JP4117972B2 - Farm vehicle traveling equipment - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a farm vehicle traveling apparatus provided with a left clutch brake device that acts on a left rear axle and a right clutch brake device that acts on a right rear axle.
[0002]
[Prior art]
  In the farm work vehicle, the right or left clutch brake device acting on the rear axle located on the outer turning side of the left clutch brake device and the right clutch brake device is in a state in which the clutch portion is inserted and the brake portion is turned off. Operate and operate the right or left clutch brake device that acts on the rear axle located inside the turn so that either the clutch part or the brake part is disengaged, or the clutch part is disengaged and the brake part is on As a result, the rear wheel inside the turning is in a free-wheeling state or a braking state, and the vehicle body can be turned with a small turning radius.
[0003]
[0004]
[0005]
[Problems to be solved by the invention]
[0006]
[0007]
[0008]
[Means for Solving the Problems]
  The configuration of the invention according to claim 1 is as follows.
[0009]
  [Structure of the invention according to claim 1]
  A rear wheel drive case having an input shaft and right and left rear axles is provided with a left clutch brake device acting on the left rear axle and a right clutch brake device acting on the right rear axle. Center transmission case with input shaft pivotable, left side transmission case with left rear axle connected to the left end of center transmission case, and center transmission case with right rear axle And a right side transmission case connected to the right end of the rear wheel drive case. The left side transmission case portion has first and second operation shafts for operating the left clutch brake device, and the first and second operation shafts for operating the right clutch brake device are provided on the right side transmission case. In preparation for the departmentThe first operating shaft and the brake pedal are linked by a pedal interlocking mechanism, and the second operating shaft and the steering handle are linked by a steering interlocking mechanism different from the pedal interlocking mechanism.
  The brake part of the left clutch brake device is operated by the operation of the first operating shaft provided in the left side transmission case part accompanying the depression of the brake pedal, and the left side part accompanying the turning operation of the steering handle is operated. By operating the second operating shaft provided in the side transmission case portion, the clutch portion is operated with the brake portion of the left clutch brake device being inactive.
  The brake part of the right clutch brake device is operated by the operation of the first operating shaft provided in the right side transmission case part when the brake pedal is depressed, and the right side part when the steering handle is turned. The clutch is operated by operating the second operating shaft provided in the side transmission case part while the brake part of the right clutch brake device remains inactive..
[0010]
[0011]
[0012]
[0013]
[0014]
[0015]
[0016]
[0017]
[0018]
[0019]
[0020]
[0021]
[0022]
[0023]
[0024]
[0025]
[0026]
[0027]
[0028]
[0029]
  Claim 2The configuration, operation, and effect of the invention according to the present invention are as follows.
[0030]
  [Claim 2Of Invention by]
  Claim 1The power transmission of the input shaft of the center transmission case portion is provided with a speed reduction transmission mechanism that transmits power to the left rear axle and a speed reduction transmission mechanism that transmits power to the right rear axle, and an intermediate cylinder and an input shaft of the speed reduction transmission mechanism are provided. The thrust collar is externally fitted so as to be relatively rotatable and slidable. The intermediate cylinder and the thrust collar are slid by the rotating cam portion of the second operating shaft, and the clutch portions of the right and left clutch brake devices are operated.
[0031]
  [Claim 2Effect of Invention by]
  When the clutch part of the right and left clutch brake devices rotates integrally with the input shaft, friction occurs between the rotating cam part and the clutch operating part when the rotating cam part of the second operating shaft comes into direct contact with the clutch part. To do. On the other hand, since the intermediate cylinder and the thrust collar are interposed between the rotating cam portion and the clutch portion, the rotation of the clutch portion is not easily transmitted to the intermediate cylinder, and friction is hardly generated in the rotating cam portion. The operating force by the rotating cam portion is transmitted to the clutch portion.
[0032]
  [Claim 2Effect of invention by]
  Even if the clutch part rotates together with the input shaft, the friction caused by this rotation is unlikely to occur in the rotating cam part, and the rotating cam part is not easily worn out, so that the clutch part can be operated with high precision over a long period of time. Obtained in excellent condition.
[0033]
[0034]
[0035]
[0036]
[0037]
  Claim 3The configuration, operation, and effect of the invention according to the present invention are as follows.
[0038]
  [Claim 3Of Invention by]
  Claim 1 or 2In the configuration of the invention, the fork for operating the brake portions of the right and left clutch brake devices is provided on the first operation shaft. The second operating shaft includes a contact portion that sets a rotation limit of the first operating shaft by contacting the fork against the swing of the fork to the side away from the brake portion of the right and left clutch brake devices.
[0039]
  [Claim 3Effect of Invention by]
  When the first operating shaft rotates to the side where the fork separates from the brake portion, the fork comes into contact with the contact portion of the second operating shaft. Then, the second operation shaft sets a rotation limit so that the first operation shaft does not rotate any more.
[0040]
  [Claim 3Effect of invention by]
  Even if the first operating shaft rotates freely and the fork rotates away from the brake part, the rotation limit is set by the second operating shaft, and the first operating shaft rotates significantly. Can be prevented.
[0041]
[0042]
[0043]
[0044]
[0045]
[0046]
[0047]
[0048]
[0049]
[0050]
[0051]
[0052]
[0053]
[0054]
[0055]
[0056]
[0057]
DETAILED DESCRIPTION OF THE INVENTION
  As shown in FIG. 1, the vehicle is self-propelled by a wheel-type traveling device having a pair of left and right front wheels 1a and 1b that can be driven and steered and a pair of left and right rear wheels 2a and 2b that can be freely driven, and is attached to the front end of the vehicle body. And a driving part having an engine and an engine bonnet 3, a driving part having a driving seat 4 located behind the driving part, and a plurality of upper and lower stages of a seedling stand 5 a on both sides of the engine bonnet 3. A seedling planting device 8 is connected to the rear portion of the self-propelled vehicle body provided with the reserve seedling storage device 5 having a hydraulic lift cylinder 6 so as to be moved up and down through a link mechanism 7 that can swing up and down. At the same time, power is transmitted from the rear part of the self-propelled machine body to the seedling planting device 8 by the rotary transmission shaft 9. Work supported by a fertilizer tank 10a provided on the rear side of the driver's seat 4 of the self-propelled vehicle body and a plurality of grounding floats 8a attached to the lower part of the planting machine body of the seedling planting device 8 in the horizontal direction of the machine body. The fertilizer application 10 is constituted by the groove device 10b or the like, and thus a riding type rice transplanter with a fertilizer application is constituted.
[0058]
  That is, the seedling planting device 8 is lowered with respect to the self-propelled vehicle body, and the self-propelled vehicle body is caused to travel at a work level at which the grounding float 8a contacts the mud surface of the field. Then, each of the plurality of seedling planting mechanisms 8b that are attached to the rear of the planting machine body of the seedling planting device 8 in the horizontal direction of the machine body is linked to the seedling planting movement of the seedling planting mechanism 8b. The block seedlings for one stock are cut and taken out from the lower end of the mat-like seedlings that are reciprocated in the direction, and are planted on the mud surface after the grounding float 8a is leveled.
[0059]
  In addition to the fertilizer tank 10a and the plurality of groovers 10b, the fertilizer application apparatus 10 includes a plurality of fertilizer feeding devices connected to the lower portion of the fertilizer tank 10a side by side in the lateral direction of the self-propelled aircraft, and each fertilizer feeding device. A plurality of fertilizer supply hoses 10d for individually connecting the feeding portions of the plurality of fertilizer feeding devices to the plurality of grooving devices 10b, respectively. As the seedling planting device 8 performs the seedling planting operation, each fertilizer feeding device feeds the granular fertilizer from the fertilizer tank 10a by a set amount, and the fertilizer is supplied by the wind supplied by the electric blower 10c from the fertilizer feeding device. It is fed to the supply hose 10d, and a groove is created near the lateral side of the field mud where each grooving device 10b is planted by the seedling planting mechanism 8b. It continues to supply the fertilizer from the scan 10d.
[0060]
  As shown in FIGS. 2, 3, etc., a left rear axle 11a for rotatably supporting the left rear wheel 2a is provided at one end side so as to be rotatable, and the right rear wheel 2b can be rotated integrally. The middle part in the left-right direction of the rear wheel drive case RK provided with the right rear axle 11b to be supported rotatably at the other end side is a main body frame 12, 12 in the longitudinal direction of the pair of left and right bodies of the self-propelled vehicle body. The left and right rear wheels 2a and 2b are supported by the pair of main body frames 12 and 12 by being connected over a pair of front and rear rear wheel support frames 13 and 14 which are connected over one and the other.
[0061]
  As shown in FIG. 2, FIG. 3, etc., the rear wheel drive case RK is made of a sheet metal bent in a cylindrical shape and has a connecting portion 15a formed by welding flanges at both ends. The upper end side of the portion 15 and the center transmission case portion 15 is made by casting as a separate part, and the upper end side is fastened to the connecting portion 15a at the left end portion of the center transmission case portion 15 by a connecting bolt and the lower end. The left side transmission case portion 16 that supports the left rear axle 11a on the side and the center transmission case portion 15 are formed by casting as separate parts, and the upper end side is the right end portion of the center transmission case portion 15 The right side transmission case part 1 which is fastened and connected to the connecting part 15a by a connecting bolt and which supports the right rear axle 11b on the lower end side. It is constituted by the. As shown in FIGS. 3 to 5, the center portion in the longitudinal direction of the center transmission case portion 15 is formed by attachment portions 15 b and 15 c formed by welding cylindrical bodies to the front side and the rear side of the case portion. By driving the boss 13a of the front-side rear wheel support frame 13 and the support shaft part 14a of the rear-side rear wheel support frame 14 so as to be rotatable about the axis P in the longitudinal direction of the vehicle body, the rear wheels are driven. A case RK is supported on the pair of main body frames 12 and 12 so as to roll around the axis P.
[0062]
  As shown in FIGS. 4 and 5, a pair of left and right case side spring receiving members 17, 17 arranged so as to be separated from both sides of the shaft core P and fixed to the center transmission case portion 15 by welding. Of the left side main body frame by utilizing the left side case side spring receiving member 17 and the frame portion of the rear rear wheel support frame 14 connected to the left main body frame 12 as spring receiving members. 12 and the frame-side spring receiving member 18 provided on the lower surface side, the right-side case-side spring receiving member 17 of the pair of left and right case-side spring receiving members 17 and 17, and the rear-side rear wheel support. A frame provided on the lower surface side of the right main body frame 12 by using a frame portion of the frame 14 connected to the right main body frame 12 as a spring receiving member. A rolling spring 19 made of a coil spring is provided between the spring receiving member 18 and a spring interposed between the rolling spring 19 and the frame-side spring receiving member 18 in each of the left and right rolling springs 19. A spring compression bolt 21 attached over the receiving plate 20 and the case-side spring receiving member 17 and a sleeve 22 that fits outside the compression bolt 21 are disposed. In a state where the mounting posture of the rear wheel drive case RK with respect to the main body frame 12 is a neutral posture in which the mounting heights of the left and right rear axles 11a and 11b with respect to the main body frame 12 are the same, the left rolling spring 19 is also The right side rolling spring 19 is also in an initial elastic deformation state in which it is elastically deformed slightly to the compression side due to the tightening force by the spring compression bolt 21, and in this initial elastic deformation state, the case side spring receiving member 17 is used as a reaction force member. The vehicle body frame 12 is received and supported. From the state in which the rear wheel drive case RK is in the neutral position, the left rear axle 11a is raised with respect to the main body frame 12, and the right rear axle 11b is lowered with respect to the main body frame 12 with respect to the main body frame 12. In this case, the left case-side spring receiving member 17 moves along the sleeve 22 to the side closer to the frame-side spring receiving member 18, and the left-side rolling spring 19 is moved from the initial compression elastic deformation state. Further, it is elastically deformed toward the compression side, and in this elastically deformed state, the main body frame 12 is received and supported using the case-side spring receiving member 17 as a reaction force member. At this time, the right-side case-side spring receiving member 17 holds the right-side rolling spring 19 while holding the right-side rolling spring 19 in the initial elastic deformation state via the spring compression bolt 21 and the spring receiving plate 20. Accordingly, it moves to the side away from the frame side spring receiving member 18. From the state in which the rear wheel drive case RK is in the neutral position, the left rear axle 11a is lowered with respect to the main body frame 12, and the right rear axle 11b is raised with respect to the main body frame 12 with respect to the main body frame 12. In this case, the right case side spring receiving member 17 moves along the sleeve 22 to the side closer to the frame side spring receiving member 18, and the right side rolling spring 19 is moved from the initial compression elastic deformation state. Further, it is elastically deformed toward the compression side, and in this elastically deformed state, the main body frame 12 is received and supported using the case-side spring receiving member 17 as a reaction force member. At this time, the left case-side spring receiving member 17 holds the left rolling spring 19 in the initial elastically deformed state via the spring compression bolts 21 and the spring receiving plate 20 and holds the left rolling spring 19 in the initial elastic deformation state. Accordingly, it moves to the side away from the frame side spring receiving member 18.
[0063]
  In other words, even if one of the left and right rear wheels 2a, 2b falls into the recessed portion of the hard disk or climbs on a raised portion, or the left and right rear wheels 2a, 2b are positioned on the inclined hard disk, the rear wheel drive case RK has the axis P. Rolling with respect to the main body frame 12 as a rolling axis, the mounting heights of the left and right rear wheels 2a, 2b with respect to the main body frame 12 are different, and the vehicle can run while maintaining the body level or close to it. At this time, one of the left and right rolling springs 19, 19 is further compressed and deformed from the initial compression deformation state, and a rolling resistance is given to the rear wheel drive case RK so that a rolling impact is unlikely to occur.
[0064]
  As shown in FIGS. 3 and 6, the center transmission case portion 15 is rotatably supported on the inner side of the front mounting portion 15 b via a bearing 23 and has the same shaft center as the rolling shaft core P. The input shaft 24 is configured to be rotated by a bevel gear 25, the bevel gear 25 connected to an end portion of the input shaft 24 located inside the center transmission case portion 15 so as to be integrally rotatable, and meshed with the bevel gear 25 and the center. By being made of a bevel gear configured to be rotatably supported via a bearing 26 inside the transmission case portion 15, it is orthogonal to the rotational axis of the input shaft 24 in conjunction with the input shaft 24. Each of the transmission bodies 27 rotating around the axial core 27a in the direction is provided in the center transmission case portion 15. The right side transmission case 16 includes a speed reduction transmission mechanism 30 in which an input shaft 31 is connected to the transmission body 27 so as to be integrally rotatable, and an output gear 32 is connected to the right rear axle 11b. I'm allowed. Similarly to the speed reduction transmission mechanism 30 for the right rear axle 11b, an input shaft 31 is connected to the transmission body 27 so as to be integrally rotatable, and an output gear 32 is connected to the left rear axle 11a so as to be integrally rotatable. The left side transmission case 16 is provided with the deceleration transmission mechanism 30.
[0065]
  The speed reduction transmission mechanism 30 provided in the right side transmission case 16 is configured as shown in FIGS. Although not shown, the speed reduction transmission mechanism 30 provided in the left side transmission case portion 16 is configured in the same manner as the right speed reduction transmission mechanism 30. That is, both the left and right deceleration transmission mechanisms 30 extend from the upper end side of the side transmission case portion 16 to the inside of the center transmission case portion 15 and are connected to the transmission body 16 so as to be integrally rotatable. The clutch portion 40 attached to the shaft portion located inside the side transmission case portion 16 of the input shaft 31 is engaged with the one end side of the output side clutch body 41 of the clutch portion 40 so as to be integrally rotatable. A transmission gear 33 supported on the end portion of the shaft 31 so as to be relatively rotatable, a first reduction transmission gear 34 engaged with the transmission gear 33, and the first reduction transmission gear 34 while supporting the first reduction transmission gear 34. The intermediate transmission shaft 35 that rotates integrally with the intermediate transmission shaft 34, and that of the output gear 32 that is also used as the second reduction transmission gear meshing with the gear portion 35a formed integrally with the intermediate transmission shaft 35. It is constituted by Les.
[0066]
  That is, the rotational power of the rotary transmission shaft 11 is transmitted to the input shaft 24 of the center transmission case portion 15, and the rotational power of the input shaft 24 is transmitted to the transmission body 27. By transmitting to the input shaft 31 of the speed reduction transmission mechanism 30 with which the side transmission case part 16 is equipped, the rotational power of the input shaft 24 is decelerated by the speed reduction transmission mechanism 30 and transmitted to the left rear axle 11a. By transmitting the rotational force of the body 27 to the input shaft 31 of the deceleration transmission mechanism 30 provided in the right side transmission case portion 16, the rotational force of the input shaft 24 is decelerated by the deceleration transmission mechanism 30 and transmitted to the right rear axle 11b. The left and right rear wheels 2a and 2b can be driven.
[0067]
  As shown in FIG. 3, both the input shaft 31 of the left speed reduction transmission mechanism 30 and the input shaft 31 of the right speed reduction transmission mechanism 30 are provided at the ends of the input shaft 31 that extend into the center transmission case portion 15. The spline portion 31 a provided and the spline hole 27 b provided in the transmission body 27 are connected to the transmission body 27 so as to be rotatable together with the transmission body 27. That is, when the input shaft 31 and the transmission body 27 are relatively close to each other in the axial direction of the input shaft 31, the spline portion 31 a of the input shaft 31 enters the spline hole 27 b of the transmission body 27 and can rotate integrally with the transmission body 27. By engaging the input shaft 31 and the transmission body 27 so as to be integrally rotatable, and when the input shaft 31 and the transmission body 27 are relatively separated in the axial direction of the input shaft 31, the spline portion 31 a of the input shaft 31. Are connected in a state in which they are pulled out from the spline holes 27 b of the transmission body 27 and detached from the transmission body 27. Thereby, when each of the left and right side transmission case parts 16, 16 is assembled to the center transmission case part 15, the side transmission case part 16 of the input shaft 31 of each side transmission case part 16 extends to the outside accordingly. The spline portion 31a is engaged with the transmission body 27 so as to be integrally rotatable, and the input shaft 31 is naturally connected to the transmission body 27 so as to be integrally rotatable.
[0068]
  As shown in FIG. 2, the left clutch brake device CBL acting on the left rear axle 11a to act on the left rear wheel 2a is placed in the left side transmission case portion 16 and the right rear wheel 2b on the right rear wheel 2b. A right clutch brake device CBR acting on the axle 11b is provided in each of the right side transmission case portions 16, and the left clutch brake device CBL of the left clutch brake device CBL is operated to switch both the clutch portion 40 and the brake portion 50. From the shaft end portion protruding outside the transmission case portion of the left first steering operation shaft 61a attached to the end portion on the inner side of the machine body at the upper end portion of the side transmission case portion 16 so as to be rotatable about the axis X in the vertical direction of the vehicle body. The left first operation arm 62a is extended so as to be integrally rotatable inward of the vehicle body, and the left first operation arm 62a is a link type pedal made of a rod or the like. The left brake pedal 64a, which are interlocked by use interlocking mechanism 63a, is provided to the operation portion. The right clutch brake device CBR is rotated around the axis X in the vertical direction of the vehicle body at the end of the right side transmission case 16 on the inner side of the vehicle body so as to switch both the clutch portion 40 and the brake portion 50. The right first operation arm 62b extends from the end of the right first steering operation shaft 61b that is movably attached to the outside of the transmission case portion so as to be integrally rotatable inwardly of the vehicle body. A right brake pedal 64b that is linked to the arm 62b via a link-type pedal linkage mechanism 63b made of a rod or the like is provided in the driving section. The left and right brake pedals 64a and 64b are configured to be stepped on separately. When the left and right brake pedals 64a and 64b are operated, the clutch brake devices CBL and CBR interlocked with the pedals 64a and 64b are switched as follows by the action of the pedal interlocking mechanisms 63a and 63b.
[0069]
  That is, when the brake pedals 64a and 64b are operated to the non-operating position, the first operating arms 62a and 62b are moved to the first operating position A shown in FIG. 8, and the first steering operating shafts 61a and 61b are moved straight. Manipulate to position. Then, the clutch brake devices CBL and CLR are in a normal running state in which the clutch portion 40 is engaged and the brake portion 50 is turned off, and drives the rear wheels 11a and 11b. TheLesWhen the pedal pedals 64a and 64b are depressed from the non-operation position, the first operation arms 62a and 62b swing to the second operation position B shown in FIG. 8, and the first steering operation shafts 61a and 61b are moved to the first steering position. To rotate. Then, the clutch brake devices CBL and CBR are in a gentle turning state in which both the clutch unit 40 and the brake unit 50 are turned off, and the rear wheels 11a and 11b are in a free-wheeling state. TheLesWhen the pedals 64a and 64b are further depressed, the first operating arms 62a and 62b swing to the third operating position C shown in FIG. 8, and the first steering operating shafts 61a and 61b rotate to the second steering position. Manipulate. Then, the clutch brake devices CBL and CBR enter a sudden turning state in which the clutch unit 40 is disengaged and the brake unit 50 is engaged, and the rear wheels 11a and 11b are brought into a braking state.
[0070]
  As shown in FIG. 2, the left first steering is applied to the upper end of the left side transmission case 16 so as to switch only the clutch 40 of the clutch 40 and the brake 50 of the left clutch brake device CBL. An end portion of the left second steering operation shaft 65a that protrudes out of the transmission case is attached to the rotation axis X of the operation shaft 61a so as to be rotatable around the axis Y in the vehicle body vertical direction. The left second operating arm 66a is arranged at a lower level than the left first operating arm 62a and extends so as to be integrally rotatable inwardly of the vehicle body, so that the clutch portion 40 and the brake portion of the right clutch brake device CBR are extended. 50, the upper side of the right side transmission case 16 is positioned in the longitudinal direction of the vehicle body and the longitudinal axis X of the right first steering operation shaft 61b so that only the clutch 40 is switched. The right second operation arm 66b is extended from the right first operation arm 62b from the end of the right second steering operation shaft 65b that is attached to the vehicle body up and down and pivoted about the axis Y and protrudes outside the transmission case. Also, the steering wheel is extended through a link-type steering interlocking mechanism 67 composed of a rod or the like so that the left and right second operating arms 66a and 66b are extended so as to be integrally pivotable toward the inner side of the vehicle body. 68 and a steering interlocking mechanism 69 that interlocks the steering operation portions of the left and right front wheels 1a and 1b.
[0071]
  The steering detection unit 70 includes a detection member 67a connected to the steering interlocking mechanism 67 so as to be swingable integrally with a pitman arm 69a constituting the steering interlocking mechanism 69, and one end side of the steering detection unit 70 An interlocking adjustment portion 71 attached to the other end of the interlocking rod 67b that is connected is provided.
[0072]
  The steering detection unit 70 includes the detection member 67a and the interlocking rod 67b whose end is slidably inserted into the long hole 67c of the detection member 67a. The steering handle 68 is rotated, the pitman arm 69a swings around the shaft core 69b, and the left and right front wheels 1a and 1b are swung from the straight direction to the left or right, and the steering angle of the left and right front wheels 1a and 1b is changed. Until the set steering angle determined by the length of the long hole 67c is reached, the detection member 67a and the interlocking rod 67b relatively move. As a result, the steering detection unit 70 detects that the left and right front wheels 1a and 1b are in a steering state less than the set steering angle, and also pushes the interlocking rod 67b by the detection member 67a that swings together with the pitman arm 69a. Also, pull operation is disabled. When the steering angle of the left and right front wheels 1a, 1b is equal to or greater than the set steering angle, the detection member 67a comes into contact with the end of the interlocking rod 67b at the end of the long hole 67c. Thus, the steering detection unit 70 detects that the left and right front wheels 1a and 1b are in a steering state equal to or greater than the set steering angle, and pushes or pulls the interlocking rod 67b by the detection member 67a that swings together with the pitman arm 69a. Enable operation.
[0073]
  The interlocking adjustment portion 71 is connected to the free end side of the interlocking rod 67b, and is connected to one end side of the left second operating arm 66a, and a transmission side swing link whose intermediate portion is rotatably supported by the vehicle body. The other end side of the left interlocking rod 67d and the other end side of the right interlocking rod 67e connected at one end to the right second operating arm 66b are connected to both ends, and the middle part is rotatable to the vehicle body. The interlocking rod 67b is pushed or pulled next to the left interlocking rod 67d and the right interlocking rod 67e by the contact between the transmission-side swinging link and the passive-side swinging link. It communicates as follows. That is, when the interlocking rod 67b is pushed, the pushing force of the interlocking rod 67b is converted and transmitted to the left interlocking rod 67d by converting it into an operating force for pulling it. Is transmitted as an operating force for pressing this. When the interlocking rod 67b is pulled, the pulling force of the interlocking rod 67b is converted and transmitted to the operating force for pushing the left interlocking rod 67d, and to the right interlocking rod 67e. This is transmitted as an operation force for pulling operation.
[0074]
  That is, regardless of whether the left and right front wheels 1a and 1b are steered leftward or rightward, if the steering angle from the straight traveling direction is less than the set steering angle, the steering interlocking mechanism 67 performs the second left operation. Both the arm 66a and the right second operation arm 66b are operated to the first operation position D shown in FIG. 8, and both the left second steering operation shaft 65a and the right second steering operation shaft 65b are operated to the rectilinear position. Then, both the left and right clutch brake devices CBL and CBR are in a normal running state in which the clutch portion 40 is engaged and the brake portion 50 is turned off, and the rear wheels 11a and 11b are driven.
  When the left and right front wheels 1a and 1b are steered to the left by the set steering angle or more, the steering interlocking mechanism 67 is driven by the swinging force of the pitman arm 69a that is swung by turning the steering handle 68. The left second operation arm 66a is swung from the first operation position D in the swing direction E shown in FIG. 8 to rotate the left second steering operation shaft 65a to the turning position. As a result, the left clutch brake device CBL enters the turning state in which the clutch portion 40 is disengaged, and puts the left rear wheel 11a into the idle state. At this time, even if the right interlocking rod 67e is pushed and the right second operation arm 66b is swung in the direction opposite to the swing direction E from the first operation position D, the right second steering operation shaft 66b is The clutch portion 40 of the right clutch brake device CBR is kept on due to an operation structure described later.
  When the left and right front wheels 1a and 1b are steered to the right by the set steering angle or more, the steering interlocking mechanism 67 is driven by the swinging force of the pitman arm 69a swinging by the turning operation of the steering handle 68. The right second operation arm 66b is swung in the swing direction E from the first operation position D, and the right second steering operation shaft 65b is rotated to the turning position. Thereby, the clutch brake device CBR on the right side is in a turning state in which the clutch unit 40 is disengaged, and the right rear wheel 11b is in an idle state. At this time, even if the left interlocking rod 67d is pushed and the left second operating arm 66a is swung from the first operating position D in the direction opposite to the swinging direction E, the left second steering operating shaft 66a is The clutch portion 40 of the left clutch brake device CBL is kept on due to an operation structure described later.
  When the left and right front wheels 1a and 1b are steered leftward or rightward, if the steering angle of the left and right front wheels 1a and 1b increases beyond the set steering angle, the second operating arm 66a, 66b, the left second steering operation shaft 65a and the right second steering operation shaft 65b are caused to disengage the clutch portions 40 of the clutch brake devices CBL and CBR due to the operation structure described later. Keep it cut.
[0075]
  That is, when the vehicle body is turned at the time of leaning, the steering wheel 68 is rotated and the front wheels 1a and 1b are steered more than the set steering angle. Then, due to the operation of the steering interlocking mechanism 67, one clutch portion 40 of the left and right clutch brake devices CBL, CBR is kept on while the other clutch portion 40 is automatically switched to the outside of the turning. The rear wheels 2a, 2b located inside the turn while the rear wheels 2a, 2b are maintained in the driving state are in a free-wheeling state, and the vehicle body has a smaller radius than the vehicle turning only by the steering operation of the front wheels 1a, 1b. Then turn around. Moreover, the direction corresponding to the rear wheels 2a and 2b located inside the turning of the left and right brake pedals 64a and 64b as required, such as when the front wheels 1a and 1b are steered only to less than the set steering angle. The brake pedals 64a and 64b are depressed to a desired operation position. Then, while the clutch brake devices CBL and CBR located on the outer side of the turn are maintained in the normal running state and thereafter the wheels 2a and 2b are maintained in the driving state, the clutch brake devices CBR and CBL located on the inner side of the turn The wheel 2b, 2a is in a free-wheeling state or a braking state after switching to the state or the sudden turning state, and the vehicle body has a smaller radius than the turning by only the steering operation of the front wheels 1a, 1b, and the vehicle turns slowly or suddenly. It turns by turning.
[0076]
  The interlocking rod 67b on the side connected to the steering detection unit 70 is connected to the clutch brake device so that the clutch portion 40 of the clutch brake devices CBL, CBR is switched in conjunction with the steering operation of the front wheels 1a, 1b. The clutch portion 40 of the clutch brake devices CBL and CBR remains engaged even when the front wheels 1a and 1b are steered beyond the set steer angle by engaging the both interlocking rods 67d and 67e on the side coupled to the CBL and CBR. The interlocking adjustment part 71 is provided with an interlocking switching part that can be switched between the interlocking rod 67b and the interlocking rods 67d and 67e so as not to be disconnected.
[0077]
  The right clutch brake device CBR is constructed as shown in detail in FIGS. Although not shown, the left clutch brake device CBL is configured in the same manner as the right clutch brake device CBR.
[0078]
  That is, the clutch portions 40 of the left and right clutch brake devices CBL and CBR are input clutches in which a boss portion that is also used as a clutch operation portion 42a is externally fitted to the spline portion of the input shaft 31 of the deceleration transmission mechanism 30. A body 42, an output side clutch body 41 having one end externally fitted to the input shaft 31 via the transmission gear 33 so as to be relatively rotatable, and the output side clutch body 41 and the input side clutch body 42. A wet multi-plate friction clutch mechanism 43, and a spring receiving plate 44 and an input side clutch that are externally fitted to the input shaft 31 inside the output side clutch body 41 and are received and supported by the stepped portion of the input shaft 31. And a clutch spring 45 formed of a coil spring provided between the body 42 and the clutch operating portion 42. It is arranged to switching operation by.
[0079]
  That is, the boss portion of the input side clutch body 42 is engaged with the spline portion of the input shaft 31 so as to be slidable and integrally rotatable. Thereby, the clutch operation part 42a and the input side clutch body 42 are supported by the input shaft 31 so as to be slidable and integrally rotatable. The input side clutch body 42 is slidably biased by the clutch spring 45 to the side away from the spring receiving plate 44, and presses and urges each plate of the clutch mechanism 43 to the receiving portion 41a of the output side clutch body 41. 43 is urged toward the entry side.
[0080]
  Therefore, when the clutch operating portion 42a is slid away from the spring receiving plate 44 by the urging force of the clutch spring 45, the clutch mechanism 43 enters due to the urging force of the clutch spring 45, and the input side clutch body 42 The output side clutch body 41 is interlocked so as to rotate integrally. As a result, the clutch unit 40 transmits the rotational force of the input shaft 31 to the transmission gear 33 so as to transmit the rotational force to the rear axles 11a and 11b.
[0081]
  When the clutch operating portion 42a is slid toward the spring receiving plate 44 against the clutch spring 45, the clutch mechanism 43 is cut off, and the input side clutch body 42 and the output side clutch body 41 are rotated relative to each other. The interlocking of both clutch bodies 42 and 41 is released. Thereby, the clutch part 40 is cut | disconnected so that the transmission to the rear axle 11a, 11b may be cut off by cutting off the transmission from the input shaft 31 to the transmission gear 33.
[0082]
  The brake portions 50 of the left and right clutch brake devices CBL, CBR are each a wet multi-plate friction brake mechanism 51 attached over a plate support portion 16 a provided on the inner surface side of the side transmission case portion 16 and the output side clutch body 41. A clutch brake operation comprising: a fixed portion 52 provided with a ring member attached to the plate support portion 16a; and a rotating body attached to the clutch operation portion 42a so as to be relatively rotatable via a bearing 53. And a switching operation by the clutch / brake operation unit 54.
[0083]
  That is, an operation portion 54 a for the brake mechanism 51 is provided on one end side of the clutch brake operation portion 54. The clutch brake operation portion 54 is engaged with the clutch operation portion 42a via the bearing 53 so as to move along the input shaft 31 together with the clutch operation portion 42a, and is separated from the fixed portion 52 by the clutch spring 45. It is slid to the side.
[0084]
  Therefore, when the clutch brake operation portion 54 is slid toward the fixed portion 52 against the clutch spring 45, the clutch brake operation portion 54 moves the clutch operation portion 42a toward the spring receiving plate 44 via the bearing 53. The sliding operation is performed, and the clutch unit 40 is operated to be turned off via the clutch operation unit 42a. When the clutch brake operation portion 54 is further slid toward the fixing portion 52 against the clutch spring 45 from this position, the clutch brake operation portion 54 causes each plate of the brake mechanism 51 to be fixed to the fixing portion 52 by the operation portion 54a. The brake mechanism 51 is operated so as to apply a friction brake to the output side clutch body 41. As a result, the brake portion 50 enters the frictional brake on the rear axles 11a and 11b by applying the friction brake to the transmission gear 33 via the output side clutch body 41.
[0085]
  When the clutch brake operation part 54 is slid to the side away from the fixed part 52 by the clutch spring 45 from this state, the pressure on the fixed part 52 of the brake mechanism 51 by the operation part 54a is released, and the brake mechanism 51 is moved to the output side clutch. The cutting operation is performed so as to release the braking action on the body 41. Thereby, the brake part 50 is cut | disconnected so that the brake effect | action with respect to the rear axle 11a, 11b may be cancelled | released by canceling | releasing the brake effect | action with respect to the transmission gear 33 via the output side clutch body 41. FIG. When the clutch brake operating portion 54 is further slid away from the fixed portion 52 by the clutch spring 45 from this position, the clutch operating portion 42 is slid away from the spring receiving plate 44 by the clutch spring 45, and the clutch portion 40 is moved. Operate in.
[0086]
  The right second steering operation shaft 65b operates the clutch portion 40 of the right clutch brake device CBR based on the operation structure shown in FIGS. The left second steering operation shaft 65a operates the clutch portion 40 of the left clutch brake device CBL based on the same operation structure as that of the right second steering operation shaft 65b (not shown).
  That is, a rotary cam portion 46 having a shape as shown in FIG. 8 for operating the clutch operation portion 42a is provided at the end portion of each of the second steering operation shafts 65a and 65b located inside the side transmission case portion 16. I'm allowed. Since the rotating cam portion 46 is integrally formed with the second steering operation shafts 65a and 65b, it rotates integrally with the second steering operation shafts 65a and 65b. An intermediate cylinder 47 disposed between the rotating cam portion 46 and the clutch operation portion 42a, and a thrust collar 48 disposed between the intermediate cylinder 47 and the clutch operation portion 42a are connected to the input shaft 31, respectively. It is externally fitted so as to be relatively rotatable and slidable.
[0087]
  That is, when the second operation arms 66a and 66b are operated to the first operation position D and the second steering operation shafts 65a and 65b are operated to the straight movement position, the rotation cam among the circumferential cams of the rotation cam portion 46 The cam portion at a short distance from the rotation axis Y of the second steering operation shafts 65 a and 65 b that is the rotation axis of the portion 46 faces the intermediate cylinder 47. Thereby, the rotating cam portion 46 allows the clutch operating portion 42a to be slid in the direction away from the spring receiving plate 44 by the clutch spring 45, so that the clutch operating portion 42a can enter the clutch operating portion 42a. To the position.
[0088]
  When the second operating arms 66a and 66b are operated in the swing direction E from the first operating position D to operate the second steering operating shafts 65a and 65b to the turning position, The cam portion located at a large distance from the rotation axis Y of the rotating member faces the intermediate cylinder 47 and presses. As a result, the rotating cam portion 46 resists the clutch operating portion 42a against the clutch spring 45 via the intermediate cylinder 47 and the thrust collar 48 so that the rotation of the clutch operating portion 42a is not easily transmitted to the rotating cam portion 46. A sliding operation is performed at a position where 40 is cut. Although the clutch operating portion 42a and the clutch brake operating portion 54 slide integrally, the rotating cam portion 46 does not stop the clutch brake even if the sliding stroke of the clutch operating portion 42a reaches a stroke sufficient to disengage the clutch portion 40. The clutch operating portion 42a is formed to slide so that the operating portion 54 does not reach a stroke sufficient to operate the brake portion 50 inward. Thereby, the second steering operation shafts 65 a and 65 b operate only the clutch part 40 of the clutch part 40 and the brake part 50.
[0089]
  When the interlocking rods 67d and 67e are pushed and the second operating arms 66a and 66b are swung in the direction opposite to the swinging direction E from the first operating position D, The cam portion located at a short distance from the rotational axis Y of the rotating shaft faces the intermediate cylinder 47, and the second steering operation shafts 66a and 66b keep the clutch portion 40 in the on-state. When the steering angle of the left and right front wheels 1a, 1b increases beyond the set steering angle and the swinging stroke of the second steering operation arms 66a, 66b increases, the circumferential cam of the rotating cam portion 46 A cam portion located at a large distance from the rotation axis Y of the shaft faces the intermediate cylinder 47 and maintains the pressing operation, and the second steering operation shafts 65a and 65b keep the clutch portion 40 off.
[0090]
  The right first steering operation shaft 61b operates the clutch unit 40 and the brake unit 50 of the right clutch brake device CBR based on the operation structure shown in FIGS. Although not shown, the left first steering operation shaft 61a operates the clutch unit 40 and the brake unit 50 of the left clutch brake device CBL based on the same operation structure as the right first steering operation shaft 61b.
  That is, a fork 55 for operating the clutch brake operation portion 54 is attached to the end portions of the left and right first steering operation shafts 61a and 61b located inside the side transmission case portion 16 so as to be integrally rotatable. It is.
  When the first operation arms 62a and 62b are operated to the first operation position A and the first steering operation shafts 61a and 61b are operated to the straight travel position, the fork 55 is brought to the straight travel position shown in FIG. By enabling the operation portion 54 to be slid to the brake release side by the clutch spring 45, the clutch brake operation portion 54 is operated to a position where the clutch portion 40 is turned on and the brake portion 50 is turned off. .
[0091]
  When the first operating arms 62a and 62b are operated to the second operating position B and the first steering operating shafts 61a and 61b are operated to the first steering position, the fork 55 moves from the straight traveling position toward the brake mechanism 51. The clutch brake operating portion 54 is slid against the clutch spring 45 at a position where the clutch portion 40 is cut off and the brake portion 50 is turned off.
[0092]
  When the first operation arms 62a and 62b are operated to the third operation position C and the first steering operation shafts 61a and 61b are operated to the second steering position, the fork 55 further moves from the first steering position. The second steering position swinging toward the brake mechanism 51 is reached, and the clutch brake operation part 54 is slid against the clutch spring 45 to the position where the clutch part 40 is disconnected and the brake part 50 is engaged. To do.
[0093]
  The right second steering operation shaft 65b is arranged and attached to the input shaft 31 as shown in FIG. Although not shown, the left second steering operation shaft 65a is arranged and attached to the input shaft 31 similarly to the right second steering operation shaft 65b.
  That is, each of the left and right second steering operation shafts 65a and 65b has the axis Y of the second steering operation shafts 65a and 65b as viewed in the direction along the axis Y of the second steering operation shafts 65a and 65b. It is attached to the side transmission case 16 so as to overlap the input shaft 31 in a state orthogonal to the axis of the input shaft 31. Accordingly, the second steering operation shaft 65a, the second steering operation shaft 65a, by suppressing the second steering operation shafts 65a, 65b from being twisted with respect to the side transmission case portion 16 due to the operation reaction force acting on the rotary cam portion 46 from the clutch operation portion 42a. The second steering operation shafts 65a and 65b can be rotated while the 65b rotates smoothly.
[0094]
  As shown in FIGS. 7 to 9, in the right clutch brake device CBR, a contact portion S with respect to the fork 55 is provided at an end portion of the second steering operation shaft 65 b located inside the side transmission case portion 16. As the fork 55 swings away from the rectilinear position from the clutch brake operation portion 54, the contact portion S comes into contact with one of the pair of arm portions of the fork 55 and the first steering operation shaft 61b. The rotation limit is set. Although not shown, the second steering operation shaft 65a of the left clutch brake device CBL is also provided with a contact portion configured similarly to the contact portion S of the second steering operation shaft 65b of the right clutch brake device CBR. . That is, before assembling the rear-wheel drive case RK, the pedal interlocking mechanisms 63a and 63b are not connected, and the first steering operation shafts 61a and 61b are free to move the fork 55 away from the clutch brake operation unit 54. The turning limit when turning is set by the second steering operation shafts 65a and 65b, and the first steering operation shafts 61a and 61b and the first operation arm extending from the first steering operation shafts 61a and 61b. 62a and 62b are prevented from rotating significantly.
[0095]
  As shown in FIGS. 7 to 9, in the right clutch brake device CBR, each of the pair of base portions 55a of the fork 55 is provided at the end of the clutch brake operation portion 54 opposite to the side where the brake operation portion 54a is located. A contact portion 54b that abuts separately and acts as a stopper is provided, and both contact portions 54b and 54b are arranged in the second steering direction from the rotational position where the first steering operation shaft 61b operates the brake portion 50 to enter. Even when the operation shaft 65b is located at any rotation position up to the rotation limit set by the stopper S, the fork 55 acts as a stopper in the opposite direction to the first transmission case portion 16 of the fork 55 with respect to the side transmission case portion 16. The one steering operation shaft 61b is configured to be positioned in a direction along the axis X. The step portion of the first steering operation shaft 61 b is positioned on one base portion 55 a of the fork 55, and the positioning ring 56 that is locked to the first steering operation shaft 61 b is positioned on the other base portion 55 a of the fork 55. Thus, the first steering operation shaft 61b and the fork 55 are coupled so as not to be relatively displaced in the direction along the axis X of the first steering operation shaft 61b. As a result, the contact portion 54b is configured so that the first steering operation shaft 61b is not displaced from the side transmission case portion 16 in the axial direction of the first steering operation shaft 61b, or is not detached from the side transmission case portion 16. The movement of the steering operation shaft 61b is restricted. Although not shown, the clutch brake operation portion 54 of the left clutch brake device CBL is also provided with a contact portion configured similarly to the contact portion 54b of the clutch brake operation portion 54 of the right clutch brake device CBR.
[0096]
    [Another embodiment]
  In addition to rice transplanters, the present invention can also be applied to various transplanters, tractors, and the like for transplanting other than rice seedlings. These vehicles are collectively referred to as farm vehicles.
[Brief description of the drawings]
[Fig. 1] Side view of the entire riding rice transplanter with fertilizer application
FIG. 2 is a plan view showing an operation structure of a clutch brake device for left and right rear wheels.
FIG. 3 is a cross-sectional view at the input portion of the rear wheel drive case.
FIG. 4 is a cross-sectional view of the mounting portion of the rear wheel drive case
FIG. 5 is a rear view of the rolling spring arrangement part.
FIG. 6 is a cross-sectional view of a side transmission case
FIG. 7 is a sectional view of a clutch brake device.
FIG. 8 is a plan view of the operation part of the clutch brake device.
FIG. 9 is a sectional view of the fork of the first steering operation shaft.
[Explanation of symbols]
  11a Left rear axle
  11b Rear right axle
  15 Center transmission case
  16 Side transmission case
  24 Input shaft of center transmission case
  30 Deceleration transmission mechanism
  31 Input shaft of deceleration transmission mechanism
  46 Rotating cam
  47 Intermediate cylinder
  48 Thrust color
  55 forks
  61a, 61b first operation axis
  63a, 63b Pedal linkage mechanism
  64a, 64b Brake pedal
  65a, 65b second operation axis
  67 Steering interlock mechanism
  68 Steering handle
  CBL Left clutch brake device
  CBR Right clutch brake device
  RK rear wheel drive case
  S per part

Claims (3)

In a rear wheel drive case having an input shaft and right and left rear axles, a left clutch brake device that acts on the left rear axle, and a right clutch brake device that acts on the right rear axle,
A center transmission case portion provided with the input shaft rotatably, a left side transmission case portion provided with the left rear axle and connected to a left end side of the center transmission case portion, and a center provided with the right rear axle. A right side transmission case portion connected to the right end side of the transmission case portion, and constituting the rear wheel drive case,
The left side transmission case portion includes first and second operation shafts for operating the left clutch brake device, and the first and second operation shafts for operating the right clutch brake device are provided on the right side. In preparation for the side transmission case
The first operating shaft and the brake pedal are linked by a pedal interlocking mechanism, and the second operating shaft and the steering handle are linked by a steering interlocking mechanism different from the pedal interlocking mechanism,
The brake part of the left clutch brake device is operated by the operation of the first operating shaft provided in the left side transmission case part accompanying the depression of the brake pedal, and the steering handle is turned. Thus, the operation of the second operating shaft provided in the left side transmission case portion is configured such that the clutch portion is operated with the brake portion of the left clutch brake device being inactive,
The brake part of the right clutch brake device is operated by the operation of the first operating shaft provided in the right side transmission case part accompanying the depression of the brake pedal, and the steering handle is turned. A farm vehicle configured to operate the clutch portion while the brake portion of the right clutch brake device is inactivated by the operation of the second operating shaft provided in the right side transmission case portion on the right side. Traveling device. The center transmission case portion includes a reduction transmission mechanism that transmits the power of the input shaft to the left rear axle and a reduction transmission mechanism that transmits the power to the right rear axle, and the intermediate cylinder and the thrust collar are relative to the input shaft of the reduction transmission mechanism. Rotate and slide freely,
The farm work according to claim 1, wherein the intermediate cylinder and the thrust collar are slid by the rotating cam portion of the second operation shaft, and the clutch portions of the right and left clutch brake devices are operated. Car travel device. A fork for operating the brake portions of the right and left clutch brake devices is provided on the first operating shaft;
With respect to the swing of the fork to the side away from the brake part of the right and left clutch brake devices, a contact part that sets the rotation limit of the first operation shaft by contacting the fork is defined as the second operation shaft. The traveling apparatus of the agricultural work vehicle of Claim 1 or 2 provided .

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