JP5355210B2 - Control device for work vehicle installation - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid such a human mistake as any of mount control means 210, 213, 281, 282, whose erroneous program has been written, on each installation position of a working vehicle 1 in assembling the control means. <P>SOLUTION: With the respective control means 210, 213, 281, 282 assembled on the working vehicle 1, an external terminal 290 connected with a communication bus 280 transmits a presence confirmation request for each of the control means 210, 213, 281, 282 via the communication bus 280. The control apparatus is configured to install, in the control means 210, 213, 281, 282 responding to the presence confirmation request, a program accommodating the request. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a control device mounted on a work vehicle such as a farm work machine such as a tractor or a special work machine such as a crane truck.

  2. Description of the Related Art Conventionally, a CAN communication environment is applied to a plurality of controllers mounted on a work vehicle, control information is shared among a plurality of controllers, and control processing is performed in cooperation with each other. As an example of this type of configuration, Patent Document 1 discloses that a plurality of controllers mounted on a tractor are connected by a CAN communication bus (circuit network adopting a CAN communication protocol). Each controller of Patent Literature 1 is associated with a control target unit such as an engine or a work machine, for example. That is, each controller stores a control program corresponding to the control target unit in charge, and is configured to execute control processing based on the control program.

JP 2005-80513 A

  By the way, when assembling a plurality of controllers on the tractor, a dedicated control program corresponding to the control target unit is written in advance in each controller, and the controller in which the program has been written is assembled in a predetermined mounting location. It is common. However, when such a procedure is adopted, there has been a problem that in the controller assembling process, it is impossible to avoid a human error of attaching an erroneous program-written controller to each mounting position of the tractor. If the controller is operated with incorrect assembly, the tractor malfunctions or the control system itself is broken. The present invention aims to improve such problems.

The invention according to claim 1 is an input system device and an output system device provided in a control target part of the work vehicle (1), and a plurality of controls for controlling the operation of the output system device based on control information from the input system device. Means (210), (213), (281), and (282), and a control for mounting on a work vehicle provided with a CAN communication bus (280) connecting between the control means (210), (213), (281), and (282). in the device, the said state assembled to the control means (210) (213) (281) (282) the work vehicle (1), wherein each control means (210) (213) (281) (282) A CAN-ID corresponding to the unique information is set, a control program for each CAN-ID is read from the external terminal (290) connected to the CAN communication bus (280), and the CAN-ID is matched. Control means (210) (213) (281) be configured to install (282) has a unique code for security to the an external terminal (290) and the respective control program, the external terminal ( 290) transmits an existence confirmation request for each of the control means (210), (213), (281), and (282) via the CAN communication bus (280), while the external terminal (290) The unique code and the unique code of each control program are collated, and the matched control program is installed in the control means (210) (213) (281) (282) responding to the existence confirmation request. is there.

According to the first aspect of the present invention, there are a plurality of input system devices and output system devices provided in the control target section of the work vehicle (1), and a plurality of control devices that control the operation of the output system devices based on control information from the input system devices. For mounting on a work vehicle, comprising control means (210) (213) (281) (282) and a CAN communication bus (280) connecting the control means (210) (213) (281) (282). In the control device , the control means (210) (213) (281) (282) is attached to the control means (210) (213) (281) (282) in a state where the control means (210) (213) (281) (282) are assembled to the work vehicle (1). The CAN-ID corresponding to the unique information is set, the control program for each CAN-ID is read from the external terminal (290) connected to the CAN communication bus (280), and the CAN-ID matches That said control means (210) (213) (281) be configured to install (282) has a unique code for security to the an external terminal (290) and the respective control program, the external The terminal (290) transmits an existence confirmation request for each of the control means (210) (213) (281) (282) via the CAN communication bus (280), while the external terminal (290 ) is pre-installed before the installation. ) And the unique code of each control program are collated, and the matched control program is installed in the control means (210) (213) (281) (282) responding to the existence confirmation request. Thus, it is possible to eliminate the occurrence of abnormality during writing to the control means (210), (213), (281), and (282). Therefore, it is not necessary to replace the control means (210), (213), (281), and (282) or rewrite the control program, and the writing workability is improved.

It is a side view of the tractor for farm work. It is a diagonally rear perspective view of a tractor. It is side surface explanatory drawing of a tractor. It is a perspective view of a tractor airframe. It is a skeleton diagram of power transmission. It is explanatory drawing of the travel transmission part of a mission case. It is explanatory drawing of the PTO transmission part of a mission case. It is explanatory drawing of the transmission without a transmission of a transmission case. It is a hydraulic circuit diagram of the continuously variable transmission of the transmission case. It is bottom explanatory drawing which shows the inside of a mission case. It is a bottom perspective view showing an oil filter and a solenoid valve. It is the bottom perspective view which removed the oil filter. It is a side view which shows the speed change operation part of a continuously variable transmission. It is a perspective view which shows a continuously variable transmission and a rear side wall member. It is a hydraulic circuit diagram of a tractor. It is a top view which shows the cabin part of a tractor. It is a top view which shows a forward (reverse) pedal part. It is a side view which shows a forward (reverse) pedal part. It is a side view which shows the check mechanism part of a forward (backward) pedal. It is a side view which shows a constant speed moving mechanism part. It is a side view which shows a stepping resistance change means part. It is a top view which shows a neutral position restoring means part and stepping resistance changing means part. It is a top view which shows an accelerator interlocking mechanism part. It is a rear view which shows an accelerator interlocking mechanism part. It is a back surface enlarged view which shows an accelerator interlocking mechanism part. It is a side view which shows a brake pedal part. It is a functional block diagram of a control device. It is a gear ratio diagram. It is a flowchart of gear ratio adaptive control. It is a functional block diagram of a control device with an external terminal attached. It is a perspective view which shows the relationship between a controller and a connector. It is a flowchart of CAN-ID setting control. It is a flowchart of program writing control.

  Below, drawing at the time of applying the embodiment which materialized this invention to the tractor for agricultural work as a work vehicle is described.

  As shown in FIGS. 1 to 4, the tractor 1 as a work vehicle supports a traveling machine body 2 with a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3, and is mounted on a front portion of the traveling machine body 2. By driving the rear wheel 4 and the front wheel 3 at 5, the vehicle is configured to travel forward and backward. The engine 5 is covered with a bonnet 6. Further, a cabin 7 is installed on the upper surface of the traveling machine body 2. Inside the cabin 7, there is a steering seat 8 and a steering handle (round handle) 9 that moves the front wheel 3 left and right by steering. And are installed. A step 10 on which the operator gets on and off the cabin 7 is provided, and a fuel tank 11 for supplying fuel to the engine 5 is provided on the inner side of the cabin 10 and below the bottom of the cabin 7. .

  The traveling machine body 2 includes an engine frame 14 having a front bumper 12 and a front axle case 13, and left and right machine body frames 16 that are detachably fixed to the rear portion of the engine frame 14 with bolts 15. A mission case 17 is connected to the rear portion of the body frame 16 for transmitting the rotation of the engine 5 to the rear wheels 4 and the front wheels 3 with appropriate speed change. In this case, the rear wheel 4 is rearwardly attached to the transmission case 17 so as to protrude outward from the outer surface of the transmission case 17 and to the outer end of the rear axle case 18. It is attached via a gear case 19 that is mounted so as to extend.

  A hydraulic working machine lifting mechanism 20 for lifting and lowering a working machine (not shown) such as a tiller is detachably attached to the upper surface of the rear portion of the mission case 17. A working machine such as a tiller is connected to the rear part of the mission case 17 via a lower link 21 and a top link 22. Further, a PTO shaft 23 for the working machine such as the tiller is provided on the rear side surface of the mission case 17 so as to protrude rearward. The traveling machine body 2, the front wheel 3 and the rear wheel 4, the engine 5, the mission case 17, the working machine lifting mechanism 20, and the like all correspond to control target units. The control target portion is not limited to the above-described one, and all the components that operate according to various operations described later are instructed.

  FIG. 15 shows a hydraulic circuit 200 of the tractor 1 of the embodiment, and includes a working machine hydraulic pump 94 and a traveling hydraulic pump 95 that are operated by the rotational force of the engine 5 as will be described later. The traveling hydraulic pump 95 is connected to a power steering hydraulic cylinder 93 by the round handle 9 via a power steering control valve 202, and is used for a pair of left and right auto brakes 65 for braking the left and right rear wheels 4. The brake cylinders 68 are connected to left and right autobrake solenoid valves 67a and 67b, which are switching valves for operating the brake cylinders 68 respectively. Further, the traveling hydraulic pump 95 is provided for the PTO clutch hydraulic solenoid valve (proportional control valve) 104 for the PTO clutch 100 and the transmission parts of the transmission case 17, that is, the hydraulic continuously variable transmission 29 for main transmission described later. Proportional control solenoid valve 203, switching valve 204 actuated thereby, shift shift solenoid valve 666 of traveling sub-shift hydraulic cylinder 55, and forward clutch for actuating hydraulic clutches 40, 42 for switching between forward and reverse travel The clutch solenoid valve 46, the reverse clutch solenoid valve 48, the four-wheel drive hydraulic solenoid valve 80 for the four-wheel drive hydraulic clutch 74 for simultaneously driving the front wheel 3 and the rear wheel 4, and the front wheel 3 are switched to double speed drive. Therefore, a double speed hydraulic solenoid valve 82 for the double speed hydraulic clutch 76 is connected. The work machine hydraulic pump 94 is connected to a control electromagnetic valve 201 for supplying hydraulic oil to the single-acting hydraulic cylinder 205 in the work machine lifting mechanism 20. As shown in FIG. 15, the hydraulic circuit 200 includes a relief valve, a flow rate adjusting valve, a check valve, an oil cooler, an oil filter, and the like.

  5 to 7 show the mission case 17. The mission case 17 is partitioned inside and behind by a partition wall 31. A front side wall member 32 and a rear side wall member 33 are detachably fixed to the front side and the rear side of the mission case 17 with bolts, respectively. The mission case 17 is formed in a box shape, and a front chamber 34 and a rear chamber 35 are formed inside the mission case 17. The front chamber 34 and the rear chamber 35 are in communication with each other so that the hydraulic oil (lubricating oil) inside these chambers moves relative to each other.

  As shown in FIG. 5, the front side wall member 32 is provided with a front wheel drive case 69 described later. In the front chamber 34, a travel auxiliary transmission gear mechanism 30 and a PTO transmission gear mechanism 96, which will be described later, are arranged. In the rear chamber 35, a hydraulic continuously variable transmission 29, which is a traveling main transmission mechanism described later, and a differential gear mechanism 58 are arranged.

  An engine output shaft 24 is provided on the rear side surface of the engine 5 so as to protrude rearward. A flywheel 25 is attached to the engine output shaft 24 so as to be directly connected. Between a main drive shaft 26 projecting rearward from the flywheel 25 and a main transmission input shaft 27 projecting forward from the front surface of the transmission case 17 via an extendable power transmission shaft 28 having a universal joint at both ends. Connect. The rotation of the engine 5 is transmitted to the main transmission input shaft 27 in the transmission case 17, and then appropriately shifted by the hydraulic continuously variable transmission 29 and the traveling auxiliary transmission gear mechanism 30, via the differential gear mechanism 58. The driving force is transmitted to the rear wheel 4. Further, the rotation of the engine 5 that has been appropriately shifted by the traveling auxiliary transmission gear mechanism 30 is transmitted to the front wheels 3 via the front wheel drive case 69 and the differential gear mechanism 86 of the front axle case 13. Yes.

  Next, FIG. 8 shows an inline hydraulic continuously variable transmission 29 in which a main transmission output shaft 36 is concentrically disposed on the main transmission input shaft 27. A hydraulic continuously variable transmission 29 is installed in the rear chamber 35 via a main transmission input shaft 27. The rear end side of the main transmission input shaft 27 opposite to the input side (front end side) of the main transmission input shaft 27 is rotatably supported by the rear side wall member 33 by a ball bearing 504.

  A cylindrical main transmission output shaft 36 is fitted on the front side of the hydraulic continuously variable transmission 29, that is, on the input side of the main transmission input shaft 27. A main transmission output gear 37 for taking out the main transmission output from the hydraulic continuously variable transmission 29 is provided on the main transmission output shaft 36. The middle of the main transmission output shaft 36 is penetrated by the partition wall 31, and the front end and the rear end protrude into the front chamber 34 and the rear chamber 35, respectively. The middle of the main transmission output shaft 36 is rotatably supported on the partition wall 31 by two sets of ball bearings 502. A main transmission output gear 37 is provided at the front end portion of the main transmission output shaft 36. The input side of the main transmission input shaft 27 protrudes forward from the front end of the main transmission output shaft 36 such that the input side of the main transmission input shaft 27 projects forward from the front end of the main transmission output shaft 36 via the roller bearing 503. (See FIG. 8).

  As will be described below, the hydraulic continuously variable transmission 29 includes a variable displacement type shifting hydraulic pump unit 500 and a constant displacement type shifting hydraulic pressure that operates with high-pressure hydraulic fluid discharged from the hydraulic pump unit 500. A motor unit 501. A cylinder block 505 for the hydraulic pump unit 500 and the hydraulic motor unit 501 is fitted on the main transmission input shaft 27 substantially in the middle between the partition wall 31 and the rear side wall member 33. The main transmission input shaft 27 and the cylinder block 505 are connected by a spline 525. The hydraulic pump unit 500 is disposed on one side of the main transmission input shaft 27 opposite to the input side with the cylinder block 505 interposed therebetween. A hydraulic motor unit 501 is disposed on the other side of the cylinder block 505 that is the input side of the main transmission input shaft 27.

  The hydraulic pump unit 500 includes a first holder 510 that is fixed to the inner surface of the transmission case 17 so as to face the side surface of the cylinder block 505, and a tilt angle that can be changed with respect to the axis of the main transmission input shaft 27. A pump swash plate 509 disposed in one holder 510, a shoe 508 slidably provided on the pump swash plate 509, a pump plunger 506 connected to the shoe 508 via a spherical universal joint, and the pump plunger 506 in a cylinder block 505 is provided with a first plunger hole 507 disposed so as to freely enter and exit. One end of the pump plunger 506 protrudes from the side surface of the cylinder block 505 toward the pump swash plate 509 (right side in FIG. 8). The hydraulic pump unit 500 includes a cylinder block 505, a pump plunger 506, a shoe 508, a pump swash plate 509, and a first holder 510.

  A sleeve 511 fitted to the main transmission input shaft 27, a roller bearing 512, and radial and thrust load roller bearings 513 are interposed between the main transmission input shaft 27 and the first holder 510. A nut 514 is provided behind the main transmission input shaft 27 to prevent the roller bearing 513 from coming out.

  The cylinder block 505 is provided with the same number of first spool valves 536 as the pump plungers 506. In addition, a first radial bearing 537 is disposed in the first holder 510. The first radial bearing 537 is provided in the first holder 510 so as to be inclined at a constant inclination angle with respect to the axis of the main transmission input shaft 27. In FIG. 8, the position rotated about 90 degrees with respect to the pump swash plate 509 (the front side of the drawing of FIG. 8) is separated from the side surface of the cylinder block 505 by about 180 degrees (the back side of the drawing of FIG. 8). The first radial bearing 537 is inclined and supported such that the first radial bearing 537 is close to the side surface of the cylinder block 505.

  On the other hand, the hydraulic motor unit 501 includes a second holder 519 arranged to face the side surface of the cylinder block 505, and a second holder 519 so as to maintain a constant inclination angle with respect to the axis of the main transmission input shaft 27. A motor swash plate 518 to be fixed, a shoe 517 slidably provided on the motor swash plate 518, a motor plunger 515 connected to the shoe 517 via a spherical universal joint, and the motor plunger 515 to be able to enter and exit the cylinder block 505 A second plunger hole 516 is provided. One end of the motor plunger 515 protrudes from the side surface of the cylinder block 505 in the direction of the motor swash plate 518 (left side in FIG. 8).

  A joint member 526 is fixed to the second holder 519 with a bolt 527. The output shaft 36 and the joint member 526 are connected by a spline 528.

  Between the main transmission input shaft 27 and the second holder 519, radial load roller bearings 520 and 521, a sleeve 522 fitted to the main transmission input shaft 27, a radial and thrust load roller bearing 523, Intervenes. A nut 524 is provided to prevent the roller bearing 523 from coming out of the main transmission input shaft 27.

  The cylinder block 505 is provided with the same number of second spool valves 540 as the motor plungers 515. In addition, a second radial bearing 541 is disposed in the second holder 519. The second radial bearing 541 is provided in the second holder 519 so as to be inclined at a constant inclination angle with respect to the axis of the main transmission input shaft 27. In FIG. 8, the cylinder block 505 is on the opposite side (back side in FIG. 8) about 180 degrees so that the position rotated about 90 degrees with respect to the motor swash plate 518 (front side in FIG. 8) is close to the side surface of the cylinder block 505. The second radial bearing 541 is configured to be tilted and supported so as to be separated from the side surface of the first radial bearing. The pump plungers 506 and the same number of motor plungers 515 as the pump plungers 506 are alternately arranged on the same circumference of the rotation center of the cylinder block 505.

  Further, a ring groove-shaped first oil chamber 530 and a ring groove-shaped second oil chamber 531 are formed in the shaft hole of the cylinder block 505 into which the main transmission input shaft 27 is inserted. The cylinder block 505 is formed with a first valve hole 532 and a second valve hole 533 that are arranged at substantially equal intervals on the same circumference of the rotation center. The first valve hole 532 and the second valve hole 533 communicate with the first oil chamber 530 and the second oil chamber 531, respectively. The first plunger hole 507 communicates with the first valve hole 532 via the first oil passage 534, and the second plunger hole 516 communicates with the second valve hole 533 via the second oil chamber 531.

  A first spool valve 536 is inserted into the first valve hole 532. The first spool valves 536 are arranged at substantially equal intervals on the same circumference of the rotation center of the cylinder block 505. The tip of the first spool valve 536 protrudes in the direction of the first holder 510 from the first valve hole 532 with the back pressure spring force, and the tip of the first spool valve 536 abuts the side surface of the outer ring 538 of the first radial bearing 537. Be touched. Then, the first spool valve 536 reciprocates once in one rotation of the cylinder block 505, and the first plunger hole 507 is connected to the first oil chamber 530 or the second oil via the first valve hole 532 and the first oil passage 534. The chamber 531 is configured to communicate with each other alternately.

  A second spool valve 540 is inserted into the second valve hole 533. The second spool valves 540 are arranged at substantially equal intervals on the same circumference of the rotation center of the cylinder block 505. The tip of the second spool valve 540 protrudes in the direction of the second holder 519 from the second valve hole 533 due to the back pressure spring force, and the tip of the second spool valve 540 contacts the side surface of the outer ring 542 of the second radial bearing 541. Be touched. Then, the second spool valve 540 reciprocates once by one rotation of the cylinder block 505, and the second plunger hole 516 passes through the second valve hole 533 and the second oil passage 535, and passes through the first oil chamber 530 or the second oil. The chamber 531 is configured to communicate with each other alternately.

  Further, a hydraulic oil supply oil passage 543 is formed in the central portion of the main transmission input shaft 27 in the axial direction. The supply oil passage 543 is opened at the rear end face of the main transmission input shaft 27 and communicates with the discharge port of the traveling hydraulic pump 95 described above. Further, the first charge valve 544 for supplying hydraulic oil in the hydraulic oil supply oil passage 543 to the first oil chamber 530 and the second charge valve 545 for supplying hydraulic oil in the hydraulic oil supply oil passage 543 to the second oil chamber 531. And are provided.

  And with respect to the hydraulic closed circuit formed between the first and second plunger holes 507 and 516 and the first and second oil chambers 530 and 531, the first and second charge valves 544 and 545 are passed through, The hydraulic oil is supplied from the hydraulic oil supply oil passage 543. It should be noted that hydraulic oil is supplied from the hydraulic oil supply oil passage 543 to the rotating portions of the hydraulic pump unit 500 and the motor unit 501 as lubricating oil via check valves.

  Further, the pump swash plate 509 is disposed on the outer periphery of the small diameter portion of the first holder 510 via an inclination angle adjustment fulcrum 555 as described later (see FIG. 13). The pump swash plate 509 is provided such that its inclination angle is adjustable with respect to the axis of the main transmission input shaft 27. A main transmission hydraulic cylinder 556 for main transmission operation, which is a transmission actuator for changing the inclination angle of the pump swash plate 509 with respect to the axis of the main transmission input shaft 27, is provided (see FIG. 13). The main transmission hydraulic cylinder 556 is configured to change the inclination angle of the pump swash plate 509 so that the main transmission operation of the continuously variable transmission 29 is performed. The first holder 510 is coupled to the rear side wall member 33 that is a non-rotating portion of the transmission case 17 via the holder coupling member 690 so that the pump swash plate 509 does not rotate with respect to the main transmission input shaft 27. (See FIG. 13).

  The main transmission operation of the inline hydraulic continuously variable transmission 29 will be described below. A switching valve 204 is operated by hydraulic oil from a proportional control solenoid valve 203 that operates in proportion to the amount of depression of a forward pedal 232 or a reverse pedal 233, which will be described later, and the hydraulic cylinder 556 is controlled. The inclination angle of the pump swash plate 509 is changed with respect to the 27 axis.

  First, even if the cylinder block 505 is rotated when the tilt angle of the pump swash plate 509 is kept substantially zero so that the pump swash plate 509 is substantially orthogonal to the axis of the main transmission input shaft 27, the first plunger hole The pump plunger 506 is supported in a substantially constant posture at 507 so that the pump plunger 506 does not move forward and backward, and the hydraulic oil in the first plunger hole 507 is not discharged from the first oil passage 534 toward the first valve hole 532 in the discharge stroke of the pump plunger 506. The hydraulic oil is not supplied from the first plunger hole 507 to the second plunger hole 516, and the motor plunger 515 does not advance. Further, since the hydraulic oil is not drawn into the first plunger hole 507 even during the suction stroke of the pump plunger 506, the hydraulic oil is not discharged from the second plunger hole 516 into the first plunger hole 507, and the motor plunger 515 does not retract.

  That is, when the tilt angle of the pump swash plate 509 is substantially zero (speed ratio 1), the transmission motor 501 is not driven by the hydraulic pump unit 500. Therefore, the motor swash plate 518 is fixed to the cylinder block 505 via the motor plunger 515, and the cylinder block 505 and the motor swash plate 518 rotate at the same rotational speed in the same direction. The main transmission output shaft 36 is rotated at substantially the same rotational speed, and the rotational speed of the main transmission input shaft 27 is transmitted to the main transmission output gear 37 without being changed.

  Next, when the pump swash plate 509 is tilted with respect to the axis of the main transmission input shaft 27, the rotation of the cylinder block 505 that rotates integrally with the main transmission input shaft 27 causes the outer ring 538 of the first radial bearing 537 to be The 1-spool valve 536 slides back and forth, and the first oil chamber 530 or the second oil chamber 531 communicates with the first plunger hole 507 alternately every half rotation of the cylinder block 505. Further, the second spool valve 540 slides back and forth at the outer ring 542 of the second radial bearing 541, and the first oil chamber 530 or the second oil chamber 531 alternates with the second plunger hole 516 every half rotation of the cylinder block 505. Communicated with A closed hydraulic circuit is formed between the first plunger hole 507 and the second plunger hole 516, and hydraulic oil is pumped from the first plunger hole 507 to the second plunger hole 516 in the discharge stroke of the pump plunger 506, The hydraulic fluid is returned from the second plunger hole 516 to the first plunger hole 507 during the suction stroke of the pump plunger 506, and the operation of the axial piston pump and the motor is performed.

  When the pump swash plate 509 is inclined in one direction (positive inclination angle) with respect to the axis line of the main transmission input shaft 27, the motor swash plate 518 is rotated in the same direction as the cylinder block 505, and the transmission motor 501 is rotated. The main transmission output shaft 36 is rotated at a higher rotational speed than the main transmission input shaft 27, and the rotational speed of the main transmission input shaft 27 is increased and transmitted to the main transmission output gear 37. . That is, the rotation speed of the transmission motor 501 driven by the hydraulic pump unit 500 is added to the rotation speed of the main transmission input shaft 27 and transmitted to the main transmission output gear 37. Therefore, the shift output (travel speed) from the main shift output gear 37 is proportional to the inclination (positive inclination angle) of the pump swash plate 509 within the range of the rotation speed higher than the rotation speed of the main transmission input shaft 27. As a result, the maximum traveling speed is reached at the maximum inclination of the pump swash plate 509 (positive inclination angle, gear ratio 2).

  Further, when the pump swash plate 509 is inclined in the other direction (negative inclination angle) with respect to the axis of the main transmission input shaft 27, the motor swash plate 518 is rotated in the direction opposite to the cylinder block 505, and the transmission motor The main transmission output shaft 36 is rotated at a lower rotational speed than the main transmission input shaft 27, and the rotational speed of the main transmission input shaft 27 is decelerated and transmitted to the main transmission output gear 37.

  That is, the rotation speed of the transmission motor 501 driven by the hydraulic pump unit 500 is subtracted from the rotation speed of the main transmission input shaft 27 and transmitted to the main transmission output gear 37. Therefore, the shift output (travel speed) from the main shift output gear 37 is proportional to the inclination (negative inclination angle) of the pump swash plate 509 within the range of the rotation speed lower than the rotation speed of the main transmission input shaft 27. As a result, the minimum traveling speed is reached at the maximum inclination of the pump swash plate 509 (negative inclination angle, gear ratio 0). In the embodiment, when the negative inclination angle of the pump swash plate 509 is approximately 11 degrees, the gear ratio is zero. Although slightly different depending on the gear ratio pattern described later, the gear ratio is set to be maximum when the positive inclination angle is approximately 11 degrees.

  Next, as shown in FIGS. 5 and 6, the front chamber 34 of the mission case 17 has a forward gear 41 and a reverse gear 43 for switching between forward and reverse, and a traveling auxiliary gear for switching between low speed and high speed. A transmission gear mechanism 30 is disposed.

  A description will be given of switching between forward and reverse movements through the forward gear 41 and the reverse gear 43. As shown in FIG. 6, a travel counter shaft 38 and a reverse rotation shaft 39 are disposed in the front chamber 34 where the main transmission output gear 37 is disposed. The travel counter shaft 38 is fitted with a forward gear 41 connected by a forward wet multi-plate hydraulic clutch 40 and a reverse gear 43 connected by a reverse wet multi-plate hydraulic clutch 42. Is done. The forward gear 41 is meshed with the main transmission output gear 37. The main transmission output gear 37 is engaged with a reverse gear 44 provided on the reverse shaft 39. The reverse gear 43 meshes with a reverse output gear 45 provided on the reverse shaft 39.

  Then, when the forward pedal 232 described later is depressed, the clutch cylinder 47 is operated by the forward clutch solenoid valve 46, the forward hydraulic clutch 40 is continued, and the main transmission output gear 37 and the travel counter shaft 38 are connected to the forward gear. 41 to be connected (see FIGS. 5 and 6).

  On the other hand, when the reverse pedal 233, which will be described later, is depressed, the clutch cylinder 49 is operated by the reverse clutch solenoid valve 48 to continue the reverse hydraulic clutch 42, and the main transmission output gear 37 and the travel counter shaft 38 are connected to the reverse gear 43. (See FIGS. 5 and 6).

  In the neutral position where neither the forward pedal 232 nor the reverse pedal 233 is depressed, both the forward and reverse wet multi-plate hydraulic clutches 40 and 42 are both disconnected, and the front wheel 3 and the rear The travel driving force from the main transmission output gear 37 output to the wheels 4 is configured to be substantially zero (main clutch disengaged state).

  Next, the switching between the low speed and the high speed performed via the traveling auxiliary transmission gear mechanism 30 will be described. As shown in FIGS. 5 and 6, a traveling auxiliary transmission gear mechanism 30 and an auxiliary transmission shaft 50 are disposed in the front chamber 34 of the transmission case 17. Between the travel counter shaft 38 and the auxiliary transmission shaft 50, low-speed gears 51 and 52 for auxiliary transmission and high-speed gears 53 and 54 for auxiliary transmission are provided. Further, a low speed clutch 56 and a high speed clutch 57 which are continued or disconnected by the auxiliary transmission hydraulic cylinder 55 are provided. The low speed clutch 56 or the high speed clutch 57 is continued in the auxiliary transmission hydraulic cylinder 55 by manual operation of the auxiliary transmission high / low speed changeover switch 222 described later, or by detecting the rotational speed of the engine 5, and the auxiliary transmission shaft. The low speed gear 52 or the high speed gear 54 is connected to the motor 50 so that the driving force is output from the auxiliary transmission shaft 50 to the front wheels 3 and the rear wheels 4.

  The rear end of the auxiliary transmission shaft 50 extends through the partition wall 31 and extends into the rear chamber 35 of the transmission case 17 (see FIG. 5). A pinion 59 is provided at the rear end portion of the auxiliary transmission shaft 50. In addition, a differential gear mechanism 58 that transmits traveling driving force to the left and right rear wheels 4 is disposed in the rear chamber 35. The differential gear mechanism 58 includes a ring gear 60 that meshes with a pinion 59 at the rear end of the auxiliary transmission shaft 50, a differential gear case 61 provided in the ring gear 60, and left and right differential output shafts 62. The differential output shaft 62 is connected to the rear axle 64 by a final gear 63 or the like, and is configured to drive the rear wheel 4 provided on the rear axle 64 (see FIG. 5).

  With reference to FIGS. 5, 17 and 26, the mounting structure of the left and right brakes 65 and the brake pedal 230 will be described. The left and right brakes 65 are respectively installed on the left and right differential output shafts 62 so that the left and right brakes 65 are braked by either the left and right autobrake solenoid valves 67a and 67b or the operation of the brake pedal 230.

  As shown in FIGS. 17 and 26, the brake pedal 230 is composed of one pedal, and the base end side of the brake pedal 230 is rotatably connected to the brake pedal shaft 255. A pair of left and right brake rods 250 are connected to both ends of the brake pedal shaft 255 via a brake link mechanism 251. The brake pedal 230 and the left and right brake 65 are mechanically connected via a pair of left and right brake rods 250, a link mechanism 251 and the like. On the other hand, a parking lever 252 and a hook 253 are provided to lock the left and right brake pedal 230 in the braking position, and the left and right brake 65 can be operated as a parking brake when the engine 5 is stopped (see FIG. 26). On the other hand, when the steering angle of the handle 9 is detected, the left and right autobrake solenoid valves 67a and 67b actuate the brake cylinder 68, so that either the left or right brake 65 (see FIG. 5, but only one is shown). A braking operation is automatically performed, and a turning travel such as a U-turn is performed.

  Next, switching between the two-wheel drive and the four-wheel drive of the front and rear wheels 3 and 4 will be described. As shown in FIGS. 5 and 6, a front wheel drive case 69 is provided on the front side wall member 32 of the mission case 17. The front wheel drive case 69 is provided with a front wheel input shaft 72 and a front wheel output shaft 73. The front wheel input shaft 72 is connected to the auxiliary transmission shaft 50 by gears 70 and 71. The front wheel output shaft 73 is fitted with a four-wheel drive gear 75 connected by a four-wheel drive hydraulic clutch 74 and a double speed gear 77 connected by a double speed hydraulic clutch 76. The four-wheel drive gear 75 and the double speed gear 77 are connected to the front wheel input shaft 72 by gears 78 and 79, respectively.

  Then, by the four-wheel drive operation of the switching lever (not shown) between the two-wheel drive and the four-wheel drive, the clutch cylinder 81 is operated by the four-wheel drive hydraulic solenoid valve 80 and the four-wheel drive hydraulic clutch 74 is continued, and the front wheel input The shaft 72 and the front wheel output shaft 73 are connected by a four-wheel drive gear 75, and the front wheel 3 is driven together with the rear wheel 4.

  Next, switching of the double speed drive of the front wheel 3 will be described. As shown in FIGS. 5 and 6, the clutch cylinder 83 is actuated by the double-speed hydraulic solenoid valve 82 upon detection of a U-turn (direction change at the headland in the field) operation of the steering handle 9, and the double-speed hydraulic pressure is actuated. The clutch 76 is continued, the front wheel input shaft 72 and the front wheel output shaft 73 are connected by the double speed gear 77, and about twice as fast as the speed when the front wheel 3 is driven by the four-wheel drive gear 75. The front wheel 3 is configured to be driven at a high speed.

  As shown in FIG. 5, the front wheel 3 is powered between a front wheel input shaft 84 projecting rearward from the front axle case 13 and a front wheel output shaft 73 projecting forward from the front surface of the transmission case 17. Are connected via a front wheel drive shaft 85 that transmits In addition, a differential gear mechanism 86 that transmits traveling driving force to the left and right front wheels 3 is disposed inside the front axle case 13.

  The differential gear mechanism 86 includes a ring gear 88 that meshes with a pinion 87 at the front end of the front wheel input shaft 84, a differential gear case 89 provided in the ring gear 88, and left and right differential output shafts 90. A front axle 92 is connected to the differential output shaft 90 by a final gear 91 or the like, and a front wheel 3 provided on the front axle 92 is driven. Further, on the outer surface of the front axle case 13, a hydraulic cylinder 93 for power steering that changes the traveling direction of the front wheel to the right and left by the steering operation of the steering handle 9 is disposed.

  As shown in FIGS. 5 and 7, on the front side of the front side wall member 32 of the mission case 17, a work machine hydraulic pump 94 for supplying hydraulic fluid to the work machine lifting mechanism 20, and the mission case 17. And a traveling hydraulic pump 95 for supplying hydraulic oil to the hydraulic cylinder 93 for power steering. A transmission case 17 is used in combination as an oil tank so that hydraulic oil in the case 17 is supplied to the hydraulic pumps 94 and 95.

  Next, switching of the driving speed of the PTO shaft 23 (four forward rotations and one reverse rotation) will be described with reference to FIGS. The front chamber 34 of the transmission case 17 is provided with a PTO transmission gear mechanism 96 that transmits power from the engine 5 to the PTO shaft 23 and a pump drive shaft 97 that transmits power from the engine 5 to the hydraulic pumps 94 and 95 ( (See FIG. 7).

  As shown in FIG. 7, the PTO transmission gear mechanism 96 described in detail later includes a PTO counter shaft 98 and a PTO transmission output shaft 99. The PTO input gear 101 connected by the PTO hydraulic clutch 100 is fitted on the PTO counter shaft 98. An input side gear 102 provided on the main transmission input shaft 27 and an output side gear 103 of the pump drive shaft 97 are meshed with the PTO input gear 101, and the pump drive shaft 97 is connected to the main transmission input shaft 27.

  Then, by continuing the operation of the PTO clutch lever (not shown), the clutch cylinder 105 is operated by the PTO clutch hydraulic solenoid valve 104 (see FIG. 5), and the PTO hydraulic clutch 100 is continued. The PTO counter shaft 98 is connected to the PTO input gear 101.

  Further, a first speed gear 106, a second speed gear 107, a third speed gear 108, a fourth speed gear 109, and a reverse gear 110 are fitted on the PTO speed change output shaft 99 for PTO output (FIG. 5, see FIG.

  A shift shifter 111 is pivotally supported on the PTO shift output shaft 99 by a spline. The gears 106, 107, 108, 109, 110 are configured to be alternatively connected to the PTO shift output shaft 99 by a shift shifter 111. A shift arm 112 connected to the PTO shift lever 224 is engaged with the shift shifter 111. Then, the shift operation of the PTO shift lever 224 causes the shift arm 111 to linearly move along the axis of the PTO shift output shaft 99 in the shift arm 112, and any of the gears 106, 107, 108, 109, 110 Are alternatively selected and connected to the PTO shift output shaft 99 (see FIGS. 5 and 7). Therefore, the first, second, third, fourth, and reverse PTO shift outputs are transmitted from the PTO shift output shaft 99 to the PTO shaft 23 via the gears 113 and 114.

  In FIG. 6, a rotation detection gear 115 provided on the reverse rotation shaft 39 and an electromagnetic pickup type main transmission output portion rotation sensor 116 for detecting the rotation of the main transmission output gear 37 are installed to face each other, and the main transmission mechanism The output speed of 29 is detected by the main transmission output unit rotation sensor 116. Further, an electromagnetic pickup type vehicle speed sensor 117 for detecting the rotation of the gear 78 of the front wheel input shaft 72 is installed, and the traveling speed (vehicle speed) is determined based on the rotation of the front wheel input shaft 72 and the auxiliary transmission shaft 50. It is comprised so that it may be detected by.

  The differential gear mechanism 58 includes a differential lock mechanism (not shown) that stops the differential operation (the left and right differential output shafts 62 are always driven at a constant speed). When the lock pin provided in the differential gear case so as to freely enter and exit is engaged with the differential gear by operating a differential lock lever (or pedal) (not shown), the differential gear is fixed to the differential gear case. The differential function is stopped, and the left and right differential output shafts 62 are driven at a constant speed.

  Next, the structure of the main transmission hydraulic cylinder 556 for shifting the continuously variable transmission 29 will be described in detail with reference to FIGS. 9, 13, and 14. A cylinder chamber 691 of the main transmission hydraulic cylinder 556 is formed in the rear side wall member 33. The piston 557 of the main transmission hydraulic cylinder 556 is disposed in the cylinder chamber 691 of the main transmission hydraulic cylinder 556 so as to be slidable in the vertical direction. A square columnar base end pin 693 is engaged with a recess 692 formed in the outer periphery of the piston 557 in the middle. A square columnar base end pin 693 is rotatably disposed on one end side of the main transmission arm 558. The middle of the main transmission arm 558 is rotatably supported on the holder connecting member 690 via the arm shaft 694. A square columnar tip pin 696 is slidably engaged with an arm groove 695 on the other end side of the main transmission arm 558. A quadrangular prism-shaped tip pin 696 is rotatably supported on a semicircular tilt angle adjustment fulcrum 555 of the pump swash plate 509. A rotation guide 697 for supporting the tilt angle adjustment fulcrum 555 is disposed in the first holder 510. The rotation guide 697 forms a semi-cylindrical surface concentric with the rotation center of the pump swash plate 509. The tilt angle of the pump swash plate 509 is changed by the guidance of the rotation guide 697.

  As shown in FIGS. 11 and 12, the PTO shaft 23 is arranged in the center of the left and right width of the mission case 17 (one tractor body). A differential gear mechanism 58 is arranged on the right side of the PTO shaft 23 in the traveling direction (see FIG. 10). A continuously variable transmission 29 is arranged obliquely above the left side of the PTO shaft 23 in the traveling direction. A piston 557 is disposed on the left side of the continuously variable transmission 29 in the traveling direction (see FIG. 14). A main transmission hydraulic cylinder 556 is arranged at a corner on the upper left side of the rear side wall member 33 in the traveling direction (see FIG. 14).

  As shown in FIG. 13, the main transmission arm 558 and the arm shaft 694 are disposed at substantially the same height as the axis of the continuously variable transmission 29. As shown in FIG. 14, the main transmission arm 558 is disposed on the left side of the continuously variable transmission 29 in the traveling direction and substantially parallel to this axis. The piston 557 is installed substantially vertically in the rear side wall member 33 so as to slide in the vertical direction. The piston 557 can be installed only by forming the main transmission hydraulic cylinder 556 formation portion of the rear side wall member 33 slightly larger than the diameter of the piston 557.

  The speed change operation of the main speed change hydraulic cylinder 556 will be described. When the corresponding forward clutch electromagnetic valve 46 or reverse clutch electromagnetic valve 48 (see FIGS. 5, 6 and 27) is switched by a depression operation of a forward pedal 232 or a reverse pedal 233 described later, the main transmission hydraulic cylinder 556 is activated. To do. When the piston 557 moves up or down, the main transmission arm 558 rotates around the arm shaft 694, the tilt angle adjustment fulcrum 555 and the rotation guide 697 rotate and guide the pump swash plate 509, and the pump swash plate The configuration is such that the main transmission operation of the continuously variable transmission 29 is performed by changing the inclination angle of 509. Pump swash plate 509 and first holder 510 are connected to main transmission input shaft 27 so that pump swash plate 509 does not rotate, and first holder 510 and holder connecting member 690 are connected.

  Next, referring to FIGS. 5, 10, 11, and 12, the forward clutch electromagnetic valve 46, the reverse clutch electromagnetic valve 48, the left and right auto brake electromagnetic valves 67 a and 67 b, the four-wheel drive hydraulic electromagnetic valve 80, The mounting structure of the double speed hydraulic solenoid valve 82 and the PTO clutch hydraulic solenoid valve 104 will be described in detail.

  As shown in FIGS. 10 to 12, a base member 650 is disposed on the rear side surface of the front side wall member 32 at a position lower than the auxiliary transmission shaft 50, the differential output shaft 62, and the hydraulic oil 566, and the bolt It is detachably fixed via. The electromagnetic valves 46, 48, 67 a, 67 b, 80, 82, 104 are installed on the rear surface of the base member 650 so as to protrude rearward. A flat plate cover 651 covers the rear surface of each solenoid valve 46, 48, 67 a, 67 b, 80, 82, 104. The flat cover 651 is detachably fixed to the base member 650 with bolts.

  As shown in FIGS. 10 and 11, the oil filter 652 for filtering the working oil has a mission behind the plate cover 651 with respect to each electromagnetic valve 46, 48, 67 a, 67 b, 80, 82, 104. Arranged in the case 17. The oil filter 652 is detachably fixed to the filter lid 653. The filter lid 653 is formed integrally with the fastening member 654. A fastening member 654 is detachably fixed to the outer surface of the mission case 17 via a bolt 655. The oil supply pipe 656 of the working machine hydraulic pump 94 and the traveling hydraulic pump 95 is communicated with the filter lid 653 via the oil passage pipe 657.

  In each clutch cylinder 47, 49, 81, 83, 105 shown in FIG. 5, each solenoid valve 46, 48, 80, 82, 104 is a perforated oil passage formed in the front wall member 32 and the base member 650 ( (Not shown). When the respective solenoid valves 46, 48, 80, 82, 104 are controlled by appropriate means, the respective clutch cylinders 47, 49, 81, 83, 105 are operated, and the respective clutches 40, 42, 74 shown in FIG. , 76, 100 are respectively switched.

  Next, the transmission structure of the auxiliary transmission gear mechanism 30 will be described in detail with reference to FIGS. As shown in FIG. 9, the auxiliary transmission hydraulic cylinder 55 is configured in a double-acting structure in which a piston rod 661 is provided on one side of the piston 660. The auxiliary transmission hydraulic cylinder 55 is formed with a first cylinder chamber 662 in which a piston rod 661 is provided and the other second cylinder chamber 663. An auxiliary transmission shifter 665 is connected to the tip of the piston rod 661 via a shift arm 664. The low speed clutch 56 or the high speed clutch 57 is continued by the auxiliary transmission shifter so that the auxiliary transmission shaft 50 is driven at low speed or high speed.

  The first cylinder chamber 662 is in direct communication with the discharge side of the traveling hydraulic pump 95. The second cylinder chamber 663 communicates with the discharge side of the traveling hydraulic pump 95 via a two-position three-port high-speed clutch solenoid valve 666. The high speed clutch solenoid valve 666 includes a speed change solenoid 667. When the high speed clutch electromagnetic valve 666 is switched by the speed change solenoid 667 and the second cylinder chamber 663 is communicated to the discharge side of the traveling hydraulic pump 95 via the high speed clutch electromagnetic valve 666, the difference in pressure receiving pressure on both sides of the piston 660 Thus, the piston 660 moves in the direction in which the piston rod 661 protrudes, and the high speed clutch 57 is continued to drive the auxiliary transmission shaft 50 at high speed (see FIG. 9).

  Next, a configuration for controlling the overall operation of the tractor 1 will be described with reference to FIG. A plurality of control means (controllers) are mounted on the tractor 1. The tractor 1 according to the embodiment includes four units: a main unit controller 210, an engine controller 213, a work unit controller 281, and a panel controller 282. These controllers 210, 213, 281, 282 are electrically connected to each other via a CAN communication bus 280 and share control information among the mutual 210, 213, 281, 282, and cooperate with each other to change the speed described later. It is configured to execute ratio control, display control of the operation panel 276 (see FIGS. 16 and 17), and the like.

  Each controller 210, 213, 281, 282 is connected to a group of input system devices (sensors, setting machines, etc.) and output system devices (actuators, etc.) that are closely related to each control target part of the tractor 1. . As a guide for grouping in this case, a combination is adopted in which the lengths of the harnesses of the input system devices and output system devices for the controllers 210, 213, 281, 282 are as short as possible. Each of the controllers 210, 213, 281 and 282 is stored in a controller box (not shown) at each mounting location.

  The basic configurations of the controllers 210, 213, 281 and 282 are the same (same type). Here, the basic configuration will be described with the main unit controller 210 as a representative example. The controller 210 includes a CPU that executes various calculations and control processes, an EEPROM 210a as a storage unit (nonvolatile memory) that stores control programs and data, and a RAM that temporarily stores control programs and data. . Note that in the controllers 213, 281 and 282 other than the controller 210 of this machine, the EEPROM is indicated by adding “a” to the controller code. For example, in the work machine controller 281, the EEPROM code is “281a”.

  With reference to FIG. 27, a configuration unique to each controller 210, 213, 281, 282 will be described. This machine controller 210 is connected to a battery 254 via a key switch 211 for applying power. The key switch 211 is configured to be connectable to a starter 212 for starting the engine 5.

  The machine controller 210 detects left steering sensor 218 that detects the amount of leftward turning (left steering angle) of the steering handle 9 as an input system device (sensor, setting device, etc.), and detects the right steering angle of the steering handle 9. A right steering sensor 219, a shift potentiometer 220 as a forward / backward potentiometer that detects and detects a depression amount (shift operation amount) of a forward pedal 232 and a reverse pedal 233, which will be described later, a transmission ratio setting dial 221, and an auxiliary transmission gear mechanism 30. A sub-shift switch 222 for switching between high speed and low speed, a main shift output unit rotation sensor 116 for detecting the output rotation speed of the main shift output shaft 36, and the rotation speed (traveling speed) of the front and rear wheels 3 and 4 are detected. A vehicle speed sensor 117, a slide switch type forward / reverse selector switch 223 that can be switched between forward, neutral, and reverse positions, Such as a brake pedal switch 231 for detecting a depression of the brake pedal 230 is connected.

  In addition, the machine controller 210 includes, as output system devices (actuators and the like), a forward clutch electromagnetic valve 46 for the forward hydraulic clutch 40, a reverse clutch electromagnetic valve 48 for the reverse hydraulic clutch 42, and an auxiliary transmission hydraulic cylinder 55. A high-speed clutch electromagnetic valve 666, a proportional control electromagnetic valve 203 for operating the main transmission hydraulic cylinder 556 in proportion to the depression amount of the forward pedal 232 and the reverse pedal 233, the left and right brake electromagnetic valves 67a, 67b, and the like are connected. .

  The engine controller 213 that controls the rotation of the engine 5 is disposed on the right side of a governor 214 that adjusts the fuel of the engine 5, an engine rotation sensor 215 that detects the rotation speed of the engine 5, and a steering column 234 (details will be described later). A throttle potentiometer 217 for detecting the operation position of the throttle lever 206 is connected. When the throttle lever 206 is manually operated, the engine controller 213 controls the throttle for driving the fuel adjustment rack based on the detection information of the throttle potentiometer 217 so that the set rotational speed of the throttle lever 206 matches the rotational speed of the engine 5. A solenoid (not shown) is driven to automatically adjust the position of a fuel adjustment rack (not shown) provided in the governor 214. For this reason, the rotational speed of the engine 5 is maintained at a predetermined rotational speed corresponding to the operation position of the throttle lever 206 regardless of the load variation.

  The work machine controller 281 includes, as input devices, a rolling sensor 283 that detects a left-right inclination angle of the traveling machine body 2, a work machine position sensor 284 that detects a relative left-right inclination angle of the work machine with respect to the traveling machine body 2, and a PTO clutch. A PTO clutch switch 224 and the like for connecting / disconnecting power transmission from the PTO shaft 23 to the work machine by turning on and off 100 are connected. The work machine controller 281 includes a control solenoid valve 201 for supplying hydraulic oil to the PTO clutch hydraulic solenoid valve 104 for the PTO clutch 100 and the single-acting hydraulic cylinder 205 of the lift mechanism 20 for the work machine as output system devices. Etc. are connected. The panel controller 282 is connected to a liquid crystal panel 286 provided on the operation display panel 285 of the control column 234, an alarm buzzer 287, and the like.

  Next, the structure around the cabin 7 will be described with reference to FIGS. 16 and 17. A control column 234 is protruded from a floor plate 235 in front of the control seat 8 in the cabin 7. A steering handle 9 is disposed on the steering column 234. On the upper side of the control column 234, an operation display panel 285 incorporating a liquid crystal panel 286 is provided. A brake pedal 230 is disposed below the control column 234. On the right side surface of the steering column 234, there are a throttle lever 206 for adjusting the rotational speed of the engine 5, an accelerator connecting lever 127 described later, and a pedal lock lever 128 for maintaining the forward pedal 232 and the reverse pedal 233 in a substantially constant posture. Is arranged. A forward pedal 232 and a reverse pedal 233 are arranged in parallel on the right side of the steering column 234. In addition, the floor board 235 forms the substantially whole upper surface in a flat surface.

  As shown in FIG. 16, a differential lock pedal 225 is disposed in front of the left column of the control seat 8. The right armrest 8a made of synthetic resin on the right side of the control seat 8 is formed in a substantially Y shape in plan view. A gear ratio setting dial 221 is disposed on the front end side of one branch protrusion in the right armrest 8a. Near the branch portion of the right armrest 8a, a sub-shift switch 222, a forward / reverse selector switch 223, and a tilling depth dial 125 for adjusting the tilling depth of a tilling claw (not shown) of the work implement are arranged. Yes. A work implement elevating lever 259 is disposed on the other branch protrusion of the right armrest 8a. An operator sitting on the control seat 8 puts his right hand on the right armrest 8a, and operates the gear ratio setting dial 221, auxiliary transmission changeover switch 222, forward / reverse changeover switch 223, working depth dial 125 or work implement lifting lever 259 with the right hand. become. An inclination dial 124 is disposed on the rear side of the right armrest 8a to adjust the horizontal inclination of the work implement. The tilt dial 124 is covered with a top cover 123 that can be opened and closed. The operator sitting on the control seat 8 operates the tilt dial 124 after opening the top cover 123.

  Next, the mounting structure of the forward pedal 232 and the reverse pedal 233 will be described with reference to FIGS. As shown in FIGS. 19 and 21, the forward pedal 232 and the reverse pedal 233 are rotatably fitted to the brake pedal shaft 255 with the pivot support shaft portions 237 a and 237 b at the base ends of the pedal arms 232 a and 233 a. . The tread plates 236a and 236b (or the pedal arms 232a and 233a) of the forward pedal 232 and the reverse pedal 233 rotate obliquely downward from the initial (neutral) position on the upper surface of the floor plate 235 around the pivot support shaft portions 237a and 237b. It is installed as possible. A transmission link mechanism 275 is provided that transmits the pedal depression amounts of the forward pedal and the reverse pedal to the shift potentiometer 220 that is a shift sensor.

  As shown in FIGS. 18 to 23, the transmission link mechanism 275 includes a pair of check links 238a and 238b that connect the forward pedal 232 and the reverse pedal 233 to a cam plate 258 described later, and the forward pedal 232 and the reverse pedal 233, respectively. When the pedal depression amount (or depression angle θ) of the neutral position restoring means 241 (first spring means) and the stepping plates 236a and 236b becomes equal to or larger than a predetermined value, the pedal is returned to the neutral position (position where the shift output is substantially zero). Treading resistance changing means 242 (second spring means) for increasing the treading force. A transmission frame 266 for installing the neutral position restoring means 241 and the stepping resistance changing means 242 is disposed at the attachment portion of the steering column 234.

  As shown in FIG. 19 to FIG. 21, link arms 239a and 239b are respectively installed on the respective rotation support shaft portions 237a and 237b, and one end portion of each check link 238a and 238b is connected to each link via the link shaft 268a and 268b. The arms 239a and 239b are pivotally connected to each other. The other ends of the check links 238a and 238b are rotatably connected to an intermediate portion of a cam plate 258 described later via a support shaft 269. When both the forward and reverse treads 236a and 236b are supported in the initial (neutral) position, the forward check link 238a and the link arm 239a, and the reverse check link 238b and the link arm 239b are provided. The links 238a and 238b and the link arms 239a and 239b are respectively arranged at positions (seesaw structure) that are substantially symmetrical with respect to a straight line connecting the brake pedal shaft 255 and the support shaft 269. The above-described initial (neutral) position is a shift neutral position where the pedal depression amount is substantially zero, that is, a shift neutral position where the shift drive output from the continuously variable transmission 29 is substantially zero.

  Therefore, when the operator steps on one of the stepping plates 236a (236b) of the forward pedal 232 or the reverse pedal 233, the stepping plate 236a (236b) on the stepped-on side moves in the stepping direction (slanting forward and downward), while stepping on. The other tread plate 236b (236a) that is not moved moves in a direction opposite to the stepping direction (slanting front downward) of the stepping plate 236a (236b) on the stepped side 236b (236b).

  On the other hand, when the operator depresses the tread plates 236a and 236b of both the forward and reverse pedals 232 and 233, the depressing operation of the pedals 232 and 233 causes the check links 238a and 238b and the cam plate 258 to be connected. Therefore, the tread plates 236a and 236b of both the plates cannot be moved simultaneously in the stepping direction. In this way, even if the operator steps on both treads 236a and 236b at the same time, both treads 236a and 236b do not move in the treading direction (slanting forward and downward) at the same time, and one of the treads 236a (236b) is not Only when the pedal is depressed, only the pedals 232 and 233 on the side where the pedals 236a and 236b are depressed are operated.

  As shown in FIG. 19 to FIG. 21, the neutral position restoring means 241 is a T-shaped cam having a return spring 256 for returning the footboards 236a and 236b to the initial (neutral) position and a cam groove 257 at the tip. It consists of a plate 258 and a cam roller 265 provided in the cam groove 257 so as to be movable. A base end portion of the cam plate 258 is rotatably connected to one end portion of the transmission frame 266 via the cam shaft 270. The camshaft 270 is disposed on the transmission frame 266. One end of the return spring 256 is locked to the cam shaft 270. The other end side of the return spring 256 is engaged with a roller shaft 267 for fitting the cam roller 265 rotatably. When the cam roller 265 is positioned substantially in the middle of the cam groove 257, the roller shaft 267, the support shaft 269, and the cam shaft 270 are arranged on the same straight line, and the return spring 256 is most contracted. The stepping plates 236a and 236b of the forward pedal 232 and the reverse pedal 233 are configured to be held at initial (neutral) positions, respectively.

  On the other hand, when the operator steps on one of the forward or reverse tread plates 236a, 236b, the cam plate 258 rotates in the forward or reverse direction against the return spring 256 force, and the cam roller 265 moves in the cam groove. 257 is moved in the both end directions from the substantially intermediate portion of 257, and the return spring 256 is expanded in proportion to the moving amount of the cam roller 265. The force for extending the return spring 256 is substantially equal to the pedal depression force in the low speed operation range when the forward or reverse pedals 232 and 233 are depressed to move at low speed.

  As shown in FIGS. 21 and 22, the stepping resistance changing means 242 includes a stepping force increasing spring 260 for increasing the stepping force of the stepping plates 236a, 236b, a pressing force increasing spring 260, and a spring seat 261 and a pulling spring seat 262. A spring cylinder 263 disposed between them, a push-pull rod 264 that connects one end side to the push spring seat 261 and the pull spring seat 262, and a shaft that is rotatable to the other end side of the push-pull rod 264 via a roller shaft 267. The cam roller 265 is supported. The spring cylinder 263 includes a support arm 272. The support arm 272 is rotatably connected to the speed change frame 266 via the arm shaft 273. The spring cylinder 263 is connected to the transmission frame 266. In this case, the operator steps on either one of the step plates 236a, 236b, rotates the cam plate 258, moves the cam roller 265 to the end of the cam groove 257, further steps on the step plates 236a, 236b, When the plate 258 is further continuously rotated in the same direction, the push-pull rod 264 moves in either the push direction or the pull direction, and either the push spring seat 261 or the pull spring seat 262 increases the pedaling force. The spring 260 moves so as to be compressed.

  The force (the pedal depression reaction force) for compressing the pedal force increasing spring 260 becomes substantially equal to the pedal depression force in the high speed operation area when the forward pedal or the reverse pedal 232, 233 is depressed to move at high speed. Therefore, the stepping resistance force of the forward pedal 232 and the reverse pedal 233 increases abruptly in the middle of their stepping amount. That is, when the stepping plates 236a and 236b are stepped on beyond the stepping amount in the low-speed movement range (stepping amount until the cam roller 265 is moved to the end of the cam groove 257), the stepping reaction force (pedal stepping force) of the pedal 232 (233) ) Is increased stepwise by the stepping resistance changing means 242 so that the operator can easily feel that the acceleration is intended to exceed a predetermined value.

  As shown in FIGS. 19 to 21, between the bracket 240 and the sensor link 271, a linear potentiometer or the like as a depression detection sensor for detecting the depression amount (or depression angle) of the respective depression plates 236a and 236b. A shift potentiometer 220 is provided. The bracket 240 is integrally connected to the transmission frame 266. The sensor link 271 is integrally connected to the cam plate 258. The sensor arm 220 a of the speed change potentiometer 220 is always pressed against the sensor link 271 by the spring force of a spring (not shown) built in the speed change potentiometer 220. The sensor arm 220a rotates in conjunction with the sensor link 271. Both the shift potentiometer 220 and the cam plate 258 are installed on the shift frame 266 so that the relative position between the shift potentiometer 220 and the cam plate 258 can be determined with high accuracy.

  With reference to FIG. 18 thru | or FIG. 21, the operation | movement which an operator steps on the forward pedal 232 or the reverse pedal 233 and moves the tractor 1 forward or backward to move forward or backward will be described. First, an operation when the forward pedal 232 is stepped on will be described. When the operator steps on the forward tread plate 236a, the cam plate 258 is pushed down via the check link 238a and rotates counterclockwise in FIG. By the rotation of the cam plate 258, the cam roller 265 moves in the cam groove 257 to extend the return spring 256, while the transmission potentiometer 220 is operated via the sensor link 271 to depress the amount of the forward pedal 232 that is depressed (or The stepping angle) is detected, and the speed change drive output (forward speed) from the continuously variable transmission 29 is increased in proportion to the amount by which the forward pedal 232 is depressed.

  In a state where the forward tread plate 236a is depressed and the cam roller 265 moves to the end of the cam groove 257, the operator further depresses the forward tread plate 236a to increase the speed change drive output (forward speed). When operated, the push-pull rod 264 is pulled down via the cam plate 258, the pedal effort increasing spring 260 is compressed via the tension spring seat 262, and the pedal effort of the forward pedal 232 is increased. The operator can move the forward pedal 232 from the low speed operation region to the high speed operation region while the operator feels the pedaling force of the forward pedal 232.

  When the operator removes his / her foot from the forward pedal 232, the pulling spring seat 262 returns to the initial position by the stepping force increasing spring 260 force, and the cam plate 258 returns to the neutral (initial) position by the return spring 256 force, The forward pedal 232 is returned to the initial position. When the forward pedal 232 is depressed, the reverse pedal 233 moves in a direction opposite to the depression direction, while when the operator releases the foot from the forward pedal 232, the reverse pedal 233 also returns to the initial position.

  On the other hand, the operation when the reverse pedal 233 is stepped on will be described. When the operator steps on the reverse tread plate 236b, the cam plate 258 is pulled up via the check link 238b and rotates clockwise in FIG. By the rotation of the cam plate 258, the cam roller 265 moves in the cam groove 257 to extend the return spring 256, while the speed change potentiometer 220 is operated via the sensor link 271 and the reverse pedal 233 is depressed (or The stepping angle) is detected, and the shift drive output (reverse speed) from the continuously variable transmission 29 is increased in proportion to the amount of depression of the reverse pedal 233.

  In a state where the reverse stepping plate 236b is depressed and the cam roller 265 moves to the end of the cam groove 257, the operator further depresses the reverse stepping plate 236b to increase the speed change drive output (reverse speed). When operated, the push-pull rod 264 is pushed up via the cam plate 258, the pedal effort increasing spring 260 is compressed via the push spring seat 261, and the pedal effort of the reverse pedal 233 is increased. The reverse pedal 233 can be moved from the low speed operation area to the high speed operation area while the operator feels the pedaling force of the reverse pedal 233.

  When the operator releases his / her foot from the reverse pedal 233, the push spring seat 261 returns to the initial position by the force of the stepping force increasing spring 260, and the cam plate 258 returns to the initial (neutral) position by the return spring 256 force, The reverse pedal 233 is returned to the initial position. Further, when the reverse pedal 233 is depressed, the forward pedal 232 moves in a direction opposite to the depressing direction, while when the operator releases his / her foot from the reverse pedal 233, the forward pedal 232 also returns to the initial position.

  Further, when the forward pedal 232 is depressed, the reverse pedal 233 moves in a direction opposite to the depression direction via the cam plate 258 and the check link 238b, and when the operator releases the foot from the forward pedal 232, the reverse pedal 233 moves backward. The pedal 233 also returns to the neutral (initial) position. On the other hand, when the reverse pedal 233 is depressed, the forward pedal 232 moves in a direction opposite to the depression direction via the cam plate 258 and the check link 238a, and when the operator releases the foot from the reverse pedal 233, the forward pedal 232 also returns to the initial (neutral) position.

  Next, the accelerator connecting lever 127 will be described with reference to FIGS. 18 to 20 and FIGS. 22 to 25.

  As shown in FIGS. 19, 20, and 23, the transmission frame 266 and the lever fulcrum frame 130 are integrally connected to the column frame 129 of the steering column 234. A lever fulcrum shaft 131 is integrally formed by extending the base end of the throttle lever 206 substantially horizontally in the left-right direction. A unidirectional rotary bearing 134 is fitted on the lever fulcrum shaft 131. A throttle arm 133 is disposed on the one-way rotary bearing 134. The throttle arm 133 is connected to the engine governor 214 via the throttle link 132. When the throttle lever 206 is rotated against the braking force of the disc spring 135 (in the front-rear direction), the throttle arm 133 is rotated in conjunction with the engine governor 214 to operate the engine 5 at the rotational speed. Will change. That is, when the throttle lever 206 is rotated in the imaginary line direction (counterclockwise) from the solid line position in FIG. 20, the engine 5 is increased via the throttle arm 133 so that the rotation speed of the engine 5 increases to, for example, the maximum output rotation speed. The governor 214 is activated. When the throttle lever 206 is rotated from the imaginary line direction to the direction (clockwise) to return to the solid line position in FIG. 20, the throttle arm 133 is not shown so that the rotational speed of the engine 5 decreases to, for example, the idling rotational speed. It moves backward with the return spring force.

  As shown in FIGS. 20 and 23, an accelerator interlocking mechanism 136, a clutch arm 139, and an accelerator operating arm 142 are provided as an accelerator interlocking mechanism 118 for connecting the forward pedal 232 and the engine governor 214. The base end portion of the accelerator interlocking arm 136 is rotatably fitted on the lever fulcrum shaft 131. The accelerator interlocking arm 136 is integrally formed with a protrusion 137 that engages with the throttle arm 133. When the accelerator interlocking arm 136 rotates in the speed increasing direction (counterclockwise in FIG. 20), the accelerator interlocking arm 136 is engaged with the throttle arm 133 via the protrusion 137, and the throttle arm 133 is in the speed increasing direction (counterclockwise in FIG. 20). (Clockwise).

  As shown in FIGS. 20 and 23, one end of a round bar-shaped slide guide bar 138 is connected to the accelerator interlocking arm 136. A clutch arm 139 is fitted on the slide guide rod 138 so as to be slidable in the axial direction. A part of the clutch arm 139 is bent to integrally form a contact body 139a for contacting an accelerator operating arm 142 described later. A shift member 140 for connecting the clutch arm 139 is fitted on the lever fulcrum shaft 131 so as to be slidable. An accelerator connecting lever 127 is slidably disposed on the lever fulcrum shaft 131 via a lever holder 141. The shift member 140 is connected to the accelerator connecting lever 127 via the shift arm 140a. Further, an accelerator operation arm 142 is disposed on the rotation support shaft 237a of the forward pedal 232. A plate-shaped malfunction prevention body 143 is disposed on the upper surface side of the accelerator operation arm 142.

  The operation of the accelerator connecting lever 127 and the operation of the accelerator interlocking mechanism 118 will be described. When the accelerator connecting lever 127 is at the solid line position in FIG. 23, the contact body 139 a of the clutch arm 139 is supported at a position deviating from the turning locus of the accelerator operation arm 142. In this case, even if the operator depresses the forward pedal 232 and the accelerator operation arm 142 is rotated clockwise in FIG. 20, the accelerator operation arm 142 does not contact the contact body 139a of the clutch arm 139. 139 does not rotate. That is, even if the operator depresses the forward pedal 232, the rotational speed of the engine 5 is not changed by the operation of the forward pedal 232. When the operator operates the throttle lever 206, only the rotational speed of the engine 5 is changed.

  On the other hand, when the operator pulls the accelerator connecting lever 127 to move it from the solid line position in FIG. 23 to the imaginary line position, the contact body 139a of the clutch arm 139 is in the rotation range of the accelerator operation arm 142 (clockwise in FIG. 20). Supported by When the operator depresses the forward pedal 232, the accelerator operation arm 142 comes into contact with the contact body 139a of the clutch arm 139. Therefore, the clutch arm 139 is rotated by the accelerator operation arm 142, and the throttle arm 133 is rotated to the acceleration side via the protrusion 137. That is, when the operator depresses the forward pedal 232, the rotational speed of the engine 5 is changed to the speed increasing side in proportion to the amount of depression of the forward pedal 232. When the operator removes his / her foot from the forward pedal 232 and returns it, the rotational speed of the engine 5 also returns to the rotational speed before the speed increase (the rotational speed set by the throttle lever 206). Further, even if the operator depresses the reverse pedal 233, the accelerator operation arm 142 rotates in a direction away from the clutch arm 139 (counterclockwise in FIG. 20), and thus the rotational speed of the engine 5 is not changed.

  When the operator depresses the forward pedal 232 and the accelerator connecting lever 127 is pulled, the contact body 139a of the clutch arm 139 contacts the malfunction preventing body 143, and the accelerator connecting lever 127 is a solid line in FIG. It is prevented from moving from the position to the virtual line position. Therefore, the contact body 139a of the clutch arm 139 is supported at a position deviating from the turning locus of the accelerator operation arm 142.

  Further, in the above-described embodiment, the accelerator connecting lever 127 for contacting and separating the contact body 139a of the clutch arm 139 with respect to the accelerator operating arm 142 is provided, but the lever shaft fulcrum 131 of the throttle lever 206 is used as the expansion joint member. 150 is formed so as to be expandable / contractable via 150, the expansion / contraction joint member 150 is disposed between the lever holder 141 and the shift arm 140a, and the lever holder 141 and the shift arm 140a are connected by a rod (not shown) or the like. Thus, the throttle lever 206 can be moved in the axial direction of the lever shaft fulcrum 131 so that the contact body 139a of the clutch arm 139 can be brought into and out of contact with the accelerator operation arm 142. In that case, the throttle lever 206 can also be used, and the accelerator connecting lever 127 becomes unnecessary.

  Next, the pedal lock lever 128 will be described with reference to FIGS. 19, 20, 22 to 26. As shown in FIGS. 20, 23, and 25, a lock arm 146 and a lock gear 147 are provided as a constant speed moving mechanism 119 for maintaining the moving speed of the work vehicle 1 substantially constant. A lever shaft 144 at the base end of the pedal lock lever 128 is pivotally supported on the column frame 129 via a cylindrical bearing body 145. The base end portion of the lock arm 146 is connected to the lever shaft 144. An engaging claw 146a is integrally disposed at the tip of the lock arm 146 by welding. A fan gear-shaped lock gear 147 for releasably engaging the engaging claw 146a is integrally disposed on the rotating support shaft portion 237b of the reverse pedal 233 by welding. A brake pedal 230 is connected to the lock arm 146 via a release wire 148 and a link (see FIG. 26). Further, the lock arm 146 is connected to a switching spring 149 having a fulcrum action type for maintaining the pedal lock lever 128 in the locked position or the unlocked position (see FIG. 20).

  The operation of the pedal lock lever 128 and the operation of the constant speed moving mechanism 119 will be described. The operator manually switches the pedal lock lever 128 to the phantom line position or the solid line position in FIGS. 19 and 20. The pedal lock lever 128 is maintained by the switching spring 149 at the position switched by the operator. When the pedal lock lever 128 is switched to the solid line position, the engagement claw 146a of the lock arm 146 is engaged with the lock gear 147, and the forward pedal 232 and the reverse pedal 233 are maintained at substantially constant positions. For example, the operator depresses the forward pedal 232 or the reverse pedal 233 to an arbitrary position, the pedal lock lever 128 at the phantom line position in FIG. 20 is moved to the solid line position, and the engagement claw 146a is engaged with the lock gear 147. In this case, the forward pedal 232 or the reverse pedal 233 is kept fixed at the position, the forward or reverse moving speed of the work vehicle is kept substantially constant, and even if the operator lifts his / her foot from the forward pedal 232 or the reverse pedal 233 The vehicle moves forward or backward at a substantially constant speed.

  Further, when the operator depresses the forward pedal 232 to the maximum depressed position, and the pedal lock lever 128 at the phantom line position in FIG. 20 is operated to the solid line position, the engagement claw 146a is engaged with the lock gear 147. The pedal 232 is fixedly maintained at the maximum depressed position, the forward moving speed of the work vehicle is maintained at a substantially maximum speed, and the work vehicle moves in the forward direction at the substantially maximum speed even if the operator lifts his / her foot from the forward pedal 232. . In this way, when the work vehicle is moving forward at a substantially maximum speed, the speed ratio setting dial 221 can be operated by the operator to set the speed of neutral or multi-stage shift (15 stages shown in FIG. 28). That is, when the operator removes his / her foot from the forward pedal 232 (reverse pedal 233) and the operator simply operates the transmission ratio setting dial 221, the main transmission output of the hydraulic continuously variable transmission 29 is switched to neutral, or The main shift output of the hydraulic continuously variable transmission 29 can be shifted in 15 steps.

  Further, when the pedal lock lever 128 is switched to the solid line position (FIG. 20), when the operator depresses the brake pedal 230, the lock arm 146 in the engaged position is moved to the non-engaged position side via the release wire 148. Be pulled. Therefore, the lock arm 146 moves from the solid line position (engagement position) in FIG. 20 to the phantom line position (non-engagement position) to release the engagement between the engagement claw 146a and the lock gear 147, and the forward pedal 232 and the reverse pedal. Keep 233 operational.

  When the operator takes his or her foot off the forward pedal 232 or the reverse pedal 233, when the operator depresses the brake pedal 230, the forward pedal 232 or the reverse pedal 233 returns to the initial (neutral) position. When the moving speed (vehicle speed) becomes below a certain level, both the forward hydraulic clutch 40 and the reverse hydraulic clutch 42 are automatically kept off and the left and right brakes 65 are automatically operated. The left and right rear wheels 4 are braked.

  Next, the gear ratio control will be described with reference to FIGS. Here, the gear ratio refers to the ratio of the rotational speed of the output shaft 36 of the hydraulic continuously variable transmission 29 to the rotational speed of the engine 5 (the same applies hereinafter).

  An input shaft 27 to which power from the engine 5 is transmitted is disposed in a mission case 17 mounted on the traveling machine body 2, and the input shaft 27, a hydraulic pump unit 500 for shifting, a hydraulic motor unit 501, an output shaft 36, In a work vehicle that includes a hydraulic continuously variable transmission 29 arranged on the same axis and configured to transmit at least traveling driving force from the output shaft 36 via the hydraulic motor unit 501, a preset target The actual (real) gear ratio may not match the gear ratio due to environmental changes and disturbances (mainly loads related to travel). Therefore, the control for causing the engine controller 213 to feed back the actual (actual) engine 5 rotation speed and the rotation speed of the output shaft 36 to approach or match the target gear ratio is called constant gear ratio control (speed ratio adaptive control). . In other words, while controlling the rotational speed of the engine 5 so as to be maintained at a substantially constant value regardless of the fluctuation of the load, the actual (real) gear ratio is within a predetermined value% of the target gear ratio. The proportional solenoid valve 203 for controlling the gear ratio of the hydraulic continuously variable transmission 29 is controlled. Therefore, the speed ratio pattern of the speed ratio of the rotational speed of the output shaft 36 in the hydraulic continuously variable transmission 29 with respect to the rotational speed of the engine 5 is stored in a RAM (a readable / writable memory as needed) as pattern storage means in the controller 210 of this machine. .

  This speed ratio pattern is a pattern in which the speed ratio increases in proportion to an increase in the depression amount of the speed change pedal (forward pedal 232 and reverse pedal 233), and the proportional function may be a linear function. It may be a function of a quadratic curve. The pattern storage means stores a plurality of gear ratio patterns in a function table format or a map format (see a gear ratio diagram as shown in FIG. 28). According to the type of farm work and the field conditions (soil quality, paddy field, field land, etc.), 15 types of gear ratio patterns (speed ratio lines No. 1 to No. 15) are prepared in the embodiment of FIG. Are previously stored in the pattern storage means. When the operator selects the scale (for example, N, 1, 2, 3,..., 14, 15) of the setting dial 221 as a gear ratio setting device, one arbitrary pattern is set (instructed from a plurality of types of gear ratio patterns). )can do. In other words, the setting dial 221 as a gear ratio setter is for changing (adjusting and setting) the change ratio of the gear ratio corresponding to the amount of depression of the forward pedal 232 and the reverse pedal 233 as a gear pedal. When the scale of the setting dial 221 is N (shift neutral), the output of the hydraulic continuously variable transmission 29 is set to substantially zero (the gear ratio is 0) regardless of the depression amount of the forward pedal 232 and the reverse pedal 233. maintain.

In the embodiment shown in FIG. 28, the horizontal axis represents the pedal depression amount (indicated as a percentage of the maximum depression amount, the rightward direction is that of the forward pedal, the leftward direction is that of the reverse pedal), and the vertical axis (see the left vertical axis) Is the speed ratio of the rotational speed of the output shaft 36 in the hydraulic continuously variable transmission 29 with respect to the rotational speed of the engine 5 [(the rotational speed of the output shaft 36 / the rotational speed of the engine 5) = 0-2]. A diagram of the pattern is shown. In FIG. 1-No. 15, the forward speed ratio pattern and the reverse speed ratio pattern are set to be the same (symmetrical). Further, FIG. 28 shows a diagram (indicated by a broken line) showing a change in the pedal depression force with respect to the pedal depression amount. That is, the right vertical axis represents the pedal effort (indicated as a percentage of the maximum value).

  In the embodiment, in the middle of the depression amount of the forward pedal 232 (or the reverse pedal 233) (for example, about 70% of the total depression amount), the depression force of the pedal is rapidly increased by the depression resistance changing unit 242 having the above-described configuration. It is like that. That is, when the pedal depression amount is from 0% to about 70%, the pedal depression force increases linearly and proportionally with a low gradient by resisting the urging force of the neutral position restoring means 241. At the position where the pedal depression amount is about 70%, the resistance force by the depression resistance changing means 242 is added, so the pedal depression force suddenly changes from about 20% of the maximum value to about 50%, and the pedal depression amount thereafter is about 70%. From 100 to 100%, the pedal effort increases in a substantially linear proportion with a high gradient.

  Each speed ratio pattern (speed ratio line) is also different between a region where the pedal depression amount is less than about 70% and a region where the pedal depression amount is larger than that. In the embodiment of FIG. 1-No. In the No. 11 line (No. 1 to No. 11 in order from the lower line in FIG. 28), the gradient of the gear ratio line is low in the region where the pedal depression amount is less than about 70%, and about 70%. In the region beyond the position, the gradient of the transmission ratio line is set to be high. When the gear ratio line is adopted, when the operator depresses the pedals 232 and 233 beyond the normal pedal depression amount range (within about 70%) with the intention of accelerating, the pedal depression force increases rapidly. I can feel it. Also, as will be described later, when the operator wants to increase the speed beyond the speed set by the gear ratio setting dial 221 in response to environmental changes, disturbances, etc., the operator needs to change the setting of the speed ratio setting dial 221. By simply depressing the pedals 232 and 233 by a predetermined amount or more, the speed can be increased easily.

  No. In line 12 (the twelfth line from the lower line in FIG. 28), the gear ratio line is set substantially in a straight line until the pedal depression amount is 0% to 100%. No. 13 and no. 14 (No. 13 and No. 14 counted from the lower line in FIG. 28), the gradient of the transmission ratio line in the region where the pedal depression amount exceeds about 70% is about 70%. It is set lower than the gradient in the area less than the position. No. A transmission gear ratio line of 15 is a straight line that becomes the transmission gear ratio 2 at a position where the pedal depression amount is about 70% (immediately before the pedal contacts the depression resistance changing means 242).

  The gear ratio adaptive control mode will be described with reference to the flowchart of the gear ratio control shown in FIG. As described above, the proportional control electromagnetic valve 203 is operated in proportion to the amount of depression of the forward pedal 232 (or the reverse pedal 233), and the main transmission hydraulic cylinder 556 is driven by the hydraulic oil from now on, so that the hydraulic pressure that is the main transmission mechanism. The hydraulic oil discharge amount of the hydraulic pump unit 500 of the continuously variable transmission 29 is controlled. In that case, automatic control is executed in which the final target value or the maintenance target of the gear ratio set by the gear ratio setting dial 221 is performed in conformity with changes in the environment. More specifically, the amount of depression of the speed change pedals 232 and 233 is self-monitored, and is automatically controlled to follow the target line of the speed ratio set by the speed ratio setting dial 221 in accordance with the change in the amount of depression. For this reason, the rotational speed of the main transmission output shaft 36 can be changed and adjusted steplessly.

  As shown in FIG. 29, in the gear ratio adaptive control, the engine is started (S1), the operator depresses the forward pedal 232 to the maximum depressed position (S2: yes), and then the work is performed with the gear ratio setting dial 221. When the operator selects / determines a desired gear ratio pattern (No. 1 to No. 15) according to the type or the like (S3), a predetermined shift stored in the RAM (a readable / writable memory) is stored in the controller 210 of this machine. The ratio pattern (No. 1 to No. 15) is read (S4).

Next, when the operator depresses the forward pedal 232 (reverse pedal 233) to move the tractor 1 forward (reverse), the pedal depression amount is read from the shift potentiometer 220 to the main controller 210 (S5). Based on the read numerical value, the calculation unit of the controller 210 of this machine calculates a target gear ratio value corresponding to the pedal depression amount on the selected gear ratio pattern (No. 1 to No. 15) (S6). ). When the scale of the setting dial 221 is N (shift neutral), the output of the hydraulic continuously variable transmission 29 is maintained at substantially zero (the gear ratio is 0) regardless of the depression amount of the forward pedal 232 and the reverse pedal 233. The

  On the other hand, in this machine controller 210, the engine speed is read from the engine speed sensor 215 at every constant time interval (sampling time interval) during traveling, and the main speed change output part speed sensor 116 sets the main speed change output part speed. Detect and read (S7). Whether the current gear ratio value is substantially equal to the target gear ratio value by calculating the current gear ratio value from the ratio between the engine speed (denominator) and the main gear shift output speed (numerator) at the sampling time (current) Is discriminated (S8).

  When the current gear ratio value is separated from the target gear ratio value by more than a predetermined percentage (S8: no), the main controller 210 corrects the applied voltage value of the proportional control solenoid valve 203, whereby the hydraulic pump unit 500 is corrected. The main transmission operation is executed to change or adjust the swash plate angle and control the amount of hydraulic oil discharged to the hydraulic motor unit 501 to increase or decrease the rotational speed of the main transmission output shaft 36 (S9). If the current speed ratio value is substantially equal to the target speed ratio value (when the current speed ratio value is within ± predetermined% with respect to the target speed ratio value) (S8: yes), the rotational speed of the main speed change output shaft 36 is maintained. (S10).

  Thus, feedback control is performed so that the current gear ratio value approaches (or matches) the target gear ratio value. In these cases, for example, the output torque fluctuation of the engine 5 is insufficient due to disturbance such as an increase in driving load when the tractor enters a soil area containing a lot of water from a dry soil area. Of course, when the engine 5 rotational speed deviates from a predetermined value due to circumstances or environmental changes, the engine controller 213 is operated to control the engine 5 rotational speed to be maintained at the predetermined value.

  If such gear ratio adaptive control is employed, the operator only needs to operate the forward pedal 232 or the reverse pedal 233, which is a gearshift pedal, after setting the gear ratio pattern of the gear ratio with the gear ratio setting dial 221. When the actual gear ratio value deviates from the target gear ratio value due to environmental changes or fluctuations in the work vehicle's running load, it can be automatically controlled so that it automatically approaches the target gear ratio value. The traveling operation can be made extremely simple by approximating the traveling operation in an automobile with a continuously variable transmission mechanism, and there is an effect that fatigue for a long time can be reduced.

  Further, since the automatic control is executed by correcting the operation of the proportional control solenoid valve 203, there is an effect that the control can be performed finely and quickly. Further, since the electronic governor 214 for controlling the rotational speed of the engine 5 according to the load is provided, it is not necessary for the operator to manually adjust the engine throttle, and the rotational speed of the engine 5 and the hydraulic stepless transmission are changed. The engine speed and the pump swash plate 509 angle can be controlled so that the output of the machine 29 can be kept highly efficient, and the traveling operation of the work vehicle can be changed to the traveling operation in an automobile with a continuously variable transmission mechanism. It can be approximated to make it extremely simple, and there is an effect that fatigue for a long time can be reduced. Instead of detecting the rotational speed of the main transmission unit, it is also possible to detect the vehicle speed (the rotational speed of the wheel) and calculate the gear ratio as an equivalent meaning.

  Next, with reference to FIGS. 30 to 33, an example of a detailed configuration and control mode regarding writing of a control program to each of the controllers 210, 213, 281, and 282 mounted on the tractor 1 will be described.

  Each controller 210, 213, 281, 282 requires a control program for controlling output system devices connected to the controllers 210, 213, 281, 282 (transmission ratio control, display control of the operation panel 276, etc.). However, at the stage of assembling each controller 210, 213, 281 and 282 to the tractor 1, the control program is not stored in each controller 210, 213, 281 and 282, and a communication control program necessary for CAN communication and an input ROM (not shown) includes an input / output control program for exchanging control information between the system device and the output system device, and an ID determination program for determining a CAN-ID (identifier) for identification with other controllers. ) Is only remembered. That is, all the controllers 210, 213, 281 and 282 before assembly are in the same state.

  Each controller 210, 213, 281, 282 includes a plurality of terminals T 1 to Tn (n is an integer of 2 or more) connected to the CAN communication bus 280. One of the terminals is a power supply terminal T1 for supplying power, and the other terminals T2 to Tn are basically connection terminals for transmitting control information. However, a part of the connection terminals T2 to Tn is used as an identification terminal for determining a CAN-ID (identification number) for identification with the other controllers 213, 281 and 282.

  The terminals T1 to Tn of each controller 210, 213, 281, 282 are connected to the CAN communication bus 280 via a connector 288 at a predetermined mounting location in the tractor 1. Specifically, a port section 289 in which terminals T1 to Tn are arranged in each controller 210, 213, 281, 282 is detachably inserted and fixed to a predetermined connector 288 in the CAN communication bus 280. An external terminal 290 for installing a control program for each of the controllers 210, 213, 281, and 282 can be connected to the CAN communication bus 280 via the external connector 291.

  In the embodiment, the controller 210, 213 connected to the connector 288 at a predetermined mounting location is changed by changing the presence / absence of grounding of the identification terminal in each controller 210, 213, 281, 282 for each connector 288 having a different mounting location. , 281, 282 are configured to automatically identify and grasp themselves as the controllers 210, 213, 281, 282 at predetermined mounting locations. Each controller 210, 213, 281, 282 determines how many identification terminals are to be used from the terminals T 1 to Tn based on control information transmitted from the external terminal 290 when connected to each connector 288. It is configured.

  In this case, since the number of controllers 210, 213, 281 and 282 mounted on the tractor 1 is four, two of the terminals T1 to Tn of each controller 210, 213, 281 and 282 (for example, T2 and T3) ) Is used as an identification terminal. In other words, based on the presence / absence of grounding of the identification terminals T2 and T3 via the connectors 288, two bits, that is, four kinds of unique information are set in the individual controllers 210, 213, 281 and 282. As a result, different CAN-IDs are allocated to the controllers 210, 213, 281, and 282.

  For example, when the empty controller port 289 is inserted into the connector 288 for the controller 210 of the machine, the identification terminals T2 and T3 are both in a high state (not grounded), and the controller identifies itself as the machine controller 210. To do. Then, the CAN-ID for this machine controller 210 is determined according to the ID determination program and stored.

  When the port portion 289 of the empty controller is inserted into the connector 288 for the engine controller 213, the identification terminal T2 is in the high state and the identification terminal T3 is in the low (grounded) state, and the controller is the engine controller 213. Identify. Then, the CAN-ID for the engine controller 213 is determined according to the ID determination program and stored.

  When the empty controller port 289 is inserted into the connector 288 for the work machine controller 281, the identification terminal T 2 is in the Low state and the identification terminal T 3 is in the High state, and the controller identifies itself as the work machine controller 281. . Then, the CAN-ID for the work machine controller 281 is determined according to the ID determination program, and is stored.

  When the empty controller port 289 is inserted into the connector 288 for the panel controller 282, the identification terminals T2 and T3 are both in the low state, and the controller identifies itself as the panel controller 282. Then, the CAN-ID for the panel controller 282 is determined according to the ID determination program and stored.

  The number of identification terminals of each controller is changed according to the number of controllers connected to the CAN communication bus 280. When 2k (k is an integer of 1 or more) controllers or less are connected to the CAN communication bus 280, 2k CAN-IDs are required. Each is set to the connector 288 at each mounting location, and control information for the number k of identification terminals is transmitted from the external terminal 290 to each controller. In addition, each controller 210, 213, 281, 282 connected to the connector 288 at a predetermined mounting location automatically identifies and grasps itself as the controller 210, 213, 281, 282 at the predetermined mounting location. For example, an analog input signal based on resistance, volume, or the like may be used, or the period or width of the pulse input signal may be used.

  With reference to the flowcharts of FIGS. 32 and 33, the CAN-ID setting and program writing modes of the controllers 210, 213, 281 and 282 will be described. In the embodiment, in a state where the controllers 210, 213, 281, and 282 are assembled to the tractor 1, the CAN communication ID 280 is set in each controller 210, 213, 281, and 282, and then the CAN communication bus 280 is set. A specific control program for each CAN-ID is read from the external terminal 290 connected to the PC and installed in a controller with a matching CAN-ID.

  When the external terminal 290 and the controllers 210, 213, 281 and 282 are connected via the CAN communication bus 280, the CAN-ID acquisition process shown in FIG. On the side of the controllers 210, 213, 281 and 282, the CAN-ID acquisition process shown in FIG. On the external terminal 290 side, information about the number k of identification terminals is transmitted to each controller 210, 213, 281, 282 (S100). Next, when the CAN-ID information determined based on whether or not the identification terminal is grounded (specific information) determined by the number k of identification terminals is received from each of the controllers 210, 213, 281 and 282 (S101: YES), The CAN-ID information is collated (S102).

  In this case, the external terminal 290 stores in advance 2k (four in the embodiment) CAN-IDs set by the controllers 210, 213, 281 and 282 in the ID determination program. In step S102, the stored CAN-ID is collated with the received CAN-ID. If the collation results for all the controllers 210, 213, 281 and 282 match (S103: YES), the CAN-ID acquisition process on the external terminal 290 side is terminated. When the collation results do not match (S103: NO), it is considered that the mismatching controller itself is abnormal or the CAN communication bus 280 connected to the controller is abnormal (disconnection, short circuit, etc.), so the display screen of the external terminal 290 After displaying the error of the mismatched CAN-ID (S104), the CAN-ID acquisition process on the external terminal 290 side is terminated.

  The CAN-ID verification may be performed by confirming the CAN-ID between the controllers 210, 213, 281 and 282, and determining that there is a controller abnormality or connection abnormality if there is a missing number. Further, by providing the CAN communication bus 280 with a normally ON (or always OFF) signal line for detecting an abnormality, it is possible to determine a controller abnormality or a connection abnormality from the abnormality of the signal line.

  When each controller 210, 213, 281, 282 receives information about the number k of identification terminals from the external terminal 290 (S 200: YES), it determines whether each identification terminal is grounded (specific information) determined from the number k of identification terminals. Based on this, it sets its own CAN-ID and stores it (S201). Next, information on its own CAN-ID is transmitted to the external terminal (S202), and the CAN-ID acquisition process on each controller 210, 213, 281, 282 side is terminated.

  When the external terminal 290 and the controllers 210, 213, 281, and 282 complete the control processes shown in FIG. 32, the external terminal 290 starts the write process shown in FIG. , 281, 282 side, the writing process shown in FIG. On the external terminal 290 side, a write request (existence confirmation request) is transmitted to each of the controllers 210, 213, 281 and 282 (S110).

  When the write permission (response) from each controller 210, 213, 281, 282 is not within the predetermined time (S111: NO), the controller itself without response is abnormal or the CAN communication bus 280 connected to the controller. Is considered abnormal (disconnection, short circuit, etc.), an error display of the controller with no response is displayed on the display screen of the external terminal 290 (S116), and the writing process on the external terminal 290 side is terminated. When writing permission (response) is received from each controller 210, 213, 281, 282 (S111: YES), a specific control program corresponding to the CAN-ID of each controller 210, 213, 281, 282 is read, The specific program is collated (S112).

  In this case, in the external terminal 290 (for example, a writing program), a security specific code such as a manufacturer code and a factory code is stored in advance. A similar unique code is also assigned to each control program. In step S112, the unique code on the external terminal 290 side is collated with the unique code on the control program side to be transmitted. If the two unique codes match (S113: YES), the control program is transmitted to the write target controllers 210, 213, 281 and 282 (S114). If the collation results do not match (S113: NO), the external terminal 290 (for example, the program for writing) or the control program is considered not to be a genuine product, so the writing process on the external terminal 290 side is terminated. After execution of step S114 (after transmission of the control program), when writing completion notifications are received from all the controllers 210, 213, 281 and 282 (S115: YES), the writing process on the external terminal 290 side is terminated.

  On the other hand, when receiving a write request from the external terminal 290 (S210: YES), each controller 210, 213, 281, 282 transmits a write permission to the external terminal 290 (S211). Then, since a specific control program corresponding to each controller 210, 213, 281, 282 is transmitted from the external terminal 290, each controller 210, 213, 281, 282 receives the specific control program and receives the EEPROM 210a, Write to 213a, 281a, 282a (install, S212). After the writing is completed, a writing end notification is transmitted to the external terminal 290 (S213), and the writing process on each controller 210, 213, 281, 282 side is ended.

  As is clear from the above description and FIGS. 32 and 33, the operation of the output system equipment based on the input system equipment and output system equipment provided in the control target part of the work vehicle 1 and the control information from the input system equipment. A work vehicle mounting control device comprising a plurality of control means 210, 213, 281 and 282 for controlling the vehicle and a communication bus 280 connecting the control means 210, 213, 281 and 282. In the state where 210, 213, 281, 282 is assembled to the work vehicle 1, an identifier corresponding to the unique information is set in each control means 210, 213, 281, 282, and the external terminal 290 connected to the communication bus 280 Since the control program for each identifier is read out and installed in the control means 210, 213, 281, 282 with the same identifier, After the control means 210, 213, 281, 282 are assembled to the work vehicle 1 and connected via the communication bus 280, the control means 210, 213, 13, 213 having the same identifier are received from the external terminal 290 connected to the communication bus 280. Individual control programs can be easily installed (written) in 281 and 282.

  Since each control means 210, 213, 281, 282 is set with an identifier corresponding to the unique information, it is possible to simplify the writing operation and reduce the risk of erroneous transmission of individual control programs. The writing man-hour can be reduced. Moreover, since identifiers corresponding to the specific information are set in each control means 210, 213, 281, 282 after assembling, all the control means 210, 213, 281, 282 before assembling are individually controlled by the control program. It is sufficient to prepare the same type (one type) that does not store. For this reason, in the assembling process, it is possible to reliably avoid a human error that attaches the wrong control means 210, 213, 281, 282 to each mounting position of the work vehicle 1, and simplifies the assembling work.

  Further, since no identifier is set in the control means 210, 213, 281 and 282 to which the unique information is not sent and the control program is not installed, each control means 210, 213, 281 and 282 is configured. Writing after checking the connection state of the control program, it is possible to eliminate the writing error of the control program. In addition, it is possible to detect abnormalities in the control units 210, 213, 281, 282, and abnormal connections with the communication bus 280 (power failure, disconnection, short circuit, etc.) based on the presence or absence of installation.

  As is clear from the above description and FIGS. 32 and 33, the operation of the output system equipment based on the input system equipment and output system equipment provided in the control target part of the work vehicle 1 and the control information from the input system equipment. A work vehicle mounting control device comprising a plurality of control means 210, 213, 281 and 282 for controlling the vehicle and a communication bus 280 connecting the control means 210, 213, 281 and 282. In a state where 210, 213, 281, and 282 are assembled to the work vehicle 1, the external terminal 290 connected to the communication bus 280 transmits an existence confirmation request for each of the control units 210, 213, 281, and 282 via the communication bus 280. Whether the program corresponding to the control means 210, 213, 281 or 282 responding to the presence confirmation request is installed. , Becomes the abnormality in the middle writing to the control means 210,213,281,282 to Nakuseru. Therefore, it is not necessary to replace the control means 210, 213, 281, 282 or rewrite the control program, and the writing workability is improved.

  Further, the control means 210, 213, 281 and 282 that do not respond to the presence confirmation request are configured so that the program from the external terminal 290 is not installed. In this respect as well, it is possible to prevent control program writing errors. Based on the presence / absence of installation, it is possible to detect an abnormality of each of the control means 210, 213, 281 and 282 and an abnormality in connection with the communication bus (power failure, disconnection, short circuit, etc.).

  As is clear from the above description and FIGS. 32 and 33, the operation of the output system equipment based on the input system equipment and output system equipment provided in the control target part of the work vehicle 1 and the control information from the input system equipment. And a communication bus 280 for connecting the control means 210, 213, 281, 282, and a communication bus 280. Is configured to install a program for each identifier in the control means 210, 213, 281 and 282 corresponding to the identifier in the external terminal 290 connected to the external terminal 290 for security purposes in the external terminal 290 and each control program. The unique code of the external terminal 290 is collated in advance with the unique code of each control program before installation, and the matching control is performed. Since the program is configured to be installed in the corresponding control means 210, 213, 281 and 282, it is not necessary to individually write a unique code in the control means 210, 213, 281 and 282 before assembly. Therefore, it is possible to reduce time and labor when preparing the control means 210, 213, 281 and 282 before assembly.

  In addition, since the control program whose collation result does not match is configured not to be installed in each control means 210, 213, 281, 282, other than the genuine control program is written in the control means 210, 213, 281, 282. Can prevent the risk of being damaged.

  In addition, this invention is not limited to the above-mentioned embodiment, It can be embodied in various aspects. For example, the control device for mounting a work vehicle according to the present invention is not limited to the tractor 1 as described above, but can be widely applied to various work vehicles such as agricultural machines such as a combine machine and special work vehicles such as a crane truck.

  Further, an identifier such as CAN-ID is stored in advance in each controller 210, 213, 281, 282, and each controller 210, 213, 281, 282 is connected to a connector 288 at a predetermined mounting location in the tractor 1. In some cases, the controllers 210, 213, 281, and 282 may collate the presence / absence (unique information) of the identification terminal via each connector 288 with the identifier. Furthermore, if all the control programs related to the tractor 1 are stored in advance in each of the controllers 210, 213, 281, 282, and the control program corresponding to the identifier is selected and installed, the external terminal 290 can be installed. It becomes unnecessary.

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

DESCRIPTION OF SYMBOLS 1 Tractor 5 Engine 29 Continuously variable transmission 210 Main machine controller 213 Engine controller 220 Shift potentiometer 221 Gear ratio setting dial 280 CAN communication bus 281 Work machine controller 282 Panel controller 288 Connector 289 Port unit 290 External terminal 291 External connector

Claims (1)

A plurality of control means (210) (213) for controlling the operation of the output system equipment based on the control information from the input system equipment and output system equipment provided in the control target part of the work vehicle (1). ) (281) and (282), in the respective control means (210) (213) (281) (282) between the work vehicle-mounted control system and a CAN communication bus (280) connecting the,
Each control means (210), (213), (281), and (282) is attached to the work vehicle (1), and the control means (210), (213), (281), and (282) have their unique information. A corresponding CAN-ID is set, the control program for each CAN-ID is read from the external terminal (290) connected to the CAN communication bus (280), and the control means (210) matching the CAN-ID is read. ) (213) (281) (282) installed,
The external terminal (290) and each control program have a unique code for security, and the external terminal (290) confirms the existence of each control means (210) (213) (281) (282). While transmitting the request via the CAN communication bus (280), the unique code of the external terminal (290) and the unique code of each control program are collated in advance before the installation, and the matched control program is Installed in the control means (210) (213) (281) (282) in response to the presence confirmation request;
Control device for work vehicle installation.

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