JP3935868B2 - Work vehicle operating structure - Google Patents

Description

  The present invention relates to an operation structure for a work vehicle.

In a combine that is an example of a work vehicle, as disclosed in, for example, Patent Document 1, a parking brake (83 in FIG. 2 of Patent Document 1) and an operation pedal that can freely operate the parking brake in a braking and releasing state ( There is one provided with 84) in FIG.
As a result, when the speed change operation tool (29 in FIG. 1 of Patent Document 1) for operating the traveling transmission device (8 in FIG. 2 of Patent Document 1) is operated to, for example, the neutral stop position, the aircraft is stopped. The parking brake can be operated by depressing the operation pedal, and the parking brake is braked by holding the operation pedal in the depressed position (see paragraph [0049] of Patent Document 1). Can be kept in a state.

JP 2001-193835 A (paragraph number [0049], FIG. 1 and FIG. 2)

In the structure of Patent Document 1, for example, when the parking brake is held in a braking state with the airframe stopped, the driver operates the parking brake to the released state when starting the airframe, and then the speed change operation tool. Is operated from the neutral stop position to the traveling side to start the aircraft.
Thus, according to the structure of Patent Document 1, for example, when the parking brake is held in a braking state with the airframe stopped, the driver forgets to operate the parking brake in the released state, It is conceivable to operate the aircraft from the neutral stop position to the traveling side to start the aircraft. On the contrary, when the driver operates the speed change operation tool to the neutral stop position to stop the airframe, it may be forgotten to operate the parking brake to the braking state.

  In the operation structure of the work vehicle, when the parking brake is provided, the driver forgets to operate the parking brake to the release state, and operates the speed change operation tool from the neutral stop position to the traveling side to start the aircraft. The purpose is to avoid the state of trying to make it happen, and avoid the state where the driver forgets to operate the parking brake to the braking state when operating the speed change operation tool to the neutral stop position and stopping the aircraft The purpose is that.

[I]
(Constitution)
The first feature of the present invention is that the operation structure of the work vehicle is configured as follows.
A travel transmission device and a shift operation tool that is manually operated are provided, and the travel transmission device is operated by the shift operation tool. A parking brake, a work clutch that transmits power to a work device provided in the machine body, a position sensor that detects an operation position of the speed change operation tool, and an actuator are provided. Based on the detection of the position sensor, when the shift operating tool is operated to the neutral stop position, the parking brake is operated to the braking state by the actuator, and the work clutch is operated to the disconnected state by the actuator. When the shift operation tool is operated to the traveling side based on the detection of the position sensor, the parking brake is operated to be released by the actuator, and the work clutch is operated to the transmission state by the actuator. Based on the detection of the position sensor, if the main switch is turned off while the gear shifting operation tool is operated to the traveling side, the parking brake is operated to the braking state by the actuator, and the work clutch is disconnected by the actuator. Configure to be operated.

(Function)
According to the first feature of the present invention, when the driver operates the speed change operation tool to the neutral stop position to stop the airframe, the parking brake is automatically operated to the braking state by the actuator. Never forget to operate the brakes in the braking state and the aircraft will move unexpectedly.
According to the first feature of the present invention, when the driver operates the shift operation tool to the traveling side in order to start the aircraft, the parking brake is automatically released by the actuator so that the driver can park the vehicle. Never forget to operate the brake to the release state and start the aircraft with the parking brake left in the braking state.

A work vehicle such as a combiner often includes a main clutch separately from the traveling transmission, and the main clutch may be operated in the disconnected state while the transmission operating tool is operated to the traveling side, and the aircraft may be stopped. . In this state, the parking brake is operated by the actuator to be released (because the gear shifting operation tool is operated to the traveling side). In this state, if the main switch is turned off to stop the engine, It can be considered that the parking brake is left in the released state even though the vehicle is stopped.
According to the first aspect of the present invention, the parking brake is automatically operated to the braking state by the actuator when the main switch is turned off in a state where the speed change operation tool is operated to the traveling side. (Even if the main switch is turned off and the engine stops, the parking brake is automatically operated by the actuator in the braking state), the parking brake is not left in the released state and the aircraft is unexpected. There is no saying that it moves.

Some work vehicles include a work device and a work clutch that transmits power to the work device. Thus, according to the first feature of the present invention, when the driver operates the speed change operation tool to the neutral stop position to stop the airframe, the parking brake is automatically operated to the braking state by the actuator. Thus, the work clutch is automatically operated to be disconnected by the actuator.
As described above, when the speed change operation tool is operated to the neutral stop position, the work by the working device is generally temporarily stopped. Therefore, according to the first feature of the present invention, the speed change operation tool is set to the neutral stop position. When the operation is performed, the work clutch is automatically operated in the disengaged state by the actuator and the work device is stopped, and the work device is unnecessarily operated even when the machine body is stopped. Absent.

According to the first feature of the present invention, when the driver operates the speed change operation tool to the traveling side in order to start the vehicle, the parking brake is automatically operated to be released by the actuator. The work clutch is automatically operated in the transmission state.
As described above, when the speed change operating tool is operated to the traveling side, work by the work apparatus is generally started in many cases. Therefore, according to the first feature of the present invention, the speed change operating tool is operated to the travel side. Then, the working clutch is automatically operated in the transmission state by the actuator to operate the working device, and there is no need to say that the work by the working device is not performed while the machine body is traveling.

According to the first feature of the present invention, when the main switch is turned off in a state where the speed change operation tool is operated to the traveling side, the parking brake is automatically operated to the braking state by the actuator, The working clutch is automatically operated to be disconnected by the actuator.
Thus, according to the first feature of the present invention, when the main switch is turned on and operated next time, the power of the engine is transmitted to the work device through the work clutch in the transmission state, and the work device suddenly starts operating. There is nothing to say.

(The invention's effect)
According to the first feature of the present invention, in the operation structure of the work vehicle, when the parking brake is provided, the driver forgets to operate the parking brake to the braking state and the aircraft does not move unexpectedly. It was possible to improve the functionality of the work vehicle due to the point and the fact that the aircraft would not start with the parking brake left in the braking state.

  According to the first feature of the present invention, even if the main switch is turned off in a state where the speed change operation tool is operated to the traveling side, the parking brake is operated in the braking state by the actuator, and the parking brake remains in the released state. There was no chance that the aircraft would move unexpectedly, so the functionality of the work vehicle could be improved in this respect as well.

According to the first feature of the present invention, when the work clutch is provided in addition to the parking brake, it is not said that the work device is unnecessarily operated even when the machine is stopped, and the machine is running. However, it was possible to improve the functionality of the work vehicle by not saying that the work device was not used.

According to the first aspect of the present invention, when the main switch is turned off and then the main switch is turned on, the engine power is transmitted to the work device via the work clutch in the transmission state, and the work device is Since there is no such thing as starting operation suddenly, the occurrence of shock was suppressed.
According to the first feature of the present invention, the parking brake is operated to the braking and releasing state by the actuator, and the work clutch is operated to the transmission and disconnection state by the actuator, so that the actuator can be multi-functionalized. The functionality of the work vehicle could be improved.

[II]
(Constitution)
The second feature of the present invention is that the operation structure of the work vehicle is configured as follows.
A travel transmission device and a shift operation tool that is manually operated are provided, and the travel transmission device is operated by the shift operation tool. A parking brake, a work clutch that transmits power to a work device provided in the airframe, a work speed change device that shifts power transmitted to the work device, a position sensor that detects an operation position of a speed change operation tool, and an actuator; Is provided. Based on the detection of the position sensor, when the shift operating tool is operated to the neutral stop position, the parking brake is operated to the braking state by the actuator, and the work clutch is operated to the disconnected state by the actuator. Based on the detection of the position sensor, when the speed change operation tool is operated to the low speed traveling side, the parking brake is operated to be released by the actuator, the work clutch is operated to the transmission state by the actuator, and the work transmission device is operated by the actuator. It is configured to be operated on the low speed side. Based on the detection of the position sensor, when the speed change operation tool is operated to the high speed traveling side, the parking brake is operated to be released by the actuator, the work clutch is operated to the transmission state by the actuator, and the work transmission device is operated by the actuator. It is configured to be operated on the high speed side. Based on the detection of the position sensor, when the main switch is turned off in the state where the speed change operation tool is operated to the low speed and high speed travel side, the parking brake is operated to the braking state by the actuator, and the work clutch is operated by the actuator. Is operated in the shut-off state, and the work transmission device is operated to the low speed side by the actuator.

(Function)
According to the second feature of the present invention, the “action” described in the preceding item [I] is provided in the same manner as the first feature of the present invention, and in addition to this, the following “action” is provided.
Some work vehicles include a work clutch, a work clutch that transmits power to the work device, and a work transmission that shifts power transmitted to the work device. Thus, according to the second feature of the present invention, when the driver operates the speed change operation tool to the low speed (high speed) traveling side in order to start the aircraft, the actuator automatically operates the parking brake to the released state. In addition to the operation clutch being automatically operated to the transmission state by the actuator, the operation transmission device is automatically operated to the low speed side (high speed side) by the actuator.
As described above, when the speed change operating tool is operated to the low speed (high speed) traveling side, in general, work by the work device is often started. Therefore, according to the second feature of the present invention, the speed change operating tool is When operated to the low speed (high speed) traveling side, the work transmission device is automatically operated to the low speed side (high speed side) by the actuator, and the working device is activated. There is no saying that work by is not done.

According to the second feature of the present invention, when the main switch is turned off in a state where the speed change operation tool is operated on the low speed (high speed) traveling side, the parking brake is automatically operated in the braking state by the actuator, In addition to the automatic operation of the work clutch by the actuator, the work transmission is automatically operated to the low speed side by the actuator.
Thus, according to the second feature of the present invention, when the main switch is turned on next time and the work clutch is operated in the transmission state, the work device starts operating at a low speed (low speed position of the work transmission). There is no need to say that the working device starts operating at a high speed (high speed position of the working transmission).

(The invention's effect)
According to a second feature of the present invention comprises a "Effect of the Invention" of the first feature of the first feature as well as the invention described above of the present invention, the following in addition to the "Effect of the Invention" “Effect of the invention” is provided.
According to the second feature of the present invention, when a work clutch and a work speed change device are provided in addition to the parking brake, the work is not performed by the work device even though the machine body is running. We were able to improve the functionality of the car.

According to the second feature of the present invention, when the main switch is next turned on and operated to move the work clutch to the transmission state, the work device starts operating at a low speed (low speed position of the work transmission), Since there is no such thing as starting operation at high speed (high speed position of the work transmission), the occurrence of shock was suppressed.
According to the second feature of the present invention, the parking brake is operated to the braking and releasing state by the actuator, the work clutch is operated to the transmission and disconnection state by the actuator, and the work transmission device is operated to the low speed side and the high speed side by the actuator. As a result, it was possible to increase the functionality of the actuator and improve the functionality of the work vehicle.

[1]
As shown in FIG. 1, a cutting unit 2 is provided on the left part of the front part of the aircraft supported by the right and left crawler type traveling devices 1, and a driving part 3 is provided on the right part of the front part of the aircraft. A threshing device 4 is provided on the left side of the rear part, and a grain tank 5 is provided on the right part of the rear part of the machine body to constitute a combine for rice, which is an example of a work vehicle. As a result, the grain culm in the field is cut by the reaping unit 2, threshing is performed by the threshing device 4, and the grains recovered by the threshing device 4 are supplied to the glen tank 5.

  As shown in FIG. 2, a traveling transmission case 6 is provided, and a hydrostatic continuously variable transmission 7 is connected to the transmission case 6. The power of the output shaft 8a of the engine 8 is of a belt tension type. It is transmitted to the input shaft 7 a of the hydrostatic continuously variable transmission 7 via the main clutch 9. The hydrostatic continuously variable transmission 7 is configured to be variable in a stepless manner at the neutral stop position, the forward high speed side and the reverse high speed side.

  As shown in FIG. 2, a gear transmission type subtransmission 10 that can be shifted in two steps of high and low is provided inside the mission case 6, and the power of the output shaft 7 b of the hydrostatic continuously variable transmission 7 is subsidized. It is transmitted to the right and left traveling devices 1 via a transmission 10 and right and left side clutches (not shown). A parking brake 16 capable of braking the right and left traveling devices 1 is provided on the transmission shaft 15 between the auxiliary transmission 10 and the right and left side clutches.

  As shown in FIG. 2, the transmission case 6 is provided with an output shaft 12, and between the input shaft 7 a and the output shaft 12 of the hydrostatic continuously variable transmission 7, there are two steps (high speed position and low speed position). ) Is provided with a gear-gear-type cutting transmission 13 that is variable in speed. As a result, the power of the input shaft 7a of the hydrostatic continuously variable transmission 7 is transmitted to the input shaft 2a of the cutting unit 2 via the cutting transmission 13, the output shaft 12, and the belt tension type cutting clutch 14. Yes. The power of the output shaft 8a of the engine 8 is transmitted to the input shaft 4a of the threshing device 4 via a belt tension type threshing clutch 11.

[2]
Next, the transmission lever 17 for operating the hydrostatic continuously variable transmission 7 and the auxiliary transmission 10 will be described.
As shown in FIGS. 3, 4, 7, and 8, an operation panel 18 is provided on the left side of the driving unit 3, and a transmission lever 17 is disposed on the operation panel 18. A support member 20 configured by bending a plate material in a U shape in plan view is supported swingably around the left and right axis P1 of the fixed portion 19 provided on the lower side of the operation panel 18. A shift lever 17 is swingably supported around the front and rear axis P2. An arm 20 a extends forward from the lower portion of the support member 20, and the linkage rod 21 extends across the arm portion 7 d of the trunnion shaft 7 c of the hydrostatic continuously variable transmission 7 and the arm portion 20 a of the support member 20. It is connected.

As shown in FIGS. 3, 4, 7, 9, and 10, an operation member 22 having a triangular shape in front view is supported so as to be swingable around the front and rear axis P <b> 3 of the fixed portion 19, and the shift gear 10 a of the auxiliary transmission 10. The arm part 10b which slide-operates (refer FIG. 2) is provided, and the linkage rod 23 is connected across the operation member 22 and the arm part 10b of the auxiliary transmission 10. An arm portion 17a is provided at a lower portion of the transmission lever 17, the arm portion 17a of the transmission lever 17 is engaged with the operation member 22, and a portion where the arm portion 17a of the transmission lever 17 is engaged with the operation member 22 is It is arrange | positioned in the position of the left-right axial core P1 by the side view shown in FIG.

As shown in FIGS. 3, 7, 8, and 9, an arc-shaped long hole 19 a is opened in the fixed portion 19, and the holding shaft 24 provided in the support member 20 is inserted into the long hole 19 a in the fixed portion, The holding shaft 24 is urged to the right of the paper surface of FIG. 9 by the spring 25, and the support member 20 is pressed against the fixed portion 19 by the holding shaft 24. Thereby, the support member 20 is frictionally held by the spring 25 and the fixing portion 19.

  As shown in FIGS. 5 and 6, the first advance path 26 and the second advance path 27 are opened in parallel to the operation panel 18, and the neutral path 28 (neutral stop position N) opened in the operation panel 18. The first and second forward paths 26 and 27 are connected, and the reverse path 29 opened in the operation panel 18 is connected to the first forward path 26. 3, 4, 5, 6, and 7 are states in which the shift lever 17 is positioned at the left end of the neutral path 28 (neutral stop position N), and the hydrostatic continuously variable transmission 7 is neutrally stopped. The auxiliary transmission 10 is operated to the low speed position by being operated to the position. Even if the hand is released from the speed change lever 17, the speed change lever 17 is held at the left end of the neutral path 28 (neutral stop position N) by the friction holding of the support member 20 by the spring 25 and the fixing portion 19.

  As shown in FIGS. 3, 4, 5, 6, and 7, when the speed change lever 17 is operated to the first forward path 26, the hydrostatic continuously variable operation is performed with the auxiliary transmission 10 being operated to the low speed position. The transmission 7 is operated to the high speed side of the forward movement. When the transmission lever 17 is operated to the highest speed position F1 of the first forward path 26, the hydrostatic continuously variable transmission 7 is operated to the highest speed position of the forward movement. The Even if the shift lever 17 is operated to the first forward path 26 and the hand is released from the shift lever 17, the shift lever 17 is moved to the first forward path 26 by the friction holding of the support member 20 by the spring 25 and the fixing portion 19. Is held at the released position.

  As shown in FIGS. 3, 4, 5, 6, and 7, when the shift lever 17 is operated to the reverse path 29, the hydrostatic continuously variable transmission 7 is operated with the auxiliary transmission 10 being operated to the low speed position. Is operated to the reverse high speed side, and when the speed change lever 17 is operated to the highest speed position R1 of the reverse movement path 29, the hydrostatic continuously variable transmission 7 is operated to the highest reverse speed position. Even if the shift lever 17 is operated to the reverse path 29 and the hand is released from the shift lever 17, the position where the shift lever 17 releases the hand of the reverse path 29 by the friction holding of the support member 20 by the spring 25 and the fixing portion 19. Retained.

  As shown in FIGS. 3, 5, 6, and 7, when the speed change lever 17 is operated to the right end portion of the neutral path 28 (neutral stop position N), the operation member 22 is operated by the speed change lever 17 and the auxiliary transmission 10 is Operated to high speed position. When the shift lever 17 is operated to the second forward path 27, the hydrostatic continuously variable transmission 7 is operated to the high speed side in the forward direction with the auxiliary transmission 10 being operated to the high speed position. When the shift lever 17 is operated to the highest speed position F2 of the second forward path 27, the hydrostatic continuously variable transmission 7 is operated to the highest speed position for forward movement. Even if the shift lever 17 is operated to the second forward path 27 to release the hand from the shift lever 17, the shift lever 17 is moved to the second forward path 27 by the friction holding of the support member 20 by the spring 25 and the fixing portion 19. Is held at the released position.

[3]
Next, the parking brake 16, the cutting clutch 14, and the cutting transmission 13 will be described.
As shown in FIGS. 3, 7, and 8, fixing portions 30 and 31 are provided on the lower side of the operation panel 18, and an operation shaft 32 is rotatably supported around the left and right axis P <b> 4 by the fixing portions 30 and 31. . A motor 33 and a gear case 34 are attached to the fixed portion 30, and the motor 33 is operated by the control device 35 (see FIG. 2), and the operation shaft 32 rotates around the left and right axis P4 via the motor 33 and the gear case 34. Driven. A sensor 36 for detecting an operation position (angle) of the operation shaft 32 is attached to the fixed portion 31, and a detection signal of the sensor 36 is input to the control device 35 (see FIG. 2).

  As shown in FIGS. 2, 3, and 9, a sensor 37 that detects the operation position (angle) of the speed change lever 17 and the support member 20 is attached to the fixed portion 19, and a detection signal of the sensor 37 is input to the control device 35. Has been. As shown in FIGS. 2, 3, and 7, a limit switch 51 and an operation plate 52 made of a leaf spring are provided on the fixed portion 19, and a convex portion 20 b is provided on the upper portion of the support member 20. The signal is input to the control device 35.

  Thus, as shown in FIG. 11 (a), when the shift lever 17 is operated to the neutral stop position N, the convex portion 20b of the support member 20 contacts and pushes up the operation plate 52, and the limit switch 51 is Entered. As shown in FIG. 11B, when the shift lever 17 is operated to a position other than the neutral stop position N, the convex portion 20b of the support member 20 moves away from the operation plate 52, and the operation plate 52 is displaced downward. Thus, the limit switch 51 is turned off. As described above, the operation position (angle) of the transmission lever 17 and the support member 20 is detected by the sensor 37 and the limit switch 51.

  As shown in FIGS. 3, 7, 8, and 15, the arm portion 32 a is fixed to the operation shaft 32, the operation plate 44 is fixed to the arm portion 32 a of the operation shaft 32, and the connection member 38 swings on the operation plate 44. The springs 39 and the connecting rods 40 for connection are connected across the arm 16a of the parking brake 16 and the connecting member 38. Therefore, the parking brake 16 can be operated in the braking state (see FIG. 15) and the released state (see FIGS. 16, 17, and 18) by driving the operating shaft 32 to rotate by the motor 33. In this case, as shown in FIGS. 16, 17, and 18, when the parking brake 16 is operated in the released state (the released position of the arm portion 16 a of the parking brake 16), no operating resistance is applied from the parking brake 16 to the motor 33. As shown in FIG. 15, when the parking brake 16 is operated in a braking state (the braking position of the arm portion 16a of the parking brake 16), an operating resistance is applied from the parking brake 16 to the motor 33 (the arm portion of the parking brake 16). 16a, a force is applied to rotate the operating shaft 32 counterclockwise in FIG.

  As shown in FIGS. 2 and 15, the cutting clutch 14 is configured as a belt tension type, and a tension pulley 14 b is provided on an arm portion 14 a that is swingably supported around the left and right axis P <b> 5. As shown in FIGS. 3, 7, 8, and 15, the arm portion 32 b is fixed to the operation shaft 32, and an L-shaped connection member 41 is swingably connected to the tip of the arm portion 32 b of the operation shaft 32. In addition, a linking spring 42 is connected across the arm portion 14 a of the reaping clutch 14 and the connection member 41. Therefore, by rotating the operating shaft 32 by the motor 33, the reaping clutch 14 can be operated in the transmission state (see FIGS. 17 and 18) and the disconnected state (see FIGS. 15 and 16).

In this case, as shown in FIGS. 15 and 16, when the reaping clutch 14 is operated in the disengaged state (the disengagement position of the arm portion 14 a of the reaping clutch 14), no operating resistance is applied from the reaping clutch 14 to the motor 33. As shown in FIGS. 16 to 17, during the operation of the reaping clutch 14 from the disconnected state to the transmission state (from the disconnected state of the arm portion 14 a of the reaping clutch 14 to the transmission position), the operation resistance from the reaping clutch 14 to the motor 33 (Mowing clutch 1
4), a force is applied to rotate the operation shaft 32 in the clockwise direction in FIG. As shown in FIG. 18, when the reaping clutch 14 is operated in the transmission state (the transmission position of the arm portion 14 a of the reaping clutch 14), the connection portion between the arm portion 32 b of the operation shaft 32 and the connection member 41 becomes the operation shaft. 18 is in a state exceeding the upper side of 32 (a state exceeding the top dead center), and the rotation of the operation shaft 32 in the counterclockwise direction in FIG. 18 is stopped by a stopper (not shown). Although the operation resistance is applied to 32, the operation resistance is not applied to the motor 33 from the reaping clutch 14.

  As shown in FIGS. 3, 7, 8, and 15, the arm portion 32 c is fixed to the operation shaft 32, and a pin 32 d is provided at the tip of the arm portion 32 c of the operation shaft 32. An arm portion 13a is provided to slide the shift gear 13c (see FIG. 2) of the cutting transmission 13 to shift the cutting transmission 13 to the low speed position and the high speed position, and the arm 13a of the cutting transmission 13 has a pin 13b. Is provided. The connecting rod 43 is formed by bending the round bar, the both ends of the connecting rod 43 are bent in a hook shape to form the interchangeable portions 43a and 43b, and the pin 32d of the arm portion 32c of the operating shaft 32 is linked. The pin 13 b of the arm portion 13 a of the cutting transmission 13 is inserted into the interchange portion 43 b of the linkage rod 43 as shown in FIG. 12. Accordingly, the cutting transmission 13 can be operated to the low speed position (see FIGS. 15, 16, and 17) and the high speed position (see FIG. 18) by rotationally driving the operation shaft 32 by the motor 33.

  In this case, the cutting transmission 13 is biased to a low speed position by a spring (not shown), and the cutting transmission 13 is operated to a high speed position against the biasing force of the spring. When the mowing transmission 13 is operated to the low speed position (the low speed position of the arm portion 13a of the mowing transmission 13), no operating resistance is applied from the mowing transmission 13 to the motor 33, and as shown in FIG. 13 is operated to a high speed position (high speed position of the arm portion 13a of the cutting transmission 13), an operating resistance is applied from the cutting transmission 13 to the motor 33 (the operating shaft 32 is moved from the arm 13a of the cutting transmission 13). A force is applied to rotate the paper clockwise in FIG. 18).

[4]
Next, the operation structure of the parking brake 16, the cutting clutch 14, and the cutting transmission 13 by the motor 33 will be described.
As shown in FIGS. 7, 8, 13, and 14, the holding plate 44 is fixed to the arm portion 32 a of the operation shaft 32, and the recessed portion 44 a is positioned at a position corresponding to first, second, third, and fourth positions described later on the holding plate 44. The detent mechanism 45 configured to include a ball and a spring is provided in the fixed portion 31.

  As a result, when the operating shaft 32 is rotationally driven by the motor 33 to first, second, third, and fourth positions, which will be described later, the operating shaft 32 is not accurately rotated from the first position to the second position by the motor 33, for example. Even if the operation shaft 32 stops near the second position, the operation shaft 32 is accurately positioned at the second position due to the action of the ball of the detent mechanism 45 entering the recess 44a of the holding plate 44. Be made. For example, when the operating shaft 32 is held at the first position by the motor 33 while the motor 33 is stopped, the holding force of the detent mechanism 45 is added to the holding force of the motor 33 even if the holding force of the motor 33 becomes insufficient. Thus, the operating shaft 32 is held at the first position by the holding force of the motor 33 and the 45 holding force of the detent mechanism.

The state shown in FIG. 15 is a state in which the operating shaft 32 is located at the first position, the parking brake 16 is operated in the braking state (the braking position of the arm portion 16a of the parking brake 16), and the cutting clutch 14 is disconnected. The state is operated to the state (cutting position of the arm portion 14a of the cutting clutch 14), and the cutting transmission 13 is operated to the low speed position (low speed position of the arm 13a of the cutting transmission 13). In the state where the operation shaft 32 is located at the first position, an operation resistance is applied from the parking brake 16 (braking state) to the motor 33 (the arm shaft 16a of the parking brake 16 moves the operation shaft 32 counterclockwise in FIG. 15). The operation force is not applied to the motor 33 from the cutting clutch 14 (disengaged state), and the operation resistance is not applied to the motor 33 from the cutting transmission 13 (low speed position).

  The state shown in FIG. 16 is a state in which the operating shaft 32 is located at the second position, the parking brake 16 is operated to the released state (the released position of the arm portion 16a of the parking brake 16), and the cutting clutch 14 is still It is not operated in the transmission state (the arm portion 14a of the cutting clutch 14 does not reach the transmission position), and the cutting transmission 13 is moved to the low speed position (the low speed position of the arm portion 13a of the cutting transmission 13) by the interchangeable portion 43b of the linkage rod 43. It is in a state of being operated on. In the state where the operation shaft 32 is located at the second position, no operation resistance is applied to the motor 33 from the parking brake 16 (released state), and no operation resistance is applied to the motor 33 from the cutting clutch 14 (disengaged state). No operating resistance is applied to the motor 33 from the transmission 13 (low speed position).

  The state shown in FIG. 17 is a state in which the operating shaft 32 is located at the third position, the parking brake 16 is operated to the released state (the released position of the arm portion 16a of the parking brake 16), and the cutting clutch 14 is transmitted. It is operated to the state (the transmission position of the arm portion 14a of the cutting clutch 14), and the cutting transmission device 13 is operated to the low speed position (the low speed position of the arm portion 13a of the cutting transmission device 13) by the interchangeable portion 43b of the linkage rod 43. It is. In the state where the operation shaft 32 is located at the third position, the operation resistance is not applied to the motor 33 from the parking brake 16 (release state), and the operation resistance is applied to the motor 33 from the cutting clutch 14 (transmission state) (cutting clutch). 14 is applied with a force to rotate the operating shaft 32 in the clockwise direction in FIG. 17), and no operating resistance is applied to the motor 33 from the mowing transmission 13 (low speed position).

  The state shown in FIG. 18 is a state in which the operating shaft 32 is located at the fourth position, the parking brake 16 is operated to the released state (the released position of the arm portion 16a of the parking brake 16), and the cutting clutch 14 is transmitted. The state (operated position of the arm portion 14a of the cutting clutch 14) is operated, and the cutting transmission 13 is operated at the high speed position (high speed position of the arm 13a of the cutting transmission 13). In the state where the operation shaft 32 is located at the fourth position, no operation resistance is applied to the motor 33 from the parking brake 16 (released state), and no operation resistance is applied to the motor 33 from the cutting clutch 14 (transmission state) (operation The connecting portion between the arm portion 32b of the shaft 32 and the connecting member 41 exceeds the upper side of the operation shaft 32 (becomes a state exceeding the top dead center), and the rotation of the operation shaft 32 in the counterclockwise direction in FIG. (Operation resistance is applied from the cutting clutch 14 to the motor 33, but no operating resistance is applied from the cutting clutch 14 to the motor 33), and from the cutting transmission 13 (low speed position) to the motor 33. Operation resistance is applied (a force is applied from the arm portion 13a of the cutting transmission 13 to rotate the operation shaft 32 in the clockwise direction in FIG. 18).

  As shown in FIGS. 2, 3, 4, 5 and 6, a clutch lever 46 is provided next to the speed change lever 17, and the clutch lever 46 and the threshing clutch 11 (see FIG. 2) are mechanically operated. By operating the clutch lever 46 to the transmission position and the cutoff position along the lever guide 47, the threshing clutch 11 can be operated to the transmission state and the cutoff state. A sensor 48 that detects that the clutch lever 46 is operated to the transmission position is provided, and a detection signal of the sensor 48 is input to the control device 35.

As shown in FIGS. 2, 5, and 6, in the state of performing the cutting operation, the clutch lever 46 is operated to the transmission position to operate the threshing device 4 (the cutting state), and the transmission lever 17 is moved to the first forward path 26. Manipulate. For example, in a state where cutting work such as traveling on the road is not performed, the clutch lever 46 is operated to the disengaged position to stop the threshing device 4 (non-cutting state), and the transmission lever 17 is moved to the first or second forward path 26. , 27. A standard mode and a lodging mode are set in the cutting state, and a selection switch 49 is provided for selecting the standard mode and the lodging mode and is manually operated. An operation signal of the selection switch 49 is input to the control device 35. ing.

[5]
Next, a case where the shift lever 17 is operated to the first forward path 26 (low speed position of the auxiliary transmission 10) in the cutting state (standard mode) will be described.
As shown in FIG. 19, when the standard mode is selected by the selection switch 49 and the shift lever 17 is operated to the neutral stop position N in the state where the clutch lever 46 is operated to the transmission position (cutting state), the hydrostatic type The continuously variable transmission 7 is operated to the neutral stop position to stop the airframe (the traveling speed of the airframe is 0), and the operating shaft 32 is operated to the first position by the motor 33 (see FIG. 15). In the state where the operating shaft 32 is located at the first position, as described in [4] above, the parking brake 16 is operated to the braking state, the reaping clutch 14 is operated to the disconnected state, and the reaping transmission 13 Is operated to the low speed position.

  As shown in FIG. 19, when the speed change lever 17 is operated between the neutral stop position N and a predetermined low speed position F3 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the motor 33 Although the operating shaft 32 is operated to the first position and the speed change lever 17 is operated to the forward travel side (even though the hydrostatic continuously variable transmission 7 is operated to the forward high speed side), The parking brake 16 is operated to the braking state, the aircraft is stopped (the traveling speed of the aircraft is 0), the cutting clutch 14 is operated to the disconnected state, and the cutting transmission 13 is operated to the low speed position.

  As shown in FIG. 19, when the shift lever 17 is operated to a predetermined low speed position F3 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the operation shaft 32 is moved to the third position by the motor 33. It is operated (see FIG. 17). In the state where the operation shaft 32 is located at the third position, as described in [4] above, the parking brake 16 is operated in the released state, the reaping clutch 14 is operated in the transmission state, and the reaping transmission 13 Is operated to the low speed position. As a result, the airframe starts at a speed corresponding to a predetermined low speed position F3 on the forward side of the shift lever 17 (first forward path 26 (low speed position of the auxiliary transmission 10)), and the cutting unit 2 operates (cutting speed change). The low speed position of the device 13). When the shift lever 17 is operated between a predetermined low speed position F3 on the forward side and an intermediate position F4 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the motor 33 causes the operation shaft 32 to be The hydrostatic continuously variable transmission device 7 is operated at a position corresponding to the operation position of the speed change lever 17 in the state of being operated to the 3 position.

  As shown in FIG. 19, when the speed change lever 17 is operated to the intermediate position F4 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the operating shaft 32 is operated to the fourth position by the motor 33. (See FIG. 18). In the state where the operation shaft 32 is located at the fourth position, as described in [4], the cutting brake is operated in the released state and the cutting clutch 14 is operated in the transmission state. The device 13 is operated to the high speed position. In a state where the shift lever 17 is operated between the intermediate position F4 on the forward side and the highest speed position F1 of the first forward path 26 (first forward path 26 (low speed position of the auxiliary transmission 10)), the motor 33 Thus, the hydrostatic continuously variable transmission 7 is operated at a position corresponding to the operation position of the shift lever 17 in a state where the operation shaft 32 is operated to the fourth position.

[6]
Next, when the shift lever 17 is operated to the first forward path 26 (low speed position of the auxiliary transmission 10) in the cutting state (inclination mode), the cutting path (standard mode) and the cutting state (in the inclining mode 9) enter the reverse path 29. The case where it operated is demonstrated.
As shown in FIG. 20, when the inversion mode is selected by the selection switch 49 and the clutch lever 46 is operated to the transmission position (cutting state), the shift lever 17 is operated to the neutral stop position N. ], The hydrostatic continuously variable transmission 7 is operated to the neutral stop position to stop the airframe (the traveling speed of the airframe is 0), and the operating shaft 32 is operated to the first position by the motor 33. (See FIG. 15).

  As shown in FIG. 20, when the shift lever 17 is operated between the neutral stop position N and the predetermined low speed position F3 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the previous item [5 ], The operating shaft 32 is moved to the first position by the motor 33 and the speed change lever 17 is operated to the forward travel side (the hydrostatic continuously variable transmission 7 is operated at a higher speed). Although the parking brake 16 is operated in the braking state, the airframe is stopped (the traveling speed of the airframe is 0), the mowing clutch 14 is operated in the disconnected state, and the mowing transmission 13 is in the low speed position. To be operated.

  As shown in FIG. 20, when the speed change lever 17 is operated to a predetermined low speed position F3 on the forward side (first forward path 26 (low speed position of the auxiliary transmission 10)), the operating shaft 32 is moved to the fourth position by the motor 33. It is operated (see FIG. 18). In the state where the operation shaft 32 is located at the fourth position, as described in [4] above, the parking brake 16 is operated in the released state, the reaping clutch 14 is operated in the transmission state, and the reaping transmission 13 Is operated to the high speed position. As a result, the airframe starts at a speed corresponding to a predetermined low speed position F3 on the forward side of the shift lever 17 (first forward path 26 (low speed position of the auxiliary transmission 10)), and the cutting unit 2 operates (cutting speed change). High speed position of the device 13). When the speed change lever 17 is operated between a predetermined low speed position F3 on the forward side and the highest speed position F1 of the first forward path 26 (first forward path 26 (low speed position of the subtransmission device 10)), the motor 33 is operated. In a state where the shaft 32 is operated to the fourth position, the hydrostatic continuously variable transmission 7 is operated at a position corresponding to the operation position of the transmission lever 17.

As shown in FIGS. 19 and 20, when the shift lever 17 is operated to the reverse path 29 (low speed position of the auxiliary transmission 10) in the cutting state (standard mode) and the cutting state (slanting mode), the motor 33 is immediately operated. The shaft 32 is operated to the second position (see FIG. 16). In the state where the operation shaft 32 is located at the second position, the parking brake 16 is operated to the released state, the reaping clutch 14 is operated to the disengaged state, as described in [4], and the reaper transmission 13 Is operated to the low speed position. As a result, when the speed change lever 17 is operated between the neutral stop position N and the highest speed position R1 of the reverse path 29 (low speed position of the auxiliary transmission 10), the hydrostatic pressure is set to a position corresponding to the operation position of the speed change lever 17. The type continuously variable transmission 7 is operated, and is continuously operated from a state where the traveling speed of the airframe is 0 to the reverse high speed side.
Although it is possible to operate the shift lever 17 to the second forward path 27 in the cutting state (standard mode) and the cutting state (slipping mode), such an operation is not actually performed.

[7]
Next, the case where the shift lever 17 is operated to the first or second forward path 26, 27 and the reverse path 29 in the non-reaching state will be described.
As shown in Figure 21, in a state that operates the clutch lever 46 to the blocking position (non-cutting state), when operating the shift lever 17 to the neutral stop position N, as in the case hydrostatic of items [5] The continuously variable transmission 7 is operated to the neutral stop position to stop the airframe (the traveling speed of the airframe is 0), and the operating shaft 32 is operated to the first position by the motor 33 (see FIG. 15).

As shown in FIG. 21, when the speed change lever 17 is operated to the first forward path 26 (low speed position of the auxiliary transmission 10) (see the one-dot chain line in FIG. 21), the operating shaft 32 is immediately operated to the second position by the motor 33. (See FIG. 16). In the state where the operation shaft 32 is located at the second position, the parking brake 16 is operated to the released state, the reaping clutch 14 is operated to the disengaged state, as described in [4], and the reaper transmission 13 Is operated to the low speed position. Thus, when the speed change lever 17 is operated between the neutral stop position N and the highest speed position F1 of the first forward path 26 (low speed position of the subtransmission device 10), the speed change lever 17 is moved to a position corresponding to the operation position of the speed change lever 17. The hydrostatic continuously variable transmission 7 is operated, and it is continuously operated from the state where the airframe travels to zero to the high speed side of forward movement.

  As shown in FIG. 21, when the speed change lever 17 is operated to the second forward path 27 (high speed position of the auxiliary transmission 10) (see the two-dot chain line in FIG. 21), the operating shaft 32 is immediately moved to the second position by the motor 33. (See FIG. 16). In the state where the operation shaft 32 is located at the second position, the parking brake 16 is operated to the released state, the reaping clutch 14 is operated to the disengaged state, as described in [4], and the reaper transmission 13 Is operated to the low speed position. As a result, when the speed change lever 17 is operated between the neutral stop position N and the highest speed position F2 of the second forward path 27 (high speed position of the auxiliary transmission 10), the position corresponding to the operation position of the speed change lever 17 is reached. The hydrostatic continuously variable transmission 7 is operated, and it is continuously operated from the state where the airframe travels to zero to the high speed side of forward movement.

  As shown in FIG. 21, when the shift lever 17 is operated to the reverse path 29 (low speed position of the auxiliary transmission 10) (see the solid line in FIG. 21), the operation shaft 32 is immediately moved to the second position by the motor 33 (see FIG. 21). 16). In the state where the operation shaft 32 is located at the second position, the parking brake 16 is operated to the released state, the reaping clutch 14 is operated to the disengaged state, as described in [4], and the reaper transmission 13 Is operated to the low speed position. As a result, when the speed change lever 17 is operated between the neutral stop position N and the highest speed position R1 of the reverse path 29 (low speed position of the subtransmission device 10), a hydrostatic type is set at a position corresponding to the operation position of the speed change lever 17. The continuously variable transmission 7 is operated, and is continuously operated from a state where the traveling speed of the airframe is 0 to the reverse high speed side.

[8]
Next, a case where the main switch 50 is turned off will be described.
As shown in FIG. 2, a key type main switch 50 for starting and stopping the engine 8 is provided, and the operation position of the main switch 50 is input to the control device 35.
As described in [5] above, the shift lever 17 is operated to the first forward path 26 (low speed position of the auxiliary transmission 10) in the cutting state (standard mode), and the shift lever 17 is operated to the reverse path 29. When the main switch 50 is turned off and the engine 8 is stopped in a state where the operation shaft 32 is located at the second, third, and fourth positions, the operation shaft 32 is operated to the first position by the motor 33. Thus, the parking brake 16 is operated in the braking state, the cutting clutch 14 is operated in the disconnected state, and the cutting transmission 13 is operated in the low speed position.

  As described in [6] above, the shift lever 17 is operated to the first forward path 26 (low speed position of the auxiliary transmission 10) and the shift lever 17 is operated to the reverse path 29 in the cutting state (slanting mode). When the main switch 50 is turned off and the engine 8 is stopped in the state where the operation shaft 32 is located at the second and fourth positions, the operation shaft 32 is operated to the first position by the motor 33 ( The parking brake 16 is operated in the braking state, the cutting clutch 14 is operated in the disconnected state, and the cutting transmission 13 is operated in the low speed position.

  As described in [7] above, the shift lever 17 is operated in the first or second forward path 26, 27 and the reverse path 29 in a non-reaping state (a state where the operating shaft 32 is located at the second position). ), When the main switch 50 is turned off and the engine 8 is stopped, the operating shaft 32 is moved to the first position by the motor 33 (by the power of the battery (not shown)), and the parking brake 16 is brought into the braking state. By operating, the cutting clutch 14 is operated in the disconnected state, and the cutting transmission 13 is operated to the low speed position.

[9]
As shown in FIG. 3, a parking brake lever 53 that can freely operate the parking brake 16 (see FIG. 2) in a braking state and a released state is provided at the lower part of the driving unit 3 and protrudes forward from the driving unit 3. The parking brake lever 53 can be operated from the outside of the part 3 (front side of the aircraft).

  As shown in FIGS. 22A and 22B and FIG. 23, a parking brake lever 53 is supported around the left and right axis P6 of the driving unit 3 so as to be swingable up and down over a lower braking position and an upper release position. The operation plate 54 is connected to the parking brake lever 53, and a pair of linkage links 55 and 56 are supported in a swingable manner around the left and right axis P7 of the operation plate 54. As shown in FIGS. 3, 7, 8, 22 (b) (b), long holes 55 a, 56 a are opened at the ends of the linkage links 55, 56, and the pins 20 c provided on the support member 20 are The long links 55a and 56a of the linkage links 55 and 56 are inserted.

  The state shown in FIG. 22A is a state in which the parking brake lever 53 is operated to the release position, and the speed change lever 17 (support member 20) is operated to the neutral stop position N. In this state, the pin 20c is located near the center of the long holes 55a and 56a of the linkage links 55 and 56. In this state, the speed change lever 17 (support member 20) can be operated in the first and second forward paths 26 and 27 and the reverse path 29 (see FIG. 6) without any trouble.

  As shown in FIGS. 3, 7, and 22 (B), when the parking brake lever 53 is operated to the braking position, the linkage link 55 is pulled by the parking brake lever 53, and the linkage link 56 is pushed by the parking brake lever 53. 22 and the pin 20c of the support member 20 is sandwiched between one end of the long hole 55a of the linkage link 55 and the other end of the long hole 56a of the linkage link 56. The state shown in (b) corresponds to the neutral stop position N of the transmission lever 17 (support member 20). Accordingly, when the parking brake lever 53 is operated to the braking position in a state where the speed change lever 17 (support member 20) is operated in the first and second forward paths 26 and 27 and the reverse path 29 (see FIG. 6), As described above, the pin 20c (transmission lever 17) of the support member 20 is brought into the neutral stop position N by one end of the long hole 55a of the linkage link 55 or the other end of the long hole 56a of the linkage link 56. Moved.

  As shown in FIGS. 22A and 22B and FIG. 23, the connecting plate 57 is fixed to the parking brake lever 53, and a relatively large connecting hole 57 a is opened in the connecting plate 57. A long hole 54 a is opened in the operation plate 54. As a result, the base of the parking brake lever 53 is inserted into the long hole 54a of the operation plate 54, the bolt 58 is inserted into the connection hole 57a of the connection plate 57, and the connection plate 57 is fixed to the operation plate 54. The brake lever 53 and the operation plate 54 are connected. In this case, the pin 20c (transmission lever 17) of the support member 20 is moved to the neutral stop position N by the interchange of the long hole 54a of the operation plate 54 and the interchange between the connection hole 57a of the connection plate 57 and the bolt 58. The positional relationship between the state (see FIG. 22B) and the braking position of the parking brake lever 53 can be accurately set while adjusting.

[Another Embodiment of the Invention]
The present invention can be applied not only to a combine but also to an agricultural tractor equipped with a working device at the rear part of the machine body so as to be movable up and down, a riding type rice transplanter, a riding type management machine, and a construction work vehicle.

Combine side view Schematic showing the power transmission system and operation system of the combine Left side view of the hydrostatic continuously variable transmission and the vicinity of the shift lever Front view of the hydrostatic continuously variable transmission and the vicinity of the transmission lever Plan view near the operation panel Top view of neutral path, first and second forward path, reverse path of transmission lever Right side view of the hydrostatic continuously variable transmission and the vicinity of the shift lever Plan view near the operation shaft and motor Front view of the vicinity of the arm of the speed change lever and the operating member Transverse plan view near the arm and operating member of the shift lever Side view of the convex part of the support member and the vicinity of the limit switch Front view of the vicinity of the connecting part of the linkage rod and the arm part of the cutting gearbox Side view near the operation plate and detent mechanism Plan view near the operation plate and detent mechanism Side view of the vicinity of the operating shaft at the first position Side view of the vicinity of the operating shaft at the second position Side view of the vicinity of the operating shaft at the third position Side view of the vicinity of the operating shaft at the fourth position The figure which shows the state of each part in a cutting state (standard mode) The figure which shows the state of each part in the cutting state (slipping mode) The figure which shows the state of each part in a non-reaping state Side view showing the linkage state of the parking brake lever and the speed change lever Side view showing the coupling state of the coupling plate and the operation plate in the parking brake lever

Explanation of symbols

7 Traveling transmission device 13 Working transmission device 14 Working clutch 16 Parking brake 17 Shifting operation tool 33 Actuator 37 Position sensor 50 Main switch N Neutral stop position

Claims (2)

A travel transmission device and a shift operation tool that is manually operated are configured so that the travel transmission device is operated by the shift operation tool.
A parking brake, a work clutch that transmits power to a work device provided in the airframe, a position sensor that detects an operation position of the shift operation tool, and an actuator;
Based on the detection of the position sensor, when the shift operating tool is operated to the neutral stop position, the parking brake is operated to the braking state by the actuator, and the work clutch is operated to the disconnected state by the actuator. And
Based on the detection of the position sensor, when the speed change operation tool is operated to the traveling side, the parking brake is operated by the actuator to be released, and the work clutch is operated by the actuator to the transmission state. ,
Based on the detection of the position sensor, when the main switch is turned off in a state where the speed change operation tool is operated to the traveling side, the parking brake is operated in the braking state by the actuator, and the work clutch is operated by the actuator. An operation structure of a work vehicle configured to be operated in a shut-off state. A travel transmission device and a shift operation tool that is manually operated are configured so that the travel transmission device is operated by the shift operation tool.
A parking brake, a work clutch for transmitting power to a work device provided in the fuselage, a work speed change device for shifting power transmitted to the work device, a position sensor for detecting an operation position of the speed change operation tool, With an actuator,
Based on the detection of the position sensor, when the shift operating tool is operated to the neutral stop position, the parking brake is operated to the braking state by the actuator, and the work clutch is operated to the disconnected state by the actuator. And
Based on the detection of the position sensor, when the speed change operation tool is operated to the low speed traveling side, the parking brake is operated by the actuator, the work clutch is operated by the actuator, and the actuator is operated by the actuator. Is configured so that the work transmission device is operated on the low speed side,
Based on the detection of the position sensor, when the shift operation tool is operated to a high-speed traveling side, the parking brake is operated by the actuator to be released, the work clutch is operated by the actuator to the transmission state, and the actuator Is configured so that the work transmission is operated on the high speed side,
Based on the detection of the position sensor, when the main switch is turned off in a state where the speed change operation tool is operated to the low speed and high speed travel side, the parking brake is operated to the braking state by the actuator, An operation structure of a work vehicle configured such that a work clutch is operated in a disengaged state by an actuator, and a work transmission device is operated to a low speed side by the actuator.

Images