JP4784101B2 - Work vehicle - Google Patents

Description

  The present invention relates to a shift safety device for a work vehicle including a hydrostatic continuously variable transmission.

  2. Description of the Related Art Conventionally, there has been known a vehicle that includes a hydrostatic continuously variable transmission for shifting a traveling speed, and continuously changes the forward / reverse and traveling speed of the vehicle. In Japanese Patent Laid-Open No. 4-50757, which is known prior to the present application, a trunnion arm and a shift operation lever are connected via a spring, one end of the trunnion arm is connected to a wire, and the other end of the wire is connected to the speed change operation. A configuration is disclosed that is connected to a deceleration pedal that rotates to the deceleration side without changing the shift position of the lever.

When configured as described above, when the speed change lever is operated to the forward high speed side, the trunnion arm is rotated via the spring, and the trunnion shaft is rotated in a predetermined manner to change the speed. Therefore, when an overload is applied, such as when the field conditions change during turning or work while traveling forward at high speed, the wire is pulled when the decelerating pedal is depressed, and the spring extends without changing the position of the speed change lever. The trunnion arm is decelerated by interlocking the trunnion shaft to the low speed side, and it is possible to avoid stopping the engine.
Japanese Utility Model Publication No. 4-50757

  Since the technology disclosed in the above publication is a configuration in which the trunnion arm and the deceleration pedal are interlocked and connected with a wire, when the trunnion arm is operated in the deceleration direction, the trunnion arm is directly rotated and the trunnion shaft is operated. Can be rotated and highly responsive deceleration operation is possible, but because there is no regulation of the deceleration pedal, the trunnion arm is moved from the forward position to the neutral position and eventually to the reverse side, which is extremely dangerous. . Thus, although the wire support is configured as a stopper structure that contacts the upper end of the outer wire to prevent excessive movement, it is still unsafe. In other words, if these stopper configurations are damaged, the wire operation cannot be regulated, and the trunnion arm interlocks with each other and decelerates the forward low speed range to reach the neutral position and the reverse position, which is dangerous with sudden stoppage. .

The present invention is intended to eliminate the above-mentioned drawbacks, and has taken the following technical means. That is, the invention according to claim 1 is provided with a vehicle body frame (4L, 4R) for supporting the left and right front wheels (2L, 2R) and the rear wheel (3L, 3R), and a front portion of the vehicle body frame (4L, 4R). A side frame (4a) projecting from the center to the rear side is provided, a driver's operation seat (6) is provided on the center of the body frame (4L, 4R), and a steering handle (7) is provided in front of it. The vehicle (1) is provided to steer the front wheels (2L, 2R) and the rear wheels (3L, 3R). The vehicle (1) is switched between forward and reverse, and the vehicle speed is increased and decreased. A hydraulic continuously variable transmission (14) is provided. The hydrostatic continuously variable transmission (14) includes a transmission lever (33) for operating the travel switching and vehicle speed increase / decrease, and a vehicle speed on the deceleration side. A deceleration pedal (34) to be operated is operably connected to the deceleration pedal (34). Dal (34), and configured to return to the original speed by the release of the decelerated depressing deceleration width of the vehicle speed based on the amount of depression, the interlocking rod in conjunction with the shift lever (33) (40), horizontal A trunnion arm for connecting one end of an intermediate interlocking shaft (44) mounted on the shaft and rotating the other end of the intermediate connecting shaft (44) and the trunnion shaft (35) of the hydrostatic continuously variable transmission (14). 43) is connected by a plate (48), and the plate (48) is engaged with a plate (48a) forming a long hole (49) and the long hole (48a). The speed reduction pedal (34) is connected to the interlocking operation shaft (65) of the rotation fulcrum (P) of the horizontal axis and the adjustment bolt (62). ) Is configured so that the amount of depression can be adjusted. An operation cam (66) for contacting and rotating the trunnion arm (43) is attached to the end of (65), and the operating radius (R) of the operation cam (66) is set to the maximum trunnion arm (43). By setting the neutral position or a length that does not reach the reverse range even in the state of displacing the decelerating gear, the decelerating operation by the decelerating pedal (34) can be rotated on the forward side of the trunnion arm (43) that causes the trunnion shaft (35) to rotate forward and backward. It is possible to make it within the range of movement and does not extend to the neutral position or the range of rotation on the reverse side, and the deceleration side operation of the deceleration pedal (34) is effected by the locking pins (50, 52) and the long hole (49). The construction of the work vehicle is characterized in that the construction is such that it is absorbed and is not transmitted well from the intermediate interlocking shaft (44) .

  With this configuration, even if the operation of the speed reduction pedal is operated to the maximum, the trunnion shaft (34) interlocked therewith is decelerated in the forward range, and the operation adjustment member of the speed reduction pedal is damaged. Even if the deceleration pedal is accidentally put into maximum operation, the transition to the neutral position or the reverse side of the trunnion shaft (34) is limited, and there is no risk of suddenly stopping the aircraft suddenly.

According to the first aspect of the present invention, the operation radius (R) of the operation cam (66) is configured such that the trunnion arm (43) can only be rotated to a predetermined angle range, so that the operation by the speed reduction pedal (34) can be performed. The deceleration pedal can be decelerated within the forward rotation range of the trunnion arm (43) that rotates the trunnion shaft (35) forward and backward, and does not reach the neutral position or the reverse rotation range. Even if the operation of the engine is operated to the maximum, the trunnion shaft (34) linked to this will be decelerated in the forward range, and the operation adjustment member of the deceleration pedal will be damaged, etc. Even if the vehicle falls into the range, the transition to the neutral position or the reverse side of the trunnion shaft (34) is restricted, and there is no possibility of suddenly stopping the aircraft.

Moreover, since the safety mechanism is formed by configuring the radius of the operation cam (66) for operating the trunnion arm (43) to a predetermined length, the configuration can be simplified .
Further, in the linkage mechanism (42) on the transmission lever (33) side, the plate (48) is engaged through the elongated hole (49) and the pin (47) and acts in a predetermined direction. Since the deceleration side operation of the trunnion arm (43) of (34) is absorbed by the long hole (49) and this deceleration side operation is not transmitted to the interlockingly well from the intermediate interlocking shaft (44), the shifting lever (33) side The vehicle speed setting can be maintained .

An embodiment of the present invention will be specifically described with reference to the drawings.
First, as shown in FIGS. 1 and 2, the work vehicle 1 is provided with left and right body frames 4L and 4R by supporting left and right front wheels 2L and 2R and rear wheels 3L and 3R. The side frames 4a and 4a are provided so as to project from the central part of the front part of the 4R to the rear part and extend to the side face. An engine 5 is provided at the front part of the vehicle body frames 4L, 4R, a driving operation seat 6 is provided at the center part, and a steering handle 7 is provided in front of the engine frame 6 so that the front wheels 2L, 2R and the rear wheels 3L, 3R can be steered. It is said.

  The transmission device 10 is provided from the middle portion of the vehicle body frame 4 to the rear portion of the driver's operation seat 6, receives power from the engine 5, shifts between the traveling side and the PTO side, and transmits the power. It is configured to do. In this case, in this transmission device 10, the rotational power transmitted by the input transmission shaft 12 from the engine 5 mounted in the engine room 11 a covered with the bonnet cover 11 on the front side of the steering handle 7 is transmitted via the clutch 13. It is configured to be input to the hydrostatic continuously variable transmission 14.

  As shown in FIG. 3, the hydrostatic continuously variable transmission 14 includes a hydraulic pump 15 to which the rotational power is input and a hydraulic motor 16 that outputs power to the mission side, and receives the input rotational power. The transmission is switched to forward / reverse rotation (forward / backward movement of the vehicle), and output to the transmission device 10 side.

  In FIG. 3, reference numeral 18 denotes a power take-out shaft that is transmitted by branching the input transmission shaft 12, and reference numeral 19 denotes a clutch shaft. The clutch shaft 19 is configured to be rotationally interlocked with a pump input shaft 20 that is rotationally interlocked with the clutch 13 in the engaged state, via a reduction gear mechanism 21 that decelerates to a predetermined reduction ratio, and a PTO transmission means 22 that shifts to three levels of high and low. The power take-out shaft 23 protruding rearward from the vehicle body frames 4L, 4R is rotationally interlocked.

  On the other hand, the motor shaft 25 of the hydrostatic continuously variable transmission 3 is provided in parallel with the power take-out shaft 23 of the transmission 10, and the position of the shift gear 26 in the solid line in FIG. If the gear 28 is engaged with the gear 28 by shifting to the right side, a medium speed M is achieved, and if the gear 29 is engaged, a high speed H is achieved in three speeds.

Reference numeral 30 denotes a rear wheel transmission shaft, which is configured to transmit traveling power to the rear wheels 3, 3. Reference numeral 31 denotes a front wheel transmission shaft, which can transmit traveling power to the front wheels 2, 2 described above.
Next, a description will be given of the shift lever 33 for operating the travel switching and shifting of the hydrostatic continuously variable transmission 14, and the vehicle speed reduction pedal 34 for operating only the deceleration of the vehicle speed.

  The two speed change levers 33 and the vehicle speed reduction pedal 34 are applied to a trunnion shaft 34 for operating a swash plate for controlling the flow of hydraulic oil of the hydraulic pump 15 constituting the hydrostatic continuously variable transmission 14. Is connected so that can be transmitted.

  2 and 3, the speed change lever 33 is connected to the left end of the horizontal operation interlocking shaft 36 supported on the left and right machine frames of the steering handle 7 via a support pin 37. As shown in FIG. The operation interlocking shaft 36 is provided so as to be rotationally interlocked around the axis by a forward / backward rotation operation. In addition, by interposing the support pin 37, it can be displaced in the left-right direction and can be rotated, and the forward operation side and the reverse operation side of the non-illustrated lever guide can be displaced left and right. The operation lever 33 is accompanied by a brake plate 38 and constitutes a brake mechanism 39 between the operation lever 33 and the fixed machine frame side so that the operation lever 33 can be arbitrarily held at the front and rear operation positions.

  As shown in FIG. 5, the operation interlocking shaft 36 is connected to the upper end portion of the interlocking rod 40 that is horizontally mounted and extended downward to the other end via the mounting arm 41. The trunnion arm 43 is connected from the lower end portion of the frame to operate the trunnion arm 43 through a linkage mechanism 42 such as a rotating arm, an interlocking rod, and a spring. The trunnion arm 43 has an end connected to the trunnion shaft 35 as shown in FIGS. 5 and 6. Accordingly, the operating force of the speed change lever 33 can be transmitted to the trunnion shaft 35 of the final hydraulic pump 15.

  That is, in the vicinity of the trunnion shaft 35, the linkage mechanism 42 is provided with an intermediate interlocking shaft 44 that is horizontally mounted on the housing of the hydrostatic continuously variable transmission 14 and the like. A rotating arm 45 connects the lower end of the interlocking rod 40. A rotating arm 46 is separately fixed to the other end of the intermediate interlocking shaft 44, and a pin 47 is provided on the arm 46. A plate 48a is pivotally mounted, and long holes 49a and 49b are formed in the plate 48a. The plate 48b is engaged through the locking pins 50 and 52 and is applied in a predetermined direction. On the other hand, an interlocking rod 51 is pivotally attached to the trunnion arm 43 that interlocks the trunnion shaft 35 integrally, and the locking pin 52 and the plate 48 a that constitute the end of the interlocking rod 51 cooperate with each other via a spring 53. It is the composition which is done. Therefore, when the intermediate interlocking shaft 44 is rotated by a predetermined amount, the pin 47 engages the plate 48 and pushes and pulls the plate 48. In the range of the long hole 49, the pin 47 pushes and pulls by the action of the spring 53. The trunnion arm 43 and the trunnion shaft 35 are rotated via the interlocking rod 51.

  The interlocking rod 51 includes a female screw body 51a integrated with the plate 48a by welding, a second female screw body 51c pivotally attached to the trunnion arm 43, and a male screw body 51b screwed to these. Each female screw body is subjected to screw machining in different directions on the left and right sides, so that the distance between the female screw bodies is increased by rotating in a fixed direction, and the distance between the female screw bodies is approached by rotating in the other direction (FIG. 7). The neutral position setting of the trunnion arm 43 can be finely adjusted.

  When the shift lever 33 thus connected is operated to one side with respect to the neutral zone, a forward (forward) rotation is output, and a high-speed output is sequentially generated by the lever operation, and is operated from the neutral zone to the other side. For example, a reverse rotation (reverse) rotation is output, and a conventionally known travel switching and acceleration / deceleration operation that is sequentially shifted to a high-speed output with a lever operation can be performed. In the case of the embodiment, the trunnion shaft 35 is such that the position M of the trunnion arm 43 perpendicular to the trunnion shaft 35 in the vertical direction is the neutral position, and the left rotation F is forward rotation with reference to that position. On the forward side, the right rotation R is reversed (reverse side), and as described above, the higher the rotational speed is as the arm 43 rotates away from the neutral position M.

  As shown in FIG. 5, the operation lever 33 is provided on the left side of the steering handle 7 on the same side as the auxiliary transmission lever 55, and is configured to extend higher than the auxiliary transmission lever 55. The speed change lever 33 is provided so that the grip 33a is positioned in the vicinity of the left of the handle 7, and as described above, the base mounting fulcrum is provided near the left side of the handle post.

  Therefore, the shift lever 33 is easy to perform the shift operation because the grip 33a to be gripped and operated by the driver is located on the left side of the handle 7 at a height level higher than that of the sub shift lever 55 and about the same as the handle 7. There is an advantage that it can be operated safely without being mistaken for the auxiliary transmission lever 55. In addition, the shift lever 33 has a base mounting position away from the driver's knee circumference to the front upper position, so there is a margin, and the lever 55 and the knee do not interfere with each other, so that the work can be performed in an easy posture. There are features that can be done.

  Next, the deceleration pedal 34 for decelerating the vehicle speed is arranged on the inner side of the left end edge of the side frame 4a so that the base can be pivotally attached to the rotation fulcrum P (see FIG. 2) and can be stepped forward. It is comprised so that it may always return and rotate to the position which contacts the stopper 60 with the return spring 59.

  The deceleration pedal 34 constitutes an adjustment device 64 with a stopper 63 provided by providing an adjustment bolt 62 on an attachment arm 61 extending downward from the rotation fulcrum P and fixed to an appropriate frame portion on the opposite side. . In this case, as shown in the drawing, the adjusting device 64 reduces the vehicle speed by adjusting the adjusting bolt 62 of the mounting arm 61 that rotates integrally with the pedal 34 with respect to the stopper 63 on the opposite side. The stepping range (turning range) of the pedal 34 can be adjusted.

  The deceleration pedal 34 is linked to rotate the trunnion shaft 35. That is, the interlocking operation shaft 65 of the rotation fulcrum P is extended to the hydrostatic continuously variable transmission 14 side, and an operation cam 66 having a pipe body 66a attached to the end is attached to the extended end portion. The trunnion arm 43 is in pressure contact. Reference numeral 67 denotes a fastening bolt for fixing the operation cam 66 to the end of the interlocking operation shaft 65. Accordingly, the trunnion arm 43 can be returned to the neutral side according to the amount of depression of the deceleration pedal 34, and the trunnion shaft 35 can be operated in conjunction to reduce the vehicle speed.

  In this deceleration operation, in the interlocking configuration on the operation lever 33 side, the intermediate interlocking shaft 44 is configured with a rotating arm 46 and a pin 47, and the one plate 48 is engaged through a long hole 49 to act in a predetermined direction. Therefore, since the deceleration side operation of the trunnion arm 43 of the deceleration pedal 34 is absorbed by the long hole 49 and this deceleration side operation is not transmitted to the interlocking link from the intermediate interlocking shaft 44, the interlocking mechanism on the operation lever 33 side is The desired vehicle speed setting can be maintained.

  As described above, the speed reduction width of the deceleration pedal 34 is determined in accordance with the amount of depression, and the amount of depression is selected by adjusting the insertion / removal of the adjustment bolt 62, and the deceleration width is set within a range where it contacts the stopper 62a. Is. Further, the pedal 34 is configured to return to its original position by a return spring 59 when the foot is released, and the vehicle speed is also returned to the speed before being depressed.

  The operation by the deceleration pedal 34 can be decelerated within the range on the forward side of the trunnion arm 43, and does not reach the neutral position or the range on the reverse side. In other words, the operation cam 66 interlocked with the deceleration pedal 34 is brought into contact with the trunnion arm 43 to rotate the trunnion arm 43. The radius R of the operation cam 66 is neutral even when the trunnion arm 43 is displaced most. The length is set so as not to reach the reverse range. Even when the depressing pedal 34 is depressed without knowing that the stopper 60 is damaged, the operating radius R of the operation cam 66 can rotate the trunnion arm 43 only to a predetermined angle range as described above. Thus, even if the depressing pedal 34 is depressed to the maximum, the trunnion arm 43 is still in the forward range, so that the vehicle can be safely stopped without causing a sudden stop or reverse operation.

In the above embodiment, since the safety mechanism is formed by configuring the radius of the operation cam 66 for operating the trunnion arm 43 to a predetermined length, the configuration can be simplified.
And in the case of an Example, as shown in FIG. 6, the deceleration pedal 34 is set so that it may not protrude from the left end edge of the side part frame 4a. Furthermore, the speed reduction pedal 34 is provided on the left side of the steering handle 7 together with the speed change lever 33 already described, so that the operation tools related to the speed change operation of the hydrostatic continuously variable transmission 14 are unified on the left side of the chassis 2. The structure is designed to prevent mistakes.

  In FIG. 8, the deceleration pedal 34 is also used as a switching means for turning operation. The differential lock mechanism 70 connects the left and right axles so as not to cause differential rotation in conjunction with the clutch mechanisms provided on the front axle and / or the rear axle. This is based on the operation of the diff lock lever 71, and the operation link 73 of the diff lock mechanism 70 is indicated by the arrow ( (B) The left and right front axles can be switched to a directly connected state by rotating in the direction. When the differential lock lever 71 is reversely tilted, the differential lock is released by releasing the traction by the operation wire 72 and pulling the operating link 73 with the spring 74 in reverse. One end of a release wire 75 is connected to the deceleration pedal 34, and the other end is connected to the spring 74. When the release wire 75 is pulled by stepping on the reduction pedal 34, the operating link 73 is connected. Is configured to release the differential lock by pulling in the direction of the opposite arrow (b).

  As described above, the deceleration pedal 34 is also used as a function of releasing the diff lock mechanism, so that when the deceleration pedal 34 is depressed in the aircraft turning operation, the forward speed of the aircraft is reduced and the turning operation is performed smoothly. Since the diff lock can be released at the same time, the operation can be simplified without performing the diff lock release operation when turning the aircraft. When the deceleration pedal 34 is returned after completion of the predetermined turn, if it is configured to automatically interlock with the diff lock, the operation of the diff lock lever 71 is unnecessary and the operation is simple.

  Further, the function of the deceleration pedal 34 can be shared with the existing pedal. FIG. 9 shows a configuration in which the clutch pedal 76 is also used. That is, the other end of the connecting rod 79 having one end connected to a rotary link 78 fixed to the rotary support shaft 77 of the clutch pedal 76 arranged on the left side of the handle post is connected to the extension 66b of the operation cam 66. The operation cam 66 is operated by the initial depression operation s of the clutch pedal 76, and the trunnion arm 43 can be pushed and decelerated. When the clutch pedal 76 is further depressed, the clutch 13 is disengaged. When the pedal is depressed, the operation cam 66 rotates upward from a position where the trunnion arm 43 is pushed back to the maximum and operates in a direction to escape from the trunnion arm 43, so that the trunnion arm 43 and the trunnion shaft 35 are maintained in the forward deceleration state. Is. When the depression of the clutch pedal 76 is released, the clutch 13 is engaged, and the trunnion arm 43 can be returned to the initially set speed by the action of the spring 53.

  As described above, if the clutch pedal 76 is also used as a deceleration pedal, when the clutch pedal 76 is depressed to decelerate or stop the aircraft, the trunnion arm 43 first operates to decelerate, and then decelerates. Since the driving force to the axle is cut off by the 76 operation and the airframe is stopped, there is no sudden stop operation and there is little danger.

  In FIGS. 10 and 11, the brake pedals 85 </ b> L and 85 </ b> R provided in the left / right independent or left / right coupled state are interlocked with the trunnion arm 43 so that the function of the deceleration pedal is also used. That is, the bosses 87L and 87R of each pedal are loosely fitted on the support shafts 86 of the left and right brake pedals 85L and 85R, and the connecting links 89L and 89R are attached to the rotating arms 88L and 88R provided on the bosses 87L and 87R. It connects with the rotation arms 91L and 91R provided in the interlocking shafts 90L and 90R comprised by the double shaft, respectively. The rotation of the interlocking shafts 90L and 90R rotates the link members 92L and 92R provided at the shaft ends, respectively, and the link members 92L and 92R come into contact with the horizontal link 43a provided on the trunnion arm 43 to operate it. It is. Reference numeral 93 denotes a pedal right and left connecting tool, and 94L and 94R denote brake rods.

With this configuration, the trunnion arm 43 is rotated to the deceleration side in any of the separate depressing operations of the left and right brake pedals 85L and 85R or the depressing operation in the coupled state by the coupling tool 93. It is convenient to obtain a decelerating state when braking or when braking is stopped. Also in this example, like the clutch pedal, the trunnion arm 43 can be returned to the initial speed by the action of the spring 53 when the depression is released. In FIG. In this configuration, the power take-off shaft 23 is linked via the power take-out intermediate shaft 80. A thin gear 81 is provided on the power take-off intermediate shaft 80, and a driven gear 83 is provided independently on a transmission interlocking shaft 82 that supports the gear 81 and the sub-transmission gear groups 26 to 29. The body 84 is interlocked to the gear 81. With this configuration, when the lubricating oil surface stored inside the casing of the transmission device 10 reaches the driven gear 83 portion located below, the gear 83 splashes by rotation, and the upper interlocking gear and the support shaft portion are It is to be lubricated. In this case, since the power take-out intermediate shaft 80 can always rotate while the clutch 13 is connected, the gear 81 and the driven gear 83 can always rotate, which is effective.

Side view of work vehicle Top view of work vehicle Cross section of transmission Side view showing a shift interlock mechanism of a hydrostatic continuously variable transmission Rear view showing a shift interlock mechanism of a hydrostatic continuously variable transmission Plan view of the operation interlocking mechanism of the vehicle speed reduction pedal with a part broken away Exploded perspective view showing the shift interlock mechanism Side view showing the connection between the deceleration pedal and the differential lock mechanism Side view showing a shift interlock mechanism of a clutch pedal and a hydrostatic continuously variable transmission Side view showing a shift interlock mechanism of a brake pedal and a hydrostatic continuously variable transmission Rear view showing the gear shift interlock mechanism of the brake pedal and hydrostatic continuously variable transmission

14 Hydrostatic continuously variable transmission 33 Shift lever 34 Deceleration pedal 35 Trunnion shaft 43 Trunnion arm

Claims (1)

The vehicle body frame (4L, 4R) that supports the left and right front wheels (2L, 2R) and the rear wheel (3L, 3R) is provided, and the side of the vehicle body frame (4L, 4R) extends from the front center to the rear and extends to the side surface. A front frame (4a), a driving operation seat (6) on the center of the body frame (4L, 4R), and a steering handle (7) in front of the front wheel (2L, 2R) and rear The vehicle (1) is configured to steer the wheels (3L, 3R).
A hydrostatic continuously variable transmission (14) for switching between forward and reverse travel of the vehicle (1) and increasing / decreasing the vehicle speed is provided, and the hydrostatic continuously variable transmission (14) includes the travel A speed change lever (33) for operating switching and vehicle speed increase / decrease and a speed reduction pedal (34) for operating the vehicle speed to the deceleration side are operably connected. Based on the deceleration of the vehicle speed based on the configuration , it is configured to return to the original vehicle speed by releasing the stepping operation ,
One end of the intermediate interlocking shaft (44) mounted in the horizontal direction is connected to the interlocking rod (40) interlocking with the speed change lever (33), and the other end of the intermediate connecting shaft (44) is connected to the hydrostatic stepless. A connecting mechanism (42) for connecting a trunnion arm (43) for rotating the trunnion shaft (35) of the transmission (14) with a plate (48);
The plate (48) is composed of a plate (48a) that forms a long hole (49), and a plate (48b) that provides a locking pin (50, 52) that engages with the long hole (48a).
The deceleration pedal (34) is connected to the interlocking operation shaft (65) of the pivot point (P) of the horizontal axis, and is configured such that the depression amount can be adjusted by the adjusting bolt (62), and the end of the interlocking operation shaft (65). An operation cam (66) for contacting and rotating the trunnion arm (43) is attached to the part,
By setting the operating radius (R) of the operation cam (66) to a length that does not reach the neutral position or the reverse range even when the trunnion arm (43) is most displaced, the deceleration operation by the deceleration pedal (34) is performed. The trunnion arm (43) that rotates the trunnion shaft (35) in the forward and reverse directions is allowed within the forward rotation range and does not reach the neutral position or the reverse rotation range.
The decelerating side operation of the decelerating pedal (34) is absorbed by the action of the locking pins (50, 52) and the long hole (49), and is not transmitted to the interlocking well from the intermediate interlocking shaft (44). Work vehicle .

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