. If the actual swinging position of the left and right control levers 22 and 23 changes after the first direction, the second direction may be corrected according to the change.

  Then, the controller 60 sets the third direction before changing from the first direction to the second direction, decelerates the turn until the vehicle changes to the third direction, and turns in the third direction. The rotation state of the left and right wheels 12 and 13 is controlled so as to stop. At this time, the controller 60 controls the throttle actuator 41 and closes the throttle valve, whereby the left and right wheels 12 and 13 can be stopped in the third direction.

  FIG. 5 is a schematic diagram showing a straight traveling state of the vehicle 10. FIG. 5 shows the positional relationship between the left and right wheels 12 and 13 and the caster wheels 15 and 16. As shown in FIG. 5, the vehicle 10 can travel straight by matching the rotational speeds of the left and right wheels 12 and 13 with the left and right hydraulic motors 30 and 31 (FIG. 4B). At this time, the ground movement speeds V1 and V2, which are the movement speeds of the ground contact positions with respect to the ground of the left and right wheels 12 and 13, coincide. A power source is not connected to the left and right caster wheels 15, 16, and the caster wheels 15, 16 are driven to rotate from the ground as the vehicle 10 is driven by driving the left and right wheels 12, 13. On the other hand, the vehicle 10 can turn by generating a difference in rotational speed between the left and right wheels 12 and 13.

  6A, 6B, and 6C show three examples of vehicle turning. 6A, 6B, and 6C also show the positional relationship between the left and right wheels 12 and 13 and the caster wheels 15 and 16, as in FIG. FIG. 6A is a schematic diagram illustrating a state of slow turning traveling forward in the vehicle 10. In FIG. 6A, the turning center position 70 is outside the left and right wheels 12 on the extension line in the axle direction of the left and right wheels 12 and 13 when viewed from above. At this time, the vehicle 10 turns relatively slowly.

  FIG. 6B is a schematic diagram showing a state in which the vehicle 10 suddenly turns forward about one of the left and right wheels 12 and 13 as a center. In FIG. 6B, the turning center position 70 is at the ground contact position of one wheel 12. Such a turn is called a belief turn, and the vehicle 10 turns more rapidly than in the case of FIG. 6A.

  FIG. 6C is a schematic diagram showing a state where the vehicle 10 suddenly turns forward about the center between the left and right wheels 12 and 13. In FIG. 6C, the turning center position 70 is located at the center position between the left and right wheels 12 and 13 on the extension line in the axle direction of the left and right wheels 12 and 13 when viewed from above. The absolute values of the speeds V1, V2 of the left and right wheels 12, 13 are the same, but the direction of the speed V1 of one wheel 12 is opposite to the direction of the speed V2 of the other wheel 13. In this case, the vehicle 10 turns more rapidly than in the case of FIG. 6B. Such a turn is referred to as a zero turn (ZTR) because the turning turn or the turning radius is zero.

  FIG. 7 is a schematic diagram illustrating a state in which the vehicle 10 avoids a collision with the obstacle target P when the vehicle 10 suddenly turns backward about the ground contact position of the right wheel 13 that is one of the left and right wheels 12 and 13. In FIG. 7, for easy understanding, the vehicle 10 is schematically illustrated by rectangles of a one-dot chain line G <b> 1 and a broken line G <b> 2. When the vehicle 10 is in the state indicated by the one-dot chain line G1, only the left wheel 12 that is the other wheel of the left and right wheels 12 and 13 rotates in the reverse direction, and the stop of the right wheel 13 that is one of the wheels may be maintained. In this case, as indicated by the broken line G2, the vehicle 10 turns sharply backward as indicated by the arrow α direction with the grounding position of the right wheel 13 as the turning center position 70. In some cases, there is a failure target indicated by P near the front end of the vehicle 10 and outside the left side surface in the state of the one-dot chain line G1. At this time, the obstacle target P may not be seen from the driver of the driver's seat 21 or the driver may miss the obstacle target P. At this time, since the vehicle 10 continues to turn while spreading outward in the left-right direction on the front side, the vehicle 10 may collide with the obstacle target P in the state of the broken line G2. In the vehicle 10 of the embodiment shown in FIGS. 1 to 9, the controller 60 calculates that the vehicle 10 changes from the first direction of the dashed-dotted line G1 in FIG. 7 to the second direction of the broken line G2. Then, the controller 60 controls the driving of the left and right wheels 12 and 13 so that the vehicle is stopped in the third direction indicated by the two-dot chain line G3 before the second direction after the first direction of the vehicle. To do. Accordingly, at the time of a sudden turn to the rear, at least one of the first sensors 50a and 50b can easily detect the failure target at an early stage, and before the vehicle collides with the failure target. Easy to stop turning. Further, since the turning is decelerated from the time when the obstacle target is detected by the first sensor 50a, 50b, the deceleration applied to the driver can be reduced compared with the case where the turning is suddenly stopped. Can be reduced.

  In order to release the stop after the backward turn is stopped, for example, the driver causes the vehicle 10 to travel forward or the like so that the obstacle target is removed from the detection area of the first sensors 50a and 50b. To. In this state, for example, the controller 60 may be reset by returning the left and right control levers 22 and 23 to the neutral state. This reset is that the controller 60 permits the vehicle to turn backward.

  Further, the controller 60 decelerates the sudden turn to the rear of the vehicle 10 and activates the warning light 72 when a failure target is detected by at least one of the first sensors 50a and 50b. Thereby, the driver | operator can recognize having approached the obstacle target. Note that a warning buzzer 73 may be arranged near the driver's seat 21 of the vehicle instead of or together with the warning light 72. The warning buzzer 73 corresponds to a warning part. The operation of the warning buzzer 73 is controlled by the controller 60 and warns with sound that the obstacle object has been approached. The controller 60 activates the warning buzzer 73 when a failure target is detected by one or both of the left and right first sensors 50a and 50b. By the operation of the warning buzzer 73, the driver can recognize that he has approached the obstacle target.

  According to the vehicle 10 described above, in the configuration in which the left and right wheels 12 and 13 are independently driven by the hydraulic motors 30 and 31, it is easy to automatically avoid a collision with the obstacle target to the vehicle 10 when the vehicle suddenly turns backward. . For example, the field of view of the driver who gets in the driver's seat is the range indicated by the arrow Q in FIG. When there is an obstacle subject to being out of this range, in particular, being blocked by the engine bonnet 141, the driver needs to change his / her body later or get off the vehicle 10 to check. In particular, each of the two first sensors 50a and 50b is arranged on both the left and right sides in front of the rear end of the vehicle 10, and is configured to detect an obstacle target located relatively near the ground on the rear side. Is done. Thereby, unlike the case where a sensor capable of detecting the rear is arranged only at the rear end of the vehicle 10, it is easy to detect a fault target located outside the left and right ends of the vehicle 10 and in front of the rear end of the vehicle 10. Then, the turning of the vehicle 10 can be automatically stopped by detecting the obstacle target.

  In addition, as indicated by P3 in FIG. 2, there is a case where the obstacle target does not reach either of the detection areas of the left and right first sensors 50a and 50b when the vehicle is stopped. However, as shown in FIGS. 2 and 8, when the vehicle 10 is suddenly turned backward in the direction of the arrow α with a zero turn or the like, the obstacle target P3 is detected by the left first sensor 50b in the state of FIG. Thereby, the vehicle 10 is prevented from colliding with the obstacle target P3 by stopping after the sudden turn of the vehicle 10 is decelerated.

  As described above, when the vehicle 10 suddenly turns backward, the left and right wheels 12 and 13 rotate in the opposite direction, and the absolute value of the ground moving speed of the wheel rotating backward is the ground movement of the wheel rotating forward. Occurs when the speed is above the absolute value. Further, as shown in FIG. 7, when only one of the left and right wheels 12 and 13 rotates in the reverse direction and the other wheel is stopped, a sudden backward turn occurs. As described above, when the vehicle 10 turns sharply backward, the vehicle easily approaches the obstacle target at a position that is difficult to confirm. In addition, when the vehicle makes a sudden turn with zero turn, the vehicle is greatly swung left and right on the spot, so that the vehicle is more likely to approach the obstacle target at a position that is difficult to confirm. In order to prevent the vehicle from colliding with the obstacle, great attention is required from the driver. In the embodiment, when the controller 60 detects a failure target with the first sensors 50a and 50b, the effect of the configuration in which the sudden backward turn is decelerated and then stopped becomes significant.

  Although FIG. 8 illustrates the case where the vehicle 10 turns sharply in the direction of the arrow α, as shown in FIG. 9, the vehicle 10 may turn suddenly backward in the direction of the arrow β opposite to the arrow α with zero turn. At this time, in the state shown in FIG. 9, the failure target P3 is detected by the right first sensor 50b. Thereby, turning of the vehicle 10 is stopped.

  FIG. 10 is a block diagram illustrating a characteristic configuration of a vehicle 10 according to another example of the embodiment. FIG. 11 is a diagram corresponding to FIG. 2 in the configuration shown in FIG. In the configurations shown in FIGS. 10 and 11, the second sensors 51 a and 51 b are arranged behind the first sensors 50 a and 50 b of the vehicle 10 in the configurations of FIGS. 1 to 9. Specifically, two second sensors 51a and 51b are fixed to the upper sides of the left and right wheel covers 25 that cover the upper sides of the left and right wheels 12 and 13, respectively. Each 2nd sensor 51a, 51b is comprised so that the failure target located in the back side may be detected similarly to 1st sensor 50a, 50b. In FIG. 11, detection areas of the second sensors 51a and 51b are shown by dotted areas. The detection area extends to the rear side, but does not reach the vehicle 10. Detection signals from the second sensors 51 a and 51 b are transmitted to the controller 60. In order to reduce the undetectable area, it is preferable that the detection areas of the two second sensors 51a and 51b partially overlap as shown in FIG. In order to reduce the undetectable area, it is preferable that the detection areas of the second sensors 51a and 51b partially overlap the detection areas of the first sensors 50a and 50b as shown in FIG.

  The controller 60 has a turning deceleration stop 62 (FIG. 3). The turning deceleration stopping unit 62 decelerates the sudden turning to the rear of the vehicle 10 when the failure target is detected by at least one of the first sensors 50a, 50b and the second sensors 51a, 51b, and the vehicle 10 is subject to the failure. Stop before hitting.

  According to said structure, since the area | region which can detect a failure target spreads, it is easy to detect automatically the failure target which approaches the vehicle 10 at the time of turning back. For example, even when obstacle targets P3 and P4 are located in the vicinity of the vehicle 10 behind the vehicle 10 and the obstacle targets cannot be detected by the first sensors 50a and 50b, the obstacle targets P3 and P3 are detected by the second sensors 51a and 51b. P4 is easy to detect. Thereby, it is easy to avoid more effectively the collision to the obstacle target to the vehicle 10 at the time of the sudden turning backward. Other configurations and operations are the same as those in FIGS. 1 to 9.

  10 and 11, it is easy to detect the failure targets P3 and P4 located behind the rear end of the vehicle 10. For this reason, the controller 60 may be configured to stop the straight traveling to the rear side of the vehicle 10 when it is determined that the vehicle 10 is going straight ahead and when the obstacle targets P3 and P4 are detected.

  FIG. 12 is a block diagram illustrating a characteristic configuration of a vehicle 10 according to another example of the embodiment. FIG. 13A is a view corresponding to FIG. 4A in the configuration shown in FIG. 12, and FIG. 13B is a view seen in the direction of arrow A in FIG. The vehicle 10 shown in FIGS. 12 and 13 has the configuration shown in FIGS. 1 to 9, and the swash plate operation levers 32c and 33c of the left and right power generation units 26 and 27 are connected to the control levers 22 and 23 via links. Not. Instead, the vehicle 10 includes left and right swash plate actuators 44 and 45. The swash plate actuators 44 and 45 drive the swash plate operation levers 32c and 33c connected to the swash plate operation shafts 32b and 33b (FIG. 4B) of the corresponding hydraulic pumps 32 and 33 (FIG. 4B). , Controlled by the controller 60. The swash plate actuators 44 and 45 include, for example, a piston cylinder mechanism or a motor for rotating the corresponding swash plate operation levers 32c and 33c.

  The controller 60 controls the driving of the left and right swash plate actuators 44 and 45 in accordance with detection signals from the left and right lever potentiometers 38 and 39 to drive the left and right swash plate operating levers 32c and 33c. For example, when the left and right control levers 22 and 23 are tilted forward, the controller 60 controls the swash plate operation levers 32c and 33c under the control of the swash plate actuators 44 and 45 in accordance with detection signals from the lever potentiometers 38 and 39. Drive in one direction. As a result, the discharge amounts of the left and right hydraulic pumps 32 and 33 are changed, and the movable swash plates of the hydraulic pumps 32 and 33 are tilted so that the discharge amounts of the hydraulic pumps 32 and 33 increase on the forward side. When the left and right control levers 22 and 23 are tilted rearward, the controller 60 drives the swash plate operation levers 32c and 33c in the other direction under the control of the swash plate actuators 44 and 45. As a result, the discharge amounts of the left and right hydraulic pumps 32 and 33 are changed, and the movable swash plates of the respective hydraulic pumps 32 and 33 are tilted so that the discharge amounts of the respective hydraulic pumps 32 and 33 are increased on the reverse side. Therefore, the controller 60 controls the drive of the left and right swash plate actuators 44 and 45 according to the detection signals of the left and right lever potentiometers 38 and 39 to tilt the movable swash plates of the left and right hydraulic pumps 32 and 33, The discharge amount of the hydraulic pumps 32 and 33 is changed.

  Further, the controller 60 controls the driving of the left and right swash plate actuators 44 and 45 to bring the tilt angle of the movable swash plate of the left and right hydraulic pumps 32 and 33 closer to the neutral state, thereby allowing the hydraulic pumps 32 and 33 to move. The discharge amount is substantially close to zero. Thereby, the sudden turning to the rear of the vehicle is decelerated. And the discharge amount of each hydraulic pump 32 and 33 is made substantially zero by making the inclination angle of the movable swash plate of the left and right hydraulic pumps 32 and 33 into a substantially neutral state. Thereby, the turning to the rear of the vehicle is stopped. Other configurations and operations are the same as those in FIGS. 1 to 9. In the configurations of FIGS. 12 and 13, a back switch can be provided supplementarily as in the configurations of FIGS. 1 to 9.

  FIG. 14 is a block diagram illustrating a characteristic configuration of a vehicle 10 according to another example of the embodiment. 15 corresponds to FIG. 4A in the configuration shown in FIG. The vehicle 10 shown in FIGS. 14 and 15 is configured so that the belt 36 (FIG. 15) functions as a clutch disposed between the output part of the drive source and the input part of the transmission 11 in the configuration shown in FIGS. 1 to 9. A belt tension switching mechanism 46 is provided. Thereby, the presence or absence of tension is switched. The belt tension switching mechanism 46 includes a pressing pulley 47 that presses the belt 36 from the outer peripheral side, and a tension switching actuator 48 that switches presence / absence of pressing force applied from the pressing pulley 47 to the belt 36. The pressing pulley 47 is supported by one end (left end in FIG. 15) of the swing plate portion 49. The swing plate portion 49 is supported in the main frame 20 (FIG. 1) so as to be swingable about a vertical axis positioned at an intermediate portion of the swing plate portion 49. The tension switching actuator 48 includes a cylinder member 48a, a rod 48b supported by the cylinder member 48a so as to be axially displaceable, and a linear solenoid (not shown) that changes the protruding length of the rod 48b from the cylinder member 48a. ).

  The solenoid is disposed around the rod 48b inside the cylinder member 48a, and operates so as to protrude the rod 48b from the cylinder member 48a by energizing the solenoid. The distal end portion of the rod 48b is coupled to the other end portion (the right end portion in FIG. 15) of the swing plate portion 49. A spring 46 a is attached to the swing plate portion 49, and the spring 46 a imparts elasticity in a direction in which the pressing pulley 47 is pressed against the outer peripheral surface of the belt 36. Thereby, when the solenoid is energized, the protruding length of the rod 48 b increases, and the swing plate portion 49 swings in the direction in which the pressing pulley 47 is separated from the belt 36. For this reason, the tension of the belt 36 becomes 0, and the power transmission from the engine 14 to the hydraulic pumps 32 and 33 (FIG. 4B) is cut off, so that the discharge amount of the hydraulic pumps 32 and 33 becomes 0 or minimal, The rotation of the motors 30 and 31 (FIG. 4B) is stopped. At this time, power transmission by the clutch between the engine 14 and the transmission 11 is cut off. Accordingly, the rotation of the left and right wheels 12 and 13 connected to the hydraulic motors 30 and 31 so that power can be transmitted is also stopped. As a result, the traveling of the vehicle 10 is stopped, and when the vehicle 10 is turning, the turning is also stopped. Such energization of the solenoid of the tension switching actuator 48 is controlled by the controller 60 to connect and disconnect the clutch.

  Further, the turning deceleration stopping unit 62 (FIG. 3) of the controller 60 controls the driving of the tension switching actuator 48 to gradually reduce the tension of the belt 36, thereby bringing the power transmission by the clutch into a half transmission state. Thereby, the turning of the vehicle is decelerated. Then, by setting the tension of the belt 36 to 0, the power transmission by the clutch is set to 0, that is, cut off. Thereby, the turning to the rear of the vehicle is stopped. Other configurations and operations are the same as those in FIGS. 1 to 9. 14 and 15 can also be provided with a back switch in the same manner as in the configurations of FIGS.

  Although not shown in the drawings, in the configuration of each of the above examples, instead of the lever potentiometer, a hydraulic sensor that detects the respective hydraulic pressure may be provided in the two main oil passages S1 and S2 of the left and right hydraulic circuits. Good. The controller calculates which main oil passage is on the high-pressure side in each hydraulic circuit, and the speed direction of each wheel 12 and 13 and the absolute value of the speed in accordance with the detection signal of each hydraulic sensor. It is good. Then, the controller may determine whether or not the vehicle is suddenly turning backward according to the calculation result.

  Further, in the configuration of each of the above examples, the direction indicating switches are attached to the left and right control levers 22 and 23, and the front end portion of the vehicle 10 is located at a position separated in the left and right direction, for example, near the support portion of the caster wheels 15 and 16. The left and right direction indication lights can also be fixed. Each direction indicating light is configured to be able to blink when the left and right corresponding direction indicating switches are pressed. In such a configuration, it is possible to inform a person in the vicinity that the vehicle 10 turns to the front side or the rear side by blinking of the direction indication light, so that safer driving is possible. Further, the direction indication light may be used as the warning unit. Specifically, the controller simultaneously blinks or lights the left and right direction indicating lights when a failure target is detected by one or both of the left and right first sensors 50a and 50b.

  10 Riding Lawn Mower Vehicle (Vehicle), 11 Transmission, 12 Left Wheel, 13 Right Wheel, 14 Engine, 14a Drive Shaft, 15, 16 Castor Wheel, 18 Lawn Mower, 19 More Deck, 20 Main Frame, 20a, 20b Side Plate, 20c connecting part, 21 driver's seat, 22, 23 control lever, 24 gripping part, 25 wheel cover, 26, 27 power generation unit, 26a, 27a case, 26b, 27b reduction gear mechanism, 28, 29 hydraulic circuit, 28a, 29a Bypass valve, 30 left hydraulic motor, 31 right hydraulic motor, 32, 33 hydraulic pump, 32a, 33a drive shaft, 32b, 33b swash plate operation shaft, 32c, 33c swash plate operation lever, 34 oil passage, 35 driven pulley, 36 Belt, 37 links, 38, 39 Lever potentiometer, 40 drive Pulley, 41 Throttle actuator, 42, 43 Wheel speed pickup, 44, 45 Swash plate actuator, 46 Belt tension switching mechanism, 46a Spring, 47 Press pulley, 48 Tension switching actuator, 48a Cylinder member, 48b Rod, 49 Oscillating plate Part, 50a, 50b 1st sensor, 51a, 51b 2nd sensor, 60 controller, 61 backward sudden turning judgment part, 62 turning deceleration stop part, 70 turning center position, 72 warning light, 73 warning buzzer, 75, 76 back switch 141 Engine bonnet.

Claims (6)

A driving source;
With left and right wheels,
A transmission configured to be able to drive the left wheel and the right wheel independently of each other with respect to the rotation direction and the rotation speed by receiving power from the drive source;
Caster wheels provided in the front-rear direction with respect to the left wheel and the right wheel;
Lawn mower,
Riding lawn mower that only one of the left wheel and the right wheel rotates around the turning center position or that the left wheel and the right wheel rotate in opposite directions is possible A vehicle,
A sensor arranged in the vehicle and capable of detecting a fault target on the rear side;
A riding type lawnmower vehicle comprising: a control device that detects a failure target by the sensor and decelerates the turn when the vehicle is making a sharp turn backward and stops the turn before the vehicle collides with the failure target. The riding lawn mower according to claim 1,
A left wheel rotation speed detection unit for detecting the rotation speed of the left wheel per unit time;
A right wheel rotation number detection unit for detecting the rotation number of the right wheel per unit time,
The control device calculates the direction of the vehicle according to the detection signals from the left and right wheel rotation number detection units, and determines the first direction of the vehicle at the time when the failure target is detected by the sensor and the vehicle or vehicle. And calculating the second direction of the vehicle or the vehicle simulation model when the rectangular parallelepiped vehicle simulation model collides with the obstacle target, and changes from the first direction to the third direction before the second direction. A riding lawnmower that controls the rotation state of the left wheel and the right wheel so as to decelerate the turn and stop the turn in the third direction. The riding lawn mower vehicle according to claim 1 or 2,
It has a warning section that warns that it has approached the obstacle,
The control device is a riding lawnmower vehicle that decelerates a turn and activates the warning unit when a failure target is detected by the sensor and the vehicle is turning rapidly. The riding lawnmower vehicle according to any one of claims 1 to 3,
The drive source is an engine, and includes a throttle actuator that adjusts an opening of a throttle valve of the engine,
The control device is a riding lawnmower that controls driving of the throttle actuator to decelerate turning by gradually bringing the throttle valve closer to closing, and stops turning backward by closing the valve. The riding lawnmower vehicle according to any one of claims 1 to 3,
The transmission is
A left hydraulic motor driven by pressure oil supply from a swash plate variable displacement left hydraulic pump, and a right hydraulic motor driven by pressure oil supply from a swash plate variable displacement right hydraulic pump,
A left adjustment shaft for adjusting the pressure oil discharge amount of the left hydraulic pump;
A right adjusting shaft for adjusting the pressure oil discharge amount of the right hydraulic pump;
A left swing angle detector for detecting the swing angle position of the left steering lever;
A right swing angle detector for detecting the swing angle position of the right steering lever;
A left actuator connected to the left adjustment shaft and driving a left swash plate operating lever;
A right actuator connected to the right adjustment shaft and driving a right swash plate operating lever;
The control device controls the drive of the left actuator according to a detection signal of the left swing angle detection unit to change the discharge amount of the left hydraulic pump, and detects the right swing angle detection unit In response to the signal, the drive of the right actuator is controlled to change the discharge amount of the right hydraulic pump, and the drive of the left actuator and the right actuator is controlled to control the left hydraulic pump and the right hydraulic pump. A riding lawnmower vehicle that decelerates turning by bringing the discharge amount substantially close to zero and stops turning backward by setting it to zero. The riding lawnmower vehicle according to any one of claims 1 to 3,
A clutch disposed between the output of the drive source and the input of the transmission;
A switching mechanism including a switching actuator for connecting and disconnecting power transmission in the clutch,
The control device controls the drive of the switching actuator to decelerate the turning by setting the power transmission in the clutch to a half transmission state, and turns backward by turning off the power transmission in the clutch. Riding lawn mower vehicle to be stopped.

Images