JP5719889B2 - Armrest unit - Google Patents

Description

  The present invention relates to an armrest unit applied to a working vehicle such as a tractor.

The present invention is an armrest unit including a case body arranged on the side of a driver's seat, a speed change operation member and a PTO on / off operation member supported by the case body, and the case body has an armrest on an upper surface. An armrest portion formed with a region and a forward extending portion extending forward from the armrest portion, the forward extending portion extending forward from the armrest portion and the proximal end portion forward A front end portion that extends, and the upper surface of the front end portion has a front high rear low region that is positioned upward as it goes forward from a portion adjacent to the upper surface of the base end portion, and the front high rear low region A top region adjacent to the front end of the front portion and a front low rear high region positioned downward as it goes forward from a portion adjacent to the top region. When Is supported in the longitudinal direction swingably the front extending portion to the swing axis line while being extended upward through a slit formed on the upper surface of the tip the distal portion acting Te, The upper surface of the tip side portion is related to the axial direction of the swing axis line, the machine width direction central region where the slit is formed, an inward region located closer to the driver's seat than the central region, and the central region An outer region located on the outer side, and between the central region and the inner region and between the central region and the outer region so that the central region is a concave shape that opens upward. Are respectively provided with an inner wall region and an outer wall region bulging upward, and the PTO on / off operation member has a distal end portion acting as an operation portion extending outward from the upper surface of the proximal end side portion. wherein is supported forwardly extending portion in a state of being, the The area where the operation part of the PTO on / off operation member is located on the upper surface of the end side part is located above the arm rest area so that the upper end of the operation part of the PTO on / off operation member is located below the upper surface of the arm rest area. And a wall region extending upward on the driver's seat side in the region where the operation portion of the PTO on / off operation member is located on the upper surface of the base end side portion . Provide units.

Preferably, the inner wall region bulges higher than the outer wall region .

Good Mashiku, the distal portion of the working machine lifting switch on and the inner region in the front and high rear lower region of the upper surface is provided et the.

Preferably, the side surface opposite to the driver's seat in the distal portion, the tip portion acts speed adjustment member in a state of being extended outward are found arranged to be about an axis rotates the operation unit .

FIG. 1 is a side view of a tractor which is an embodiment of a working vehicle to which the present invention is applied. FIG. 2 is a schematic diagram of transmission of the working vehicle. FIG. 3 is a hydraulic circuit diagram of the working vehicle. FIG. 4 is a system block diagram of a control device in the work vehicle. FIG. 5 is a cross-sectional plan view of the working vehicle along line VV in FIG. FIG. 6 is a perspective view of the vicinity of the armrest unit in the working vehicle with the driver's seat removed. FIG. 7 is a side view of the vicinity of the armrest unit, showing a state where the lever guide is removed. FIG. 8 is a side view of the armrest unit and a bracket that supports the armrest unit viewed from the inside in the body width direction. FIG. 9 is a side view of the armrest unit and the bracket as viewed from the outside in the body width direction. FIG. 10 is a perspective view of the armrest unit and the bracket as viewed from the outside in the body width direction. FIG. 11 is a plan view of the armrest unit and the bracket. FIG. 12 is an exploded side view of the armrest unit and the bracket as viewed from the inside in the body width direction. FIG. 13 is a longitudinal front view of the armrest unit taken along line XIII-XIII in FIG. FIG. 14 is an exploded perspective view of the armrest unit and the bracket as viewed from the outer side in the body width direction. FIG. 15 is an exploded perspective view of the frame of the armrest unit as viewed from the outside in the vehicle width direction. FIG. 16 is a partial plan view of the armrest unit in a state where a first cover in the armrest unit is removed. FIG. 17 is a partial bottom view of the armrest unit with a second cover removed from the armrest unit. FIG. 18 is a side view of the vicinity of the speed adjustment member in the armrest unit. FIG. 19 is a side view of the vicinity of the speed adjustment member with the first cover removed. FIG. 20 is a side view of the vicinity of the speed adjustment member with the second cover removed. FIG. 21 is a side view of the vicinity of the speed adjustment member in a state where both the first and second covers are removed, and the lock mechanism provided in the armrest unit sets the speed adjustment member in an inoperable locked state. It shows the state. FIG. 22 is a side view of the vicinity of the speed adjustment member in a state where both the first and second covers are removed, showing a state in which the lock mechanism is in an operable state in which the speed adjustment member can be operated. Yes. FIGS. 23A to 23C are schematic cross-sectional views showing modifications of the lock mechanism, respectively. FIG. 24 is a longitudinal sectional view of a speed change operation unit configured to be able to switch the speed adjusting member to a locked state or an operable state by a configuration different from that of the lock mechanism. 25 is an end view of the speed change operation unit taken along line XXV-XXV in FIG. 26 is an end view of the speed change operation unit along the line XXVI-XXVI in FIG. 24. FIGS. 26 (a) and 26 (b) show a state in which the operation cap is positioned at the lockable position and the lock position, respectively. Show. 27 is a cross-sectional view of the armrest unit taken along line XXVII-XXVII in FIG. FIG. 28 is a side view of a detent mechanism provided in the armrest unit. FIG. 29 is a longitudinal front perspective view of the armrest unit. FIG. 30 is a vertical side view of the armrest unit along a slit formed in the first cover. FIG. 31 is an enlarged side view of the armrest unit with the second cover removed. FIG. 32 is a side view of the working vehicle in the vicinity of the armrest unit. FIG. 33 is a schematic plan view of an operation panel unit installed on the lever guide so as to be positioned on the outer side in the vehicle width direction of the armrest unit. FIG. 34 is an exploded perspective view of the frame and the bracket of the armrest unit.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
First, a working vehicle to which the present invention is applied will be described.
1 to 3 show a side view, a transmission schematic diagram, and a hydraulic circuit diagram of a tractor as an example of the working vehicle.

  As shown in FIGS. 1 to 3, the working vehicle 1 includes a vehicle frame 2, an engine 3 supported by the vehicle frame 2, a transmission 4 to which rotational power is operatively transmitted from the engine 3, A pair of front wheels 5 and a pair of rear wheels 6 respectively disposed in the vehicle front-rear direction, and a working machine 10 such as a tiller that is operatively driven by rotational power from the transmission 4 are provided.

  In the working vehicle 1, the pair of rear wheels 6 act as main drive wheels that are operatively driven by rotational power from the transmission 4, and the pair of front wheels 5 act as steering wheels. It acts as a sub drive wheel that is selectively driven by the rotational power from the transmission 4.

  As shown in FIGS. 1 and 2, the transmission 4 acts as an input shaft 41 operatively connected to the engine 2, the rear wheel 6 acting as a main drive wheel from the input shaft 41, and a sub drive wheel. A traveling system transmission mechanism 20 inserted in a traveling system transmission path leading to the front wheel 5, a PTO shaft 35 that outputs rotational power toward the working machine 10, and a PTO that extends from the input shaft 41 to the PTO shaft 35. And a transmission case 30 that supports the input shaft 41 and the PTO shaft 35 and accommodates the traveling system transmission mechanism 20 and the PTO system transmission mechanism 30. doing.

  In the working vehicle 1, as shown in FIG. 2, the traveling transmission mechanism 20 is shifted by the speed change mechanism that changes the rotational speed and direction of the rotational power from the input shaft 41 and the speed change mechanism. A travel drive shaft 24 for inputting rotational power, and a main drive wheel side differential gear device 25 that differentially outputs the rotational power from the travel drive shaft 24 toward the pair of rear wheels 6 acting as main drive wheels. And a secondary drive wheel output device 26 capable of outputting the rotational power from the travel drive shaft 24 toward the pair of front wheels 5 acting as secondary drive wheels.

  In the present embodiment, as shown in FIG. 2, the speed change mechanism switches the rotation direction of the travel drive shaft 24 relative to the continuously variable transmission 21 acting as a main speed change device and the rotation direction of the input shaft 41. It has a possible forward / reverse switching device 22 and a multi-stage transmission 23 acting as a subtransmission.

In the present embodiment, the continuously variable transmission 21 is HST.
Specifically, as shown in FIG. 2, the continuously variable transmission 21 includes a pump shaft 211 that is operatively connected to the input shaft, and a hydraulic pump body 212 that is operatively driven to rotate by the pump shaft 211. At least one of a hydraulic motor body 214 fluidly driven by the hydraulic pump body 212, a motor shaft 213 operatively driven by the hydraulic motor body 214, the hydraulic pump body 212, and the hydraulic motor body 214. An output adjustment mechanism 215 capable of changing one volume amount is provided.
In the present embodiment, as shown in FIG. 2, the HST is an in-line type in which the pump shaft 211 and the motor shaft 213 are coaxially arranged.

  In the present embodiment, the output adjustment mechanism 215 is operated by an electric actuator for HST 510 (see FIG. 4 below) in the form of an electric motor or a combination of an electromagnetic valve and a hydraulic actuator.

  That is, the working vehicle 1 further includes the HST electric actuator 510 and a control device 400 that controls the operation of the HST electric actuator 510.

FIG. 4 shows a system block diagram of the control device 400.
As shown in FIG. 4, the control device 400 executes the operation control of the HST electric actuator 510 in accordance with a manual operation on a shift operation member 410 described later.

In the present embodiment, the forward / reverse switching device 22 is arranged downstream of the continuously variable transmission 21 with respect to the transmission direction, as shown in FIG.
The forward / reverse switching device 22 is configured to be able to transmit the rotational power input from the motor shaft 213 to the traveling intermediate shaft 27 by switching the rotational direction to the normal rotation direction or the reverse rotation direction.

  Specifically, the forward / reverse switching device 22 includes a forward gear train 22 </ b> F for transmitting rotational power from the motor shaft 213 to the traveling intermediate shaft 27 in the forward rotation direction, and the motor shaft 213 to the traveling intermediate shaft 27. A reverse gear train 22R for transmitting rotational power in the reverse direction, and a forward / reverse clutch mechanism 220 for switching the transmission state of the forward gear train 22F and the reverse gear train 22R.

  The forward / reverse clutch mechanism 220 includes a forward clutch 220F that transmits power from the motor shaft 213 to the traveling intermediate shaft 27 via the forward gear train 22F, and the motor shaft via the reverse gear train 22R. And a reverse clutch 220 </ b> R for transmitting rotational power from the 213 to the traveling intermediate shaft 27.

  As shown in FIG. 4, the forward / reverse clutch mechanism 220 is operated by a forward / reverse electric actuator 520 that is controlled by the control device 400 in response to an artificial operation on the forward / reverse switching operation member 411.

In the present embodiment, the forward / reverse clutch mechanism 220 is in the form of a hydraulic clutch as shown in FIG.
Accordingly, as shown in FIG. 3, the forward / reverse electric actuator 520 includes a forward rotation solenoid valve 520F that switches supply / discharge of hydraulic fluid from a hydraulic source to the forward rotation clutch 220F, and a reverse rotation clutch 220R from the hydraulic source. And a reverse solenoid valve 520R for switching between supply and discharge of the hydraulic oil to and from.
As shown in FIG. 4, the control device 400 controls the position of the forward solenoid valve 520 </ b> F and the reverse solenoid valve 520 </ b> R according to an artificial operation on the forward / reverse switching operation member 411.

Preferably, when the forward / reverse switching operation member 411 is positioned at the neutral position, the control device 400 uses the forward rotation so that both the forward rotation hydraulic clutch 220F and the reverse rotation hydraulic clutch 220R are in a power cut-off state. The position of the solenoid valve 520F and the reverse solenoid valve 520R is controlled.
The forward / reverse switching operation member 411 can be separated from the speed change operation member 410 or can be integrated.

In the present embodiment, the multi-stage transmission 23 is disposed downstream of the forward / reverse switching device 22 in the transmission direction, as shown in FIG.
The multi-stage transmission 23 is configured so that the rotational power of the traveling intermediate shaft 27 can be subjected to multi-stage shifting and transmitted to the traveling drive shaft 24.

  In the present embodiment, the multi-stage transmission 23 includes a high speed gear train 23H for rotating the travel drive shaft 24 at a high speed and a low speed gear train 23L for rotating the travel drive shaft 24 at a low speed. And a high / low speed switching clutch 230 for selectively transmitting the high speed gear train 23H or the low speed gear train 23L.

The high / low speed switching clutch 230 is actuated by a high / low speed switching electric actuator 530 in the form of an electric motor or a combination of an electromagnetic valve and a hydraulic actuator, as shown in FIG.
The high / low speed switching electric actuator 530 is controlled by the control device 400 in response to an artificial operation to the high / low speed switching operation member 420.

The auxiliary drive wheel output device 26 is configured to selectively output the rotational power from the travel drive shaft 24 toward the auxiliary drive wheel.
Specifically, the auxiliary drive wheel output device 26 is interposed between the auxiliary drive wheel output shaft 265 that outputs rotational power toward the auxiliary drive wheel, and the travel drive shaft 24 and the auxiliary drive wheel output shaft 265. The auxiliary drive wheel clutch mechanism 260 is provided.

  In the present embodiment, the auxiliary drive wheel output device 26 drives the secondary drive wheel at a rotational speed synchronized with the main drive wheel and a two-drive state in which power transmission to the auxiliary drive wheel is interrupted. The constant-speed four-wheel drive state and the increased-speed four-wheel drive state in which the auxiliary driving wheel is driven at a higher rotational speed than the main driving wheel can be selectively displayed.

  Specifically, the auxiliary drive wheel output device 26 rotates the auxiliary drive wheel output shaft 265 in synchronization with the travel drive shaft 24 in addition to the auxiliary drive wheel output shaft 265 and the auxiliary drive wheel clutch mechanism 260. And a speed increasing gear train 261H for rotating the auxiliary drive wheel output shaft 265 at a higher speed than the travel drive shaft 24.

  The sub-drive wheel clutch mechanism 260 selectively switches the constant speed gear train 261L to the power transmission state and the speed increase gear train 261H to the power transmission state. And a speed-up clutch 260H.

  The constant speed clutch 260L and the speed increasing clutch 260H are actuated by a 2WD / 4WD switching electric actuator 540 as shown in FIG.

In the present embodiment, the sub-drive wheel clutch mechanism 260 is in the form of a hydraulic clutch.
Therefore, the 2WD / 4WD switching electric actuator 540 includes a constant speed electromagnetic valve 540L that switches supply / discharge of hydraulic fluid from a hydraulic source to the constant speed clutch 260L, as shown in FIG. To a speed increasing electromagnetic valve 540H for switching the supply and discharge of hydraulic oil to and from the speed increasing clutch 260H.

  As shown in FIG. 4, the control device 400 determines the position of the constant speed electromagnetic valve 540L and the speed increasing electromagnetic valve 540H in accordance with the 2WD / 4WD switching operation member 430 and the steering angle of the work vehicle 1. Take control.

Specifically, the 2WD / 4WD switching operation member 430 is configured to be able to take a 2WD position, a 4WD position, and a 4WD acceleration position.
When it is determined that the 2WD / 4WD switching operation member 430 is positioned at the 2WD position based on the signal from the 2WD / 4WD switching operation side sensor 431, the control device 400 determines that the constant speed hydraulic clutch The constant speed solenoid valve 540L and the speed increasing solenoid valve 540H are operated so that both 260L and the speed increasing hydraulic clutch 260H are in a power cut-off state.

  When it is determined that the 2WD / 4WD switching operation member 430 is positioned at the 4WD position based on the signal from the 2WD / 4WD switching operation side sensor 431, the control device 400 determines the constant speed hydraulic pressure. The constant speed electromagnetic valve 540L and the speed increasing electromagnetic valve 540H are operated so that the clutch 260L is in a power transmission state and the speed increasing hydraulic clutch 260H is in a power cut-off state.

  On the other hand, when it is determined that the 2WD / 4WD switching operation member 430 is positioned at the 4WD acceleration position based on the signal from the 2WD / 4WD switching operation side sensor 431, the control device 400 detects the steering angle sensor. Based on the signal from 571, the constant speed solenoid valve 560L and the constant speed hydraulic clutch 260L are in a power transmission state when the vehicle is traveling straight, and the acceleration hydraulic clutch 260H is in a power transmission state when the vehicle is turning. The speed increasing solenoid valve 540H is operated.

  As shown in FIG. 2, the PTO transmission mechanism 30 includes a PTO clutch device 31 that selectively engages or shuts off power transmission from the input shaft 41 to the PTO shaft 35, and a PTO clutch device 31 from the input shaft 41 to the PTO. And a PTO multi-stage transmission 32 that multi-stages the rotational power transmitted to the shaft 35.

  The PTO clutch device 31 includes a drive side member 311 operatively connected to the input shaft 41, a driven side member 312 operatively connected to the PTO shaft 35, and the drive side member 311 to the driven side member 312. And a PTO clutch mechanism 313 that selectively engages or disengages power transmission.

  As shown in FIG. 4, the PTO clutch mechanism 313 is actuated by a PTO electric actuator 550 that is actuated and controlled by the control device 400 in response to an artificial operation on a PTO on / off operation member 440.

In the present embodiment, the PTO clutch mechanism 313 is in the form of a hydraulic clutch as shown in FIG.
Therefore, as shown in FIG. 3, the PTO electric actuator 550 is in the form of a PTO on / off solenoid valve that switches supply and discharge of hydraulic fluid from a hydraulic source to the PTO clutch mechanism 313.
The control device 400 controls the position of the PTO on / off electromagnetic valve 550 in response to an artificial operation on the PTO on / off operation member 440.

  In the present embodiment, as shown in FIGS. 2 and 3, the PTO clutch device 31 further operates against the PTO clutch mechanism 313 to apply braking force to the driven member 312. Has a PTO brake mechanism 314.

  In the present embodiment, the PTO multi-stage transmission 32 is arranged downstream of the PTO clutch device 31 with respect to the transmission direction, as shown in FIG.

  Specifically, the PTO multi-stage transmission 32 includes a PTO transmission shaft 321 operatively connected to the driven member 312 of the PTO clutch device 31, a PTO transmission shaft 322 operatively connected to the PTO shaft 35, and the PTO. A plurality of PTO transmission gear trains 323 for transmitting rotational power from the transmission shaft 321 to the PTO transmission shaft 322 with different transmission ratios, and a PTO transmission gear train of any one of the plurality of PTO transmission gear trains 323 are selectively powered. And a PTO transmission clutch member 324 that is in a transmission state.

  As shown in FIGS. 1 to 3, the working vehicle 1 further includes a power steering hydraulic operating mechanism 270 for steering the pair of steered wheels (the front wheel 5 in the present embodiment), and the work machine. A hydraulic elevating mechanism 275 for elevating and lowering 10, a hydraulic tilting mechanism 280 for changing the horizontal posture of the working machine 10 with respect to the vehicle main unit, the power steering hydraulic operating mechanism 270, the forward / reverse hydraulic clutch mechanism 220, A first auxiliary pump 285 acting as a hydraulic pressure source for the auxiliary drive wheel hydraulic clutch mechanism 260 and the hydraulic PTO clutch mechanism 313, and a second auxiliary pump acting as a hydraulic pressure source for the hydraulic lifting mechanism 275 and the hydraulic tilt mechanism 280. 290.

  As shown in FIGS. 1 and 3, the hydraulic elevating mechanism 275 includes a cylinder case 276 placed on the upper surface of the mission case 40, and an elevating piston 277 accommodated in the cylinder case 276 so as to reciprocate. A pair of left and right lift arms whose base ends are pivotally supported by the cylinder case 276 so as to swing around a pivot shaft 278 along the vehicle width direction in accordance with the reciprocating movement of the lifting piston 277. 278L and 278R.

  As shown in FIG. 1, the free ends of the pair of left and right lift arms 278L and 278R are operatively connected to the work implement 10 via a pair of left and right lift rods 279L and 279R.

Specifically, as shown in FIG. 1, the work machine 10 is attached to the vehicle main unit via a top link 11 and a pair of left and right lower links 12L and 12R.
One end of the top link 11 is rotatably connected to the vehicle main body, and the other end is rotatably connected to the work machine 10.

  The pair of left and right lower links 12L and 12R has one end portion rotatably connected to the vehicle main body and the other end portion rotatably connected to the work machine 10.

  The pair of left and right lift rods 279L and 279R are pivotally connected at their upper ends to the free ends of the pair of left and right lift arms 278L and 278R, and the lower ends of the pair of left and right lower links 12L and 12R. It is rotatably connected to the middle part in the front-rear direction.

  As shown in FIG. 4, the hydraulic lifting mechanism 275 is controlled by the control device 400 in response to a manual operation on the work implement lifting lever 450 and the work implement lifting switch 460.

  Specifically, as shown in FIGS. 3 and 4, the working vehicle 1 includes an electromagnetic lift valve 560 that switches supply and discharge of hydraulic fluid from the second auxiliary pump 290 acting as a hydraulic pressure source to the hydraulic lift mechanism 275. And the control device 400 controls the operation of the electromagnetic lift valve 560 in response to a manual operation on the work implement lift lever 450 and the work implement lift switch 460, whereby the hydraulic lift mechanism 275 Operate.

  The hydraulic tilt mechanism 280 is inserted into one of the pair of left and right lift rods 279L and 279R, and expands and contracts by hydraulic oil supply / discharge control, thereby causing the working machine 10 to have a horizontal posture with respect to the vehicle main unit. It is configured to be changed.

  Specifically, as shown in FIG. 3, the hydraulic tilting mechanism 280 includes a tilting cylinder 281 and a tilting piston 282 accommodated in the tilting cylinder 281 so as to reciprocate.

  As shown in FIG. 4, the hydraulic tilt mechanism 280 is controlled by the control device 400 in response to a manual operation on the work implement tilt operation member 470.

  Specifically, as shown in FIG. 3, the working vehicle 1 has a tilting electromagnetic valve 565 that switches supply and discharge of hydraulic fluid from the second auxiliary pump 290 acting as a hydraulic pressure source to the hydraulic tilting mechanism 280. The control device 400 controls the operation of the electromagnetic solenoid valve 565 for tilting in response to an artificial operation on the work implement tilting operating member 470, whereby the hydraulic lifting mechanism 280 is operated.

Here, a control structure by the control device 400 will be described.
First, a traveling system control structure in the control device 400 will be described.
As shown in FIG. 4, the working vehicle 1 includes the shift operation member 410 for operating the HST 21, a shift operation side sensor 415 for detecting the operation state of the shift operation member 410, and output adjustment of the HST 21. The HST electric actuator 510 that operates the member 215 and the shift operation side sensor 511 that detects the operation state of the output adjustment member 215 are provided.

In the present embodiment, as shown in FIG. 4, the speed change operation member 410 includes a main speed change operation member 410a and a speed adjustment member 410b, each of which can be operated manually.
Accordingly, the speed change operation side sensor 415 includes a main speed change sensor 415a and a speed adjustment operation side sensor 415b that detect the operation states of the main speed change operation member 410a and the speed adjustment member 410b.

The main transmission operation member 410a is a member for setting a transmission ratio by the HST 21.
On the other hand, the speed adjusting member 41b is a member for changing the output speed of the HST 21 in a state where the output speed of the HST 21 based on the gear ratio set by the main transmission operation member 410a is set to the highest speed output.

  Thus, by providing the main speed change operation member 410a and the speed adjustment member 410b as the speed change operation member 410, the shift stage of the output speed of the HST 21 can be subdivided.

  The control device 400 operates the HST electric actuator 510 so that the actual output speed of the HST 21 becomes a target output speed set by the main speed change operation member 410a and the speed adjustment member 410b.

  The control device 400 includes the shift operation side sensor 511 that detects the operation state of the HST electric actuator 510, the output adjustment side sensor 512 that detects the operation state of the output adjustment member 215, and / or the motor shaft 213. The actual output speed of the HST 21 is recognized based on the HST output sensor 513 that detects the rotation speed of the HST 21.

  As shown in FIG. 4, the work vehicle 1 further includes a forward / reverse switching operation member 411 for operating the forward / reverse switching device 22 and a forward / backward movement detecting state of the forward / backward switching operation member 411. A switching operation side sensor 412, the forward / reverse electric actuator 520, and a forward / reverse switching operation side sensor 521 that detects an operating state of the forward / reverse switching device 22 are provided.

  Specifically, when the control device 400 determines that the forward / reverse switching operation member 411 is positioned on the forward side or the backward side based on a signal from the forward / reverse switching operation side sensor 412, the forward / reverse switching device 22 moves forward. The forward / reverse electric actuator 520 is operated so as to be in a transmission state and a reverse transmission state, and the forward / reverse switching operation member 411 is positioned at a neutral position based on a signal from the forward / reverse switching operation side sensor 412. When the determination is made, the forward / reverse electric actuator 520 is operated so that the forward / reverse switching device 22 is in a power cut-off state.

  The forward / reverse switching operation side sensor 521 may include a sensor that detects the operating state of the forward / reverse electric actuator 520 and / or a sensor that detects the rotational direction of the driven side of the forward / reverse switching device 22.

As shown in FIG. 4, the working vehicle 1 further includes a high / low speed switching operation member 420 for operating the multi-stage transmission 23 and a high / low speed switching operation for detecting an operation state of the high / low speed switching operation member 420. An operation side sensor 425, the high / low speed switching electric actuator 530, and a high / low speed switching operation side sensor 531 for detecting an operating state of the high / low speed switching device 23 can be provided.
Instead of such a configuration, the high / low speed switching operation member 420 and the shifter of the multi-stage transmission 23 can be operatively connected via a mechanical link mechanism.

  3 and 4, the working vehicle 1 further includes a steering member 485 such as a steering wheel for steering the steering wheel (the front wheel 5 in the present embodiment), and the steering member 485. The steering operation side sensor 486 for detecting the operation state of the power steering, the power steering hydraulic operation mechanism 270, the power steering electromagnetic valve 570 for switching the supply and discharge of hydraulic fluid from the hydraulic power source to the power steering hydraulic operation mechanism 270, and the work A steering angle sensor 571 for detecting the steering angle of the vehicle 1 is provided.

  Based on signals from the steering operation side sensor 486 and the steering angle sensor 571, the control device 400 controls the power steering solenoid valve so that the work vehicle 1 is steered in response to an operation on the steering member 485. 570 is activated.

  As shown in FIG. 4, the working vehicle 1 further includes the 2WD / 4WD switching operation member 430 and the 2WD / 4WD switching operation member 430 for operating the auxiliary driving wheel output device 26. Sub-driving wheel output switching operation for detecting the operating state of the 2WD / 4WD switching operation side sensor 431 for detecting the operation state, the 2WD / 4WD switching electric actuator 540, and the auxiliary driving wheel output device 26. Side sensor 541.

Next, the PTO system control structure in the control device 400 will be described.
As shown in FIG. 4, the working vehicle 1 includes a PTO on / off operation member 440 for engaging or blocking a power transmission state from the engine 2 to the PTO shaft 35, and the PTO on / off operation member 440. A PTO on / off operation side sensor 441 for detecting the operation state of the PTO, an electric actuator for PTO 550, and a PTO operation side sensor 551 for detecting the operation state of the PTO clutch mechanism 313.

  The control device 400 operates the PTO electric actuator 550 so that the PTO clutch mechanism 313 is in a power transmission state or a power cutoff state in response to an artificial operation on the PTO on / off operation member 440.

  The PTO operation side sensor 551 can be, for example, a sensor that detects the presence or absence of rotation of the driven member 312 of the PTO clutch device 31.

  The working vehicle 1 further includes a PTO drive mode switching operation member 445 for switching the drive mode of the PTO shaft 35, and a PTO drive mode sensor 446 for detecting an operation state of the PTO drive mode switching operation member 445. ing.

The PTO drive mode switching operation member 445 is a member for switching the operation control mode of the PTO clutch mechanism 313 by the control device 400.
Specifically, the PTO drive mode switching operation member 445 is configured to be able to take an interlocking position, an independent position, and a lift interlocking position.

  In the state where the PTO drive mode switching operation member 445 is located at the interlocking position, the control device 400 switches the transmission state of the PTO clutch mechanism 313 according to the operation state of the PTO on / off operation member 440. When the PTO electric actuator 550 is operated while the travel system transmission path is in the power cut-off state, the PTO clutch mechanism 313 is forcibly turned off regardless of the operation state of the PTO on / off operation member 440. The PTO electric actuator 550 is operated as follows.

  In the state where the PTO drive mode switching operation member 445 is positioned at the independent position, the control device 400 changes the operation state of the PTO on / off operation member 440 regardless of the power transmission state of the traveling system transmission path. Accordingly, the PTO electric actuator 550 is operated so that the transmission state of the PTO clutch mechanism 313 is switched.

  In a state where the PTO drive mode switching operation member 445 is positioned at the lift interlocking position, the control device 400 switches the transmission state of the PTO clutch mechanism 313 according to the operation state of the PTO on / off operation member 440. When the working machine 10 is raised to a predetermined raised position by the hydraulic lifting mechanism 275 while operating the PTO electric actuator 550 as described above, the PTO clutch mechanism regardless of the operating state of the PTO on / off operation member 440. The PTO electric actuator 550 is operated so as to force 313 to be in a power cut-off state.

Next, a work implement attitude control structure in the control device 400 will be described.
As shown in FIG. 4, the work vehicle 1 includes a work machine lifting lever 450 for raising and lowering the work machine 10 to an arbitrary height, and a work machine lifting operation for detecting an operation state of the work machine lifting lever 450. A side sensor 451, the hydraulic lifting mechanism 275, the electromagnetic lifting valve 560, and a work implement lifting operation side sensor 561 that detects the height of the work implement 10.

  The control device 400 includes the work implement elevating operation side sensor 451 and the work implement elevating operation side sensor 561 so that the work implement 10 is positioned at a height corresponding to the manual operation of the work implement elevating lever 450. The operation of the electromagnetic lift valve 560 is controlled based on the above signal.

  The work implement lifting operation side sensor 561 may be a sensor that detects an operating state of the hydraulic lifting mechanism 275 (for example, a swing angle of the lift arms 278L and 278R around the rotation shaft 278).

  The working vehicle 1 further sets the ascending position, and the working machine elevating switch 460 including an ascending switch 460U and a descending switch 460D for raising and lowering the working machine 10 to predetermined ascending and descending positions. Ascending position setting member 455, ascending position sensor 456 for detecting an operating state of ascending position setting member 455, a descending position setting member 458 for setting the descending position, and an operating state of the descending position setting member 458 are detected. And a lowered position sensor.

  When the lift switch 460U is operated, the control device 400 operates the lift position sensor 456 and the work implement ascending / descending operation so that the work implement 10 is raised to the lift position set by the lift position setting member 455. Based on the signal from the side sensor 561, the operation of the electromagnetic lift valve 560 is controlled.

  Similarly, when the lowering switch 460D is operated, the control device 400 causes the lowering position sensor and the working machine to lower the working machine 10 to the lowering position set by the lowering position setting member 458. Based on a signal from the lift operation side sensor 561, the operation of the electromagnetic lift valve 560 is controlled.

In the present embodiment, the work implement elevating lever 450 is also configured to act as the lowered position setting member 458.
Therefore, the work implement lifting operation side sensor 451 is also used as the lowered position sensor.

  Further, the work vehicle 1 detects the operation state of the descent speed change position setting member 465 that sets the height for changing the descent speed when the work implement 10 is lowered, and the descent speed change position setting member 465. A descent speed change position operation side sensor 466.

  When the work device 10 is lowered in response to an artificial operation to the work implement lifting lever 450 or the lowering switch 460D, the control device 400 is basically at a height set by the lowering speed change position setting member 465. The operation of the electromagnetic lift valve 560 is controlled so that the work implement 10 descends at a speed and lower than the basic speed in a region lower than the height so that the work implement 10 descends to a target lowered position.

  The work vehicle 1 further includes a work machine tilt operation member 470, a work machine tilt operation side sensor 471 that detects an operation state of the work machine tilt operation member 470, a hydraulic tilt mechanism 280, and the tilt solenoid valve. 565 and an inclination angle sensor 566 for detecting the inclination angle of the working machine 10.

  In the present embodiment, the work implement tilt operation member 470 includes a tilt setting member 470a for setting a tilt angle in the left-right direction with respect to the vehicle main unit of the work implement 10, and a horizontal tilt with respect to the vehicle main unit of the work implement 10. An automatic inclination adjustment mode selection member 470b that selects an automatic inclination adjustment mode that automatically adjusts the angle to the inclination angle set by the inclination setting member 470a, and the left-right direction inclination angle of the working machine 10 with respect to the vehicle main unit is arbitrarily changed. A manual tilting operation member 470c.

  Accordingly, the work implement tilt operation side sensor 471 includes an automatic tilt operation side sensor 471a that detects an operation state of the tilt setting member 470a, and a manual tilt operation side sensor 471c that detects an operation state of the manual tilt operation member 470c. Is included.

  When the automatic tilt adjustment mode is selected, the control device 400 causes the automatic tilt operation side sensor 471a so that the horizontal tilt angle of the work implement 10 becomes the tilt angle set by the tilt setting member 470a. Based on the signal from the tilt angle sensor 566, the operation of the tilting solenoid valve 565 is controlled.

  On the other hand, when the manual tilt operating member 470c is operated, the control device 400 causes the manual tilt so that the horizontal tilt angle of the work implement 10 becomes the tilt angle set by the manual tilt operating member 470c. Based on signals from the operation side sensor 471c and the tilt angle sensor 566, the operation of the tilt electromagnetic valve 565 is controlled.

  When a tilling device is used as the working machine 10, the working vehicle 1 further includes a tilling depth setting member 480 for setting a tilling depth by the tilling device and an operation state of the tilling depth setting member 480. A tillage depth operation side sensor 481 for detecting the tillage depth, an tillage depth electric actuator 580 for changing the tillage depth of the tillage device, and a tillage depth operating side sensor 581 for detecting the tillage depth of the tillage device. Can be prepared.

Here, the armrest unit 600 provided in the working vehicle 1 will be described.
FIG. 5 shows a cross-sectional plan view of the vicinity of the driver's seat 50 along the line VV in FIG.
As shown in FIG. 5, the armrest unit 600 is disposed on one side of the driver seat 50 in the work vehicle 1.

FIG. 6 is a perspective view of the vicinity of the armrest unit 600 with the driver seat 50 removed.
As shown in FIG. 6, in the working vehicle 1, a lever guide is provided so as to straddle the fender 55 and the floor member 60 extending between the driver seat 50 and the fender 55 disposed on the side of the driver seat 50. 65 is provided.
The armrest unit 600 is disposed above the lever guide 65 in the middle of the lever guide 65 in the body width direction.

FIG. 7 shows a side view of the vicinity of the armrest unit 600 with the lever guide 65 removed.
As shown in FIGS. 6 and 7, in the working vehicle 1, a bracket 80 is erected on the floor member 60 between the driver's seat 50 and the fender 55, and the armrest unit 600 includes the lever The guide 65 is supported by the bracket 80 so as to be positioned above the lever guide 65 in the middle of the body width direction of the guide 65.

  FIGS. 8 to 11 respectively show an inner side view, an outer side view, an outer perspective view, and an outer perspective view of the body width direction of the armrest unit 600 and the bracket 80.

  As shown in FIGS. 8 to 11, the armrest unit 600 includes a case body 610 disposed on the side of the driver's seat 50 and having an armrest region 601 formed on the upper surface, and an operation supported by the case body 610. And a member (hereinafter referred to as an armrest mounting operation member).

  As shown in FIGS. 8, 9, and 11, the case body 610 has an armrest portion 610A having the armrest region 601 formed on the upper surface, and a front extending portion 610B extending forward from the armrest portion 610A. doing.

FIG. 12 is an exploded side view of the armrest unit 600 and the bracket 80 viewed from the inner side in the body width direction.
As shown in FIG. 12, the case body 610 includes a frame 611 supported by the bracket 80 and a cover 612 attached to the frame 611.
The cover 612 includes first and second covers 613 and 614 that cover the upper and lower sides of the frame 611, respectively.

As shown in FIGS. 6 to 11 and the like, the armrest mounting operation member includes the speed change operation member 410 and the PTO on / off operation member 440.
As described above, in the present embodiment, the speed change operation member 410 includes the main speed change operation member 410a and the speed adjustment member 410b.

The speed change operation member 410 and the PTO on / off operation member 440 have a distal end portion that acts as an operation portion extending outward from the case body 610 and the speed change operation member 410 is in front of the PTO on / off operation member 440. And is supported by the front extension 610B.
Note that operation caps are attached to the respective distal ends of the main transmission operation member 410a, the speed adjustment member 410b, and the PTO on / off operation member 440.

According to the armrest unit 600 having such a configuration, the following effects can be obtained.
That is, in the armrest unit 600, the frequently used shift operation member 410 is disposed on the front side farther from the armrest region 601 than the PTO on / off operation member 440.
Therefore, the operator can easily operate the speed change operation member 410 with the elbow placed on the armrest region 601.

Further, in the armrest unit 600, the PTO on / off operation member 440 is disposed between the speed change operation member 410 and the armrest region 601 in the vehicle longitudinal direction.
According to such a configuration, it is possible to improve the operability of the PTO on / off operation member 440 based on the basic operation posture by the operator.

  More specifically, at the time of starting operation or traveling operation of the work vehicle 1, the operator operates the steering member 485 with one hand (for example, the left hand) to adjust the traveling direction of the work vehicle 1, while the other The shift operation member 410 is operated with the other hand (for example, the right hand) to take a basic operation posture in which the vehicle speed of the work vehicle 1 is adjusted.

  When starting the work by the work implement 10, the operator performs a drive start operation of the work implement 10 by the PTO on / off operation member 440, and then shifts to the basic operation posture to move the work vehicle 1 Start off.

Further, when the work vehicle 1 is too close to a side groove or an obstacle during a work run in which the work vehicle 1 is driven while the work machine 10 is driven, the operator urgently stops the work machine 10. Therefore, it is necessary to perform a drive stop operation of the work machine 10 by the PTO on / off operation member 440.
Therefore, it is desirable that the PTO on / off operation member 440 is installed in a place where the PTO on / off operation member 440 can be easily operated on the basis of the basic operation posture.

In this regard, in the present embodiment, as described above, the PTO on / off operation member 440 extends forward so that the PTO on / off operation member 440 is positioned between the speed change operation member 410 and the armrest region 601 in the vehicle longitudinal direction. It is supported by the portion 610B.
Therefore, the operability of the PTO on / off operation member 440 based on the basic operation posture can be improved.

  Further, the armrest unit 600 makes contact with the operator's hand against the PTO on / off operation member 440 while improving the operability of the PTO on / off operation member 440 based on the basic operation posture. In order to effectively prevent this, the following configuration is provided.

As shown in FIGS. 8, 9, and 11, the front extension 610B includes a base end side portion 610C that supports the PTO on / off operation member 440, a front end side portion 610C, and the front end side portion 610C. A front end portion 610D that supports the speed change operation member 410.
The PTO on / off operation member 440 is supported by the base end portion 610C in a state where the operation portion extends upward.

FIG. 13 shows a longitudinal front view of the armrest unit 600 along the line XIII-XIII in FIG.
As shown in FIGS. 8, 11, and 13, a region 610 </ b> C (1) where the operation portion of the PTO on / off operation member 440 is located on the upper surface of the base end side portion 610 </ b> C is the PTO on / off operation member. The upper end of the operation portion 440 (the upper end of the operation cap) is disposed below the armrest region 601 so as to be positioned below the upper surface of the armrest region 601.

  According to such a configuration, the operator's hand contacts the PTO on / off operation member 440 unexpectedly while improving the operability of the PTO on / off operation member 440 based on the basic operation posture. Can be effectively prevented.

Further, as shown in FIGS. 11 and 13, the upper surface of the base end portion 610 </ b> C is located on the driver seat 50 side of the region 610 </ b> C (1) where the operation portion of the PTO on / off operation member 440 is located. It has a wall region 610C (2) extending upward.
By providing the wall region 610C (2), erroneous operation of the PTO on / off operation member 440 can be more effectively prevented.

Preferably, as shown in FIG. 11 and the like, the wall region 610C (2) is provided over the entire vehicle longitudinal direction of the base end side portion 610C between the distal end side portion 610D and the armrest portion 610A.
According to such a configuration, the substantially flat region 610C (1) is surrounded by the distal end side portion 610D, the wall region 610C (2), and the armrest portion 610A, and the PTO on / off operation member 440 Misoperations can be prevented more effectively.

  As shown in FIGS. 8, 9, and 11, the top surface of the tip side portion 610D (in this embodiment, the top surface of the portion of the first cover 613 corresponding to the tip side portion 610D) is the base side. A front high rear low region 610D (1) positioned upward as it goes forward from a portion adjacent to the upper surface of the end portion 610C, and a top region 610D (adjacent to the front end of the front high rear low region 610D (1)) 2) and a front low rear high region 610D (3) positioned downward as it goes forward from a portion adjacent to the top region 610D (2).

  As shown in FIGS. 8, 9, 11, and 12, the main speed change operation member 410a has the top portion in a state in which the tip portion acting as the operation portion extends upward from the upper surface of the tip side portion 610D. The above-mentioned front high rear low region 610D (1) and the front low rear high region 610D (3) can be swung over both sides of the region 610D (2) so as to be swingable around the swing axis. It is supported by the tip side portion 610D.

In such a configuration, the front high / low / low region 610D (1) further includes a portion where the operation portion of the main transmission operation member 410a is located, as shown in FIGS. The working machine up / down switch 460 is provided in a region close to the driver's seat 50.
According to such a configuration, it is possible to improve the operability of the work implement lift switch 460 with the basic operation posture as a reference.

  As shown in FIGS. 9 to 11 and the like, the speed adjusting member 410b has a distal end portion acting as an operation portion extending outward from a side surface opposite to the driver seat 50 in the distal end side portion 610D. In the state, it is supported by the case body 610.

Specifically, as shown in FIG. 11, the base end side portion 610C extends forward from the armrest portion 610A in the vehicle front-rear direction in plan view.
On the other hand, the front end portion 610D is inclined with respect to the vehicle front-rear direction in plan view so as to be separated from the driver seat 50 as it goes from the rear end side to the front end side.

In such a configuration, the speed adjusting member 410b is configured so that the front end portion acting as the operation portion extends outward from the side surface of the front end side portion 610D opposite to the driver seat 50, and extends outward. 610 is supported.
According to such a configuration, the operator can operate the speed adjusting member 410b without difficulty while the elbow is placed on the armrest region 601.

FIG. 14 is an exploded perspective view of the armrest unit 600 and the bracket 80 viewed from the outer side in the body width direction.
FIG. 15 is an exploded perspective view of the frame 611 viewed from the outside in the vehicle width direction.

  As shown in FIGS. 12, 14, and 15, the frame 611 includes a first region 611 (1) corresponding to the armrest portion 610A and a second region 611 (2) corresponding to the proximal end portion 610C. And a third region 611 (3) corresponding to the tip side portion 610D.

  The PTO on / off operation member 440 is supported by the second region 611 (2), and the main transmission operation member 410a and the work implement lift switch 460 are supported by the third region 611 (3).

FIG. 16 is a plan view of the front extending portion 610B with the first cover 613 removed.
FIG. 17 shows a bottom view of the front extending portion 610B with the second cover 614 removed.
As shown in FIGS. 12, 14, 16, and 17, in the present embodiment, the speed adjusting member 410b is sandwiched between the first and second covers 613 and 614.

  Incidentally, as in the present embodiment, when the speed change operation member 410 includes the main speed change operation member 410a and the speed adjustment member 410b, the speed ratio of the continuously variable transmission 21 is set finely. Can do.

  On the other hand, depending on the usage pattern of the working vehicle 1 or the operator, there may be a case where a fine gear ratio operation (that is, a vehicle speed operation) of the continuously variable transmission 21 by the speed adjusting member 410b is not required.

  In such a case, the operator operates the vehicle speed of the work vehicle 1 only by the main speed change operation member 410a. However, if the operator touches the speed adjustment member 410b unintentionally at this time. Even if the operator operates the main transmission operation member 410a to a desired position, the output speed of the continuously variable transmission 21 becomes an unintended speed.

Considering this point, the following configuration is adopted in the present embodiment.
That is, as described above, the armrest unit 600 that also functions as a speed change operation unit has the main speed change operation member 410a that can be swung around the swing axis according to the human operation, and the axis line according to the human operation. The speed adjusting member 410b, which is rotatable, and the main transmission operation member 410a are supported so as to be capable of swinging around a swing axis in a state where the distal end portion of the main transmission operation member 410a extends outwardly. In addition to the case body 610 that supports the speed adjusting member 410b so that the speed adjusting member 410b can rotate about its axis in a state where the tip end portion of the speed adjusting member 410b extends outward, the main speed change operation member 410a swings. The main transmission sensor 415a that detects the operation position around the axis and the speed adjustment sensor 415b that detects the operation position around the axis of the speed adjustment member 410b are provided.

FIG. 18 is a side view of the armrest unit 600 in the vicinity of the speed adjustment member 410b.
In FIG. 18, the operation cap attached to the tip of the speed adjusting member 410b is not shown for easy understanding.

  As shown in FIG. 9 to FIG. 11, FIG. 14 and FIG. 16 to FIG. 18, the armrest unit 600 configured as described above is further provided with the speed adjustment according to an artificial operation from the outside of the case body 610. A lock mechanism 620 is provided that can set the member 410b in an operable state in which the member 410b can be rotated around the axis or an inoperable state in which the member 410b cannot rotate around the axis.

  When the lock mechanism 620 is provided, fine vehicle speed operation using the main speed change operation member 410a and the speed adjustment member 410b can be performed, but fine vehicle speed operation using the speed adjustment member 410b is not required. An erroneous operation of the speed adjusting member 410b can be reliably prevented.

FIGS. 19 and 20 are side views of the armrest unit 600 in the vicinity of the speed adjustment member 410b, with the first cover 613 removed and the second cover 614 removed, respectively. Show.
Further, FIGS. 21 and 22 are side views of the armrest unit 600 in the vicinity of the speed adjusting member 410b, in which both the first and second covers 613 and 614 are removed.
In FIG. 19 to FIG. 22, the operation cap for the speed adjustment member 410b is not shown for easy understanding.

  As shown in FIGS. 18 to 22 and the like, the lock mechanism 620 is movable in a direction perpendicular to the axis of the speed adjusting member 410b so as to be able to contact and separate from the speed adjusting member 410b. A lock member 621 housed in 610 and a lock operation member 622 having a base end connected to the lock member 621 and a distal end extending outward from the case body 610 are provided.

In the present embodiment, as shown in FIGS. 9, 10, and 18, the case body 610 is formed with a slit 625 extending in a direction perpendicular to the axis of the speed adjusting member 410b.
The lock operation member 622 extends through the slit 625 over the inside and outside of the case body 610, so that the lock member 621 is movable along a direction orthogonal to the axis of the speed adjustment member 410b. ing.

  As shown in FIGS. 19 to 22, the speed adjusting member 410 b has a planar region 413 a that is at least partially planar with a predetermined angle around an axis of the outer surface at a portion located inside the case body 610. The engaged portion 413 is provided.

  The lock member 621 is engaged with the flat area 413a of the engaged portion 413 in response to an artificial operation on the lock operation member 622, and the speed adjustment member 410b cannot be rotated about its axis. A lock position (see FIGS. 19 to 21) to be set and a release position (see FIG. 22) that is separated from the speed adjustment member 410b and that allows the speed adjustment member 410b to be rotated around its axis. It is configured as follows.

  According to such a configuration, it is possible to perform a fine vehicle speed operation using the speed adjustment member 410b while enabling a fine vehicle speed operation using the main speed change operation member 410a and the speed adjustment member 410b with a simple structure. It is possible to reliably prevent an erroneous operation of the speed adjusting member 410b when not.

  Preferably, as shown in FIGS. 19 to 22, the engaged portion 413 of the speed adjusting member 410b is configured to have an arcuate outer surface with respect to the axis except for the flat region 413a. The

According to such a configuration, the lock member 621 can be positioned at the lock position only when the speed adjustment member 410b is positioned at a predetermined lockable position around the axis.
That is, in the locked state, the speed adjusting member 410b is always positioned at the predetermined lockable position around the axis, and the shifting operation by the main shifting operation member 410a alone can be stabilized.

Furthermore, according to the above configuration, even if the speed adjusting member 410b is slightly rotated around the axis from the lockable position, the speed adjusting member 410b is rotated around the axis by positioning the lock member 621 at the locked position. It can be rotated to a predetermined lockable position.
Note that the lockable position of the speed adjustment member 410b may be, for example, the highest speed position of the speed adjustment member 410b.

  In the present embodiment, as shown in FIG. 22, the lock member 621 has an engagement surface 621a facing in a direction orthogonal to the moving direction of the lock member 621, and the engagement surface 621a is By engaging with the flat area 413a, the speed adjusting member 410b is locked so as not to rotate about the axis.

  Instead of such a configuration, for example, as shown in FIG. 23A, the engagement surface 621a of the lock member 621 may be configured to face the moving direction of the lock member 621.

  Further, instead of the lock member 621 and the speed adjusting member 410b being brought into surface contact with each other as in the present embodiment and the embodiment shown in FIG. 23 (a), the lock member is replaced with the lock member. The speed adjusting member 410b may be configured to be locked by engaging the concave and convex portions 621 and the speed adjusting member 410b.

  As a form in which the lock member 621 and the speed adjusting portion 410b are engaged with each other, for example, one of the concave portions or the convex portion 413b is formed in the engaged portion 413 of the speed adjusting member 410b, and the lock member 621 is engaged. A configuration in which the other of the concave portion or the convex portion 621b is formed is exemplified.

  In this case, it is possible to guide the lock member 621 in the moving direction and to lock the lock member 621 at the lock position and the release position by the slits formed in the case body 610 (FIG. 23B). )), Or the locking member 621 can be screwed into the case body 610 to guide the locking member 621 in the moving direction and to lock the locking member 621 at the lock position and the release position. (See FIG. 23 (c)).

  In the present embodiment, the case where the lock mechanism 620 is applied to the armrest unit 600 has been described as an example. However, as a matter of course, the main speed change operation that can be swung around the swing axis in accordance with human operation. A member, a speed adjusting member that can be rotated around an axis in accordance with an artificial operation, and the main speed change operation member around the swing axis in a state in which a distal end portion of the main speed change operation member extends outward. A case body that supports the speed adjustment member so as to be able to swing and supports the speed adjustment member so that the speed adjustment member can rotate about an axis in a state where the tip end portion of the speed adjustment member extends outward, and a swing axis of the main speed change operation member The present invention can be applied to various types of speed change operation units including a main speed change sensor that detects a rotation operation position and a speed adjustment sensor that detects an operation position around the axis of the speed adjustment member.

Here, a description will be given of a speed change operation unit 700 that can switch the speed adjusting member 410b to a locked state or an operable state by a configuration different from the lock mechanism 620.
FIG. 24 shows a longitudinal sectional view of the speed change operation unit 700.
In FIG. 24, members that are the same as or correspond to those in the present embodiment are given the same reference numerals.

  In the speed change operation unit 700, as shown in FIG. 24, the speed adjustment member 410b is arranged in the radial direction from the sensor shaft main body 711 whose operation position around the axis is detected by the speed adjustment sensor 415b and the sensor shaft main body 711. A sensor shaft 710 including an engagement arm 712 extending outward, and an operation cap 720 that is externally inserted into the sensor shaft main body 711 in a state that can be manually operated from the outside of the case body 610. .

  As shown in FIG. 24, the operation cap 720 includes a hollow peripheral wall 721 extending in the axial direction and an end wall 722 that closes the axially outer side of the peripheral wall 721, and the sensor shaft main body 711. In addition, the sensor shaft main body 711 is extrapolated so as to be capable of relative rotation about the axis and relative movement in the axial direction while being urged outward in the axial direction by an urging member 730 inserted between the end walls 722. ing.

  As shown in FIG. 24, the peripheral wall 721 is provided with a slit 723 into which the engagement arm 712 is engaged, and a lock arm 724 extending outward in the radial direction.

FIG. 25 shows an end view along the line XXV-XXV in FIG.
As shown in FIG. 25, the slit 723 includes an axially extending portion 723a extending in the axial direction, and a circumferentially extending portion 723b extending in the circumferential direction around the axis from the axially outer side of the axially extending portion 723a. Including.

With such a configuration, when the operation cap 720 is positioned at the initial position (see the solid line in FIG. 24) on the axially outer side by the biasing force of the biasing member 730, the engagement arm 712 is The operation cap 720 and the sensor shaft main body 711 are made non-rotatable around the axis by engaging with the axially inner side of the axially extending portion 723a.
That is, when the operation cap 720 is positioned at the initial position, the sensor shaft main body 711 rotates about the axis in accordance with the rotation of the operation cap 720 about the axis.

  On the other hand, when the operation cap 720 is positioned in the axially inward pushing position (see the two-dot chain line in FIG. 24) against the biasing force of the biasing member 730, the engagement arm 712 is The axially extending portion 723a is relatively moved outward in the axial direction and is positioned at a position where the axially extending portion 723a can engage with the circumferentially extending portion 723b. The sensor shaft main body 711 can rotate relative to the sensor shaft main body 711 within a range of relative movement in the direction extending portion 723b.

  That is, when the operation cap 720 is positioned at the pushing position, the operation cap 720 moves within the range in which the engagement arm 712 relatively moves within the circumferentially extending portion 723b. The main body 711 can be rotated around the axis without rotating around the axis.

  When the operation cap 720 is positioned at the initial position and the pushing position, the lock arm 724 is located outward (see the solid line in FIG. 24) and inward (see the two-dot chain line in FIG. 24). It is provided in the said surrounding wall 721 so that it may be located in.

Specifically, the case body 610 is provided with a notch 735.
FIG. 26 shows an end view along the line XXVI-XXVI in FIG.
As shown in FIG. 26, the notch 735 is formed at a position facing the lock arm 724 when the operation cap 720 is positioned at a predetermined lockable position around the axis, and the operation cap 720 is The operation cap 720 is allowed to move in the axial direction between the initial position and the pushing position only when it is positioned at the lockable position (see FIG. 26A).

  That is, only when the operation cap 720 is positioned at the lockable position around the axis, the operation cap 720 is pushed from the initial position to the pushing position, and the lock arm 724 is moved from the outside of the case body 610 to the inside. Can be moved toward.

  The engagement arm 712 extends in the circumferential direction after the operation cap 720 located at the lockable position is moved from the initial position to the pushing position by pushing force against the urging force of the urging member 730. When the operation cap 720 is rotated around the axis within a range that can be relatively moved in the portion 723b and the pressing force is released, the lock arm 724 engages with an inner surface of the case body 610 and the operation cap The rotation around the axis of 720 is locked.

Also in the speed change operation unit 700 having such a configuration, a fine vehicle speed operation using the speed adjustment member 410b is required while a fine vehicle speed operation using the main speed change operation member 410a and the speed adjustment member 410b is possible. It is possible to reliably prevent an erroneous operation of the speed adjusting member 410b when not.
Note that the lockable position of the operation cap 720 may be, for example, a position where the sensor shaft main body 711 is positioned at the highest speed around the axis.

Preferably, as shown in FIGS. 24 and 26, the lock arm 724 is provided with one of a concave portion or a convex portion 725.
A recess that engages with one of the recess or the protrusion when the operation cap 720 is positioned at a predetermined locking position around the axis (see FIG. 26B) is provided on the inner surface of the case body 610. Or the other 736 of a convex part is provided.
According to such a configuration, it is possible to more reliably prevent the operation cap 720 positioned at the lock position from rotating about the axis against the intention.

Here, the detent mechanism 630 for locking the main transmission operation member 410a at a predetermined operation position will be described.
As shown in FIGS. 14 to 17 and FIGS. 20 to 22 and the like, the armrest unit 600 includes the detent mechanism 630 for holding the main speed change operation member 410a at a predetermined locking position around the swing axis. Is provided.

FIG. 27 is a sectional view taken along line XXVII-XXVII in FIG. In FIG. 27, the operation cap of the main transmission operation member 410a is not shown.
FIG. 28 shows an enlarged view of the detent mechanism 630.

  As shown in FIGS. 14 to 16 and FIGS. 27 to 28, the detent mechanism 630 includes a detent ball 635, a detent plate 640, and a detent urging member 645.

  The detent ball 635 swings around the swing axis along with the main speed change operation member 410a and is movable relative to the main speed change operation member 410a in a direction parallel to the swing axis. It is supported by the speed change operation member 410a.

  In the present embodiment, as shown in FIGS. 27 and 28, the detent ball 635 is supported by a detent ball support 650 provided on the main transmission operation member 410a.

  The detent ball support 650 has an axial hole that extends in parallel with the swing axis in a state where the first end faces the detent plate 640 and opens at least in the first end. The detent ball 635 and the detent urging member 645 are accommodated in the axial hole.

  Specifically, as shown in FIG. 27, the detent ball 635 is exposed outwardly from the opening on the first end side of the axial hole by a biasing force by the detent biasing member 645 accommodated in the axial hole. And is accommodated in the axial hole so as to be in contact with the detent plate 640.

In the present embodiment, as shown in FIG. 28, the main speed change operation member 410a is supported by a swing shaft 665 whose base end portion defines the swing axis, and a distal end portion is supported. It has a lever portion 660 extending outward through a slit 615 (see FIGS. 10 and 11 etc.) formed in the case body 610 (the first cover 613 in the present embodiment). .
The detent ball support 650 is supported by the lever portion 660 so that the first end portion faces the detent plate 640 and is parallel to the swing axis.

Specifically, the lever portion 660 includes a first lever member 661 having a base end portion rotatably supported by the swing shaft 665, a base end portion connected to the first lever member 661, and a tip end portion. And a second lever member 662 extending outwardly through the slit 615 (see FIGS. 10 and 11) formed in the case body 610.
The detent ball support 650 is supported by the first lever member 661 radially outward from the connecting position of the first lever member 661 and the second lever member 662 with respect to the swing axis. ing.

As described above, the detent urging member 645 is accommodated in the detent ball support 650 so as to urge the detent ball 635 toward the detent plate 640.
Specifically, as shown in FIG. 27, the detent urging member 645 is configured such that the distal end portion engages with the detent ball 635 in a state where the axial position of the proximal end portion is fixed. The support body 650 is accommodated in the axial hole.

Preferably, the detent mechanism 630 includes a detent adjustment member 646 that fixes the base end portion of the detent urging member 645 so as to be adjustable.
By providing the detent adjustment member 646, the urging force of the detent urging member 645 can be easily adjusted.

  In the present embodiment, as shown in FIG. 26, the axial hole of the detent support 650 is also opened at the second end of the detent ball support 650 opposite to the first end. ing.

The detent adjustment member 646 is inserted into the axial hole from the opening on the second end side so that the distal end portion engages with the proximal end portion of the detent biasing member 645, and the detent ball support It is fixed to the body 650 so that its axial position can be changed.
The detent adjusting member 646 can be, for example, a bolt into which the axial hole is screwed from the opening on the second end side.

The detent plate 650 is fixedly installed so as to face the detent ball 635 over the swing range of the main transmission operation member 410a around the swing axis.
As shown in FIG. 14 and FIG. 28, the detent plate 640 includes a plurality of detent recesses 641 arranged along the circumferential direction with respect to the swing axis, each of which has the detent ball 635 attached thereto. A plurality of detent recesses 641 that can be received are formed.

  In the present embodiment, as described above, the detent plate 640 supports the main transmission operation member 410a via the swing shaft 665 and also functions as a part of the frame 611. Yes.

  As shown in FIG. 27, the plurality of detent recesses 641 are non-penetrating recesses that are open on the outer surface of the detent plate 640 on the side facing the detent ball 635 and closed on the opposite side to the detent ball 635. Thus, the locking position interval of the main speed change operation member 410a can be narrowed without increasing the size of the detent plate 640.

That is, in the conventional detent mechanism, the plurality of detent recesses are through holes that penetrate the detent plate.
When the plurality of detent recesses are through-holes, the intervals between the plurality of detent recesses cannot be reduced from the viewpoint of strength and manufacturing, and as a result, are defined by the plurality of detent recesses. The locking position pitch around the swing axis of the operating member cannot be reduced.

  If the radial distance of the plurality of detent recesses with respect to the swing axis is increased, the locking position pitch of the operation member can be increased without unnecessarily narrowing the interval between the plurality of detent recesses. Although it can be narrowed, this configuration leads to an increase in the size of the detent plate.

On the other hand, in the present embodiment, as described above, the plurality of detent recesses 641 are non-through holes.
Therefore, the locking position pitch of the main speed change operation member 410a can be reduced as much as possible without increasing the size of the detent plate 640.

Preferably, the detent plate 640 may be disposed vertically or with the open end of the detent recess 641 facing downward with reference to a state where the armrest unit 600 is installed.
According to such a configuration, it is possible to effectively prevent impurities such as rainwater and dust from staying in the detent recess 641.

  FIG. 29 shows a longitudinal front perspective view of the front extension 610 </ b> B of the armrest unit 600. In FIG. 29, the operation cap of the main transmission operation member 410a is omitted for easy understanding.

As described above, the main speed change operation member 410 a has a distal end extending outward from the case body 610 through the slit 615 formed in the case body 610.
In the present embodiment, as shown in FIG. 29, the slit 615 is located at a position displaced from the position where the detent ball 635 (see FIG. 27) abuts against the detent plate 640 in the swing axis direction. Is formed.
According to such a configuration, impurities such as water and dust that enter the case body 610 through the slit 615 enter the detent recess 641, and further, the opening of the first end from the detent recess 641. It is possible to effectively prevent entry into the detent ball support 650 via the.

  FIG. 30 shows a vertical side view of the armrest unit 600 along the slit 615. In FIG. 30, the main transmission sensor 415a and the like shown in FIG. 29 are not shown for easy understanding.

As shown in FIGS. 29 and 30, in the present embodiment, the radially inner end 616 of the portion of the case body 610 that forms the slit 615 with reference to the swing axis is the detent plate. It is located radially inward with respect to the swing axis from the radially outer end of 640 with respect to the swing axis.
According to such a configuration, impurities such as water and dust that enter the case body 610 through the slit 615 enter the detent recess 641, and further, the opening of the first end from the detent recess 641. It is possible to more effectively prevent the detent ball support body 650 from entering through.

  Preferably, as shown in FIGS. 9 and 14, a drain hole 614 a can be provided in the bottom wall of the second cover 614. By providing the drain hole 614 a, water that has entered the case body 610 through the slit 615 can be discharged to the outside of the case body 610.

  In the present embodiment, as shown in FIG. 29, the case body 610 (the first cover 613) has a central region 613C in the body width direction in which the slit 615 is located in the axial direction of the swing axis. And an inner region 613I located on the driver's seat 50 side from the central region 613C, and an outer region 613O located on the outer side from the central region 613C.

As shown in FIG. 29, the central region 613C is adjacent to a pair of outer wall portions 617a extending substantially parallel to the swing axis with the slit 615 interposed therebetween, and the slits 615 of the pair of outer wall portions 617a. And a pair of flange portions 617b extending in a direction approaching the swing axis from the end on the side.
In such a configuration, the free end portions of the pair of flange portions 617b serve as radial inner end portions 616 based on the swing axis of the portion forming the slit 615.

  Further, in the present embodiment, as shown in FIGS. 11 and 29, the central region 613C has a concave shape that opens upward. It effectively prevents the hand from touching against your will.

  Specifically, the case body 610 (the first cover 613 in the present embodiment) is located between the center region 613C and the inner region 613I as shown in FIGS. An inner wall region 618 bulging out and an outer wall region 619 bulging upward between the central region 613C and the outer region 613O, the inner wall region 618 and the outer wall The central region 613C sandwiched between the regions 619 has a concave shape that opens upward.

Preferably, as shown in FIG. 29, the inner wall region 618 bulges higher than the outer wall region 619, and the detent plate 640 is positioned at the same position as the inner wall region 618 in the axial direction of the swing axis. Can be positioned.
According to such a configuration, the detent plate 640 can be made as large as possible without increasing the size of the case body 610.

  In the present embodiment, in order to facilitate the adjustment work of the urging force of the detent urging member 645 by the detent adjustment member 646, the following configuration is further provided.

  As described above, the case body 610 houses the frame 611 that supports the swing shaft (in the present embodiment, the detent plate 640 that also functions as a part of the frame 611) and the detent mechanism 630. The cover 612 is detachably attached to the frame 61 so as to form an accommodation space. The cover 612 includes a first cover 613 provided with the slit 615, the first cover 613, And a second cover 614 detachably attached to the frame 611 and / or the first cover 613 so as to cooperate with each other to define the housing space.

FIG. 31 shows an enlarged side view of the armrest unit 600 with the second cover 614 removed.
As shown in FIG. 31, at least in the state in which the main speed change operation member 410a is located at one end of the swing axis around the swing axis in the operable range, the detent ball support 650. The second end portion is configured to be located in the second cover 614.
According to such a configuration, the detent adjusting member 646 can be accessed simply by removing the second cover 614, and the adjustment work of the detent adjusting member 646 can be facilitated.

  In the present embodiment, the case where the detent mechanism 630 is provided in the armrest unit 600 has been described as an example. However, the detent mechanism 630 can be swung around a swing axis in accordance with a human operation. The present invention can be applied to various operation units including the operation members.

Here, the bracket 80 that supports the armrest unit 600 will be described.
As shown in FIGS. 8 to 10 and 12 and the like, the bracket 80 includes a base frame 81 fixed to the floor member 60 (see FIGS. 5 to 7 and the like) via a fastening member such as a bolt, The first mounting plate 82 is connected to the upper end side of the base frame 81, and the second mounting plate 83 is connected to the first mounting plate 82.

The base frame 81 also acts as a support member for the work implement lifting lever 450 as shown in FIGS.
Specifically, the work implement elevating lever 450 is provided with a third mounting plate 84 on the base frame 81 so as to be rotatable about a rotation axis along the machine body width direction between the driver seat 50 and the fender 55. Is supported through.

FIG. 32 shows a side view of the vicinity of the armrest unit 600.
As shown in FIGS. 6, 12 and 32, the lever guide 65 allows the work implement elevating lever 450 to rotate about the rotation axis in a state where the upper end portion extends upward, In addition, the bracket 80 is surrounded while allowing the following first overlapping region 82a of the first mounting plate 82 to extend upward.

As shown in FIGS. 6 and 32, an operation panel unit 70 is provided on the lever guide 65 on the outer side in the body width direction from the armrest unit 600.
FIG. 33 is a schematic plan view of the operation panel unit 70.

As shown in FIGS. 6, 32, and 33, the operation panel unit 70 includes the tilling depth setting member 480, the automatic inclination setting member 470 a, and the work implement raising position setting member along the vehicle longitudinal direction. 455, a descending speed change position setting member 465 and the manual tilt operation member 470c are sequentially arranged.
The automatic inclination setting member 470a, the work implement ascending position setting member 455, and the descending speed change position setting member 465 are covered with a lid member 71 that can be opened and closed.

  6 and 32, the PTO switching operation member 445 is disposed on the rear side of the armrest unit 600 in the lever guide 65.

FIG. 34 shows an exploded perspective view of the bracket 80.
As shown in FIGS. 12 and 34, etc., the first mounting plate 82 has a flat first overlapping region 82a, and the first overlapping region 82a is arranged in the front-rear direction in a state along the substantially vertical direction. The base frame 81 is fixed so as to extend in the direction.

The second mounting plate 83 is detachably connected to the first mounting frame 82 while supporting the frame 611 of the case body 610 in the armrest unit 600.
In the present embodiment, the frame 611 of the armrest unit 600 is supported by the second mounting plate 83 so that the position around the rotation shaft 611a along the vehicle width direction can be adjusted on the rear end side.

As shown in FIG. 32, the second mounting plate 83 has a flat plate-like second overlapping region 83a that is overlapped with the first overlapping region 82a.
That is, the second mounting plate 83 is attached to the first mounting plate 82 via the first and second fastening members 91 and 92 in a state where the second overlapping region 83a is overlapped with the first overlapping region 82a. It is detachably connected.

  In the present embodiment, the second mounting plate 83 is fixed to the first mounting plate 82 so that the position in the vehicle longitudinal direction can be adjusted and the mounting angle can be adjusted.

Specifically, as shown in FIG. 34, a long hole 82b is formed in the first overlapping region 82a along the longitudinal direction of the vehicle.
On the other hand, a front / rear position adjusting attachment hole 83b is formed in the second overlapping region 83a.

  The first and second mounting plates 82 and 83 are connected via the first fastening member 91 such as a bolt inserted through the elongated hole 82b and the front / rear position adjusting mounting hole 83b.

  With such a configuration, the second mounting plate 83 is moved in the front-rear direction with respect to the first mounting plate 82 within a range in which the front-rear position adjusting mounting hole 83 b can move relative to the elongated hole 82 b in the vehicle front-rear direction. Position adjustment is possible.

  As shown in FIG. 34, a plurality of first plate side angle adjusting mounting holes are formed in the first overlapping region 82a, and a plurality of second plate side angle adjusting mountings are formed in the second overlapping region 83a. A hole is formed.

  The second plate side angle adjusting mounting hole includes a second plate side angle adjusting first mounting hole A1 positioned on the circumference of a radius R1 with the front / rear position adjusting mounting hole 83b as a center, and the front / rear position. And a second plate side angle adjusting second mounting hole A2 centered on the adjusting mounting hole 83b and positioned on the circumference of R2 having a radius smaller than R1.

  On the other hand, the first plate side angle adjusting mounting hole includes a plurality of mounting holes B1 and B2 that can be used when the second mounting plate 83 is positioned at the first mounting position in the front-rear direction. A first plate side second mounting hole group including a mounting hole group 85 (1) and a plurality of mounting holes B3 and B4 that can be used when the second mounting plate 83 is positioned at the second mounting position in the front-rear direction. 85 (2) and a first plate side third mounting hole group 85 (3) including a plurality of mounting holes B5, B6 that can be used when the second mounting plate 83 is positioned at the third mounting position in the front-rear direction. Including.

  In the present embodiment, the first and third mounting positions in the front-rear direction of the second mounting plate 83 are arranged so that the front-rear position adjusting mounting holes 83b are on the front side, center, and rear side of the long hole 82b, respectively. This means the mounting position in the front-rear direction of the second mounting plate 83 when positioned.

In the present embodiment, in order to explain the case where the second mounting plate 83 is fixed at the three positions of the first to third mounting positions as an example, the first plate side angle adjusting mounting holes B1 to B7 are Although the first to third three first plate side mounting hole groups 85 (1) to 85 (3) are included, the number of the first plate side mounting hole groups can be set as appropriate.
That is, the position of the second mounting plate 83 in the front-rear direction can be adjusted steplessly.
Accordingly, the number of the first plate-side mounting hole groups is determined according to the number of front-rear direction positions to which the second mounting plate 83 is fixed.

  The plurality of mounting holes B1 and B2 of the first plate side first mounting hole group 85 (1) are the mounting holes for adjusting the front / rear position when the second mounting plate 83 is positioned at the first mounting position in the front / rear direction. It is arranged so as to be located on the circumference of radius R1 centered on the point where 83b is located.

  The plurality of mounting holes B3, B4 of the first plate side second mounting hole group 85 (2) are the front / rear position adjusting mounting holes when the second mounting plate 83 is positioned at the second mounting position in the front / rear direction. It is arranged so as to be located on the circumference of radius R1 centered on the point where 83b is located.

  Further, one mounting hole B4 in the first plate side second mounting hole group 85 (2) is used for adjusting the front / rear position when the second mounting plate 83 is positioned at the first mounting position in the front / rear direction. It is located on the circumference of radius R2 centering on the point where the mounting hole 83b is located.

  The plurality of mounting holes B5, B6 of the first plate side third mounting hole group 85 (3) are the front / rear position adjusting mounting holes when the second mounting plate 83 is positioned at the third mounting position in the front / rear direction. It is arranged so as to be located on the circumference of radius R1 centered on the point where 83b is located.

  Further, one mounting hole B6 of the first plate side third mounting hole group 85 (3) is used for adjusting the front / rear position when the second mounting plate 83 is positioned at the second mounting position in the front / rear direction. It arrange | positions so that it may be located on the periphery of the radius R2 centering on the point in which the attachment hole 83b is located.

  Further, as shown in FIG. 34, the first plate side angle adjusting mounting holes are provided with mounting holes B1 to B1 forming the first plate side first to third mounting hole groups 85 (1) to 85 (3). In addition to B6, when the second mounting plate 83 is positioned at the third mounting position in the front-rear direction, a second position positioned on the circumference of the radius R2 centered on the point where the front-rear position adjusting mounting hole 83b is positioned. One plate side additional mounting hole B7 is provided.

  According to such a configuration, while the number of the first and second plate side angle adjusting mounting holes is reduced, the second mounting plate 83 is set at three angles different from each other at least in the first to third mounting positions in the front-rear direction. And can be fixed to the first mounting plate 82.

In the present embodiment, as described above, the first plate side first mounting hole group 85 (1) includes two mounting holes B1 and B2, and the first plate side second mounting hole group 85 (2). Includes two mounting holes B3, B4, the first plate side third mounting hole group 85 (3) includes two mounting holes B5, B6, and the first plate side additional mounting hole has one mounting. Hole B7 is included. The second plate-side angle adjusting mounting hole includes two mounting holes A1 and A2.
That is, in the present embodiment, a total of nine first and second plate side angle adjusting mounting holes are formed, and the second mounting plate 83 is moved in the front-rear direction by the nine mounting holes. A total of 11 patterns of mounting postures including three types of mounting postures at the first to third mounting positions are obtained.

  Specifically, with the second mounting plate 83 positioned at the first mounting position in the front-rear direction, the combination of the mounting holes A1 and B1, the combination of the mounting holes A1 and B2, and the mounting holes A2 and B4 By using the combination to fasten the first and second mounting plates 82 and 83 by the second fastening member 92 in the form of, for example, a knob screw, the second mounting plate 83 is moved forward at the first mounting position in the front-rear direction. It can be fixed in the raised position, forward-down position and horizontal position.

  Further, with the second mounting plate 83 positioned at the second mounting position in the front-rear direction, the combination of the mounting holes A1, B3, the combination of the mounting holes A1, B4, and the combination of the mounting holes A2, B6 are used. By fastening the first and second mounting plates 82 and 83 by the second fastening member 92, the second mounting plate 83 is moved in the front-up position, the front-down position, and the horizontal position at the second mounting position in the front-rear direction. Can be fixed.

  Further, with the second mounting plate 83 positioned at the third mounting position in the front-rear direction, the combination of the mounting holes A1, B5, the combination of the mounting holes A1, B6, and the combination of the mounting holes A2, B7 are used. By fastening the first and second mounting plates 82 and 83 by the second fastening member 92, the second mounting plate 83 is moved in the front-up position, the front-down position, and the horizontal position at the third mounting position in the front-rear direction. Can be fixed.

  Further, in the present embodiment, the second fastening member 92 uses the combination of the mounting holes A2 and B3 in a state where the second mounting plate 83 is positioned between the first and second positions in the front-rear direction. By fastening the first and second mounting plates 82 and 83, the second mounting plate 83 can be fixed in a forwardly raised position between the first and second positions in the front-rear direction, and the second mounting plate The first and second mounting plates 82 and 83 are fastened by the second fastening member 92 using the combination of the mounting holes A2 and B5 in a state in which 83 is positioned between the second and third positions in the front-rear direction. As a result, the second mounting plate 83 can be fixed in a forwardly raised posture between the second and third positions in the front-rear direction.

410a Main transmission operation member (transmission operation member)
440 PTO ON / OFF operation member 600 Armrest unit 601 Armrest region 610 Case body 610A Armrest portion 610B Front extension portion 610C Base end portion 610D Tip end portion 610D (1) Front high rear low region 610D (2) Top region 610D (3 ) Front Low Low High Area 615 Slit

Claims (4)

An armrest unit including a case body arranged on the side of the driver's seat, a speed change operation member supported by the case body, and a PTO on / off operation member;
The case body includes an armrest portion in which an armrest region is formed on an upper surface and a front extending portion extending forward from the armrest portion,
The front extending portion has a proximal end portion extending forward from the armrest portion and a distal end portion extending forward from the proximal end portion,
The upper surface of the front end side portion includes a front high rear low region positioned upward as it goes forward from a portion adjacent to the upper surface of the base end portion, and a top region adjacent to the front end portion of the front high rear low region. And an upward convex shape including a front low rear high region positioned downward as it goes forward from a portion adjacent to the top region,
The speed change operating member extends forwardly so as to be swingable in the front-rear direction around the swing axis in a state where a tip portion acting as an operation portion extends upward through a slit formed in an upper surface of the tip side portion. Is supported by
The upper surface of the tip side portion is related to the axial direction of the swing axis line, the machine width direction central region where the slit is formed, an inward region located closer to the driver's seat than the central region, and the central region An outer region located on the outer side, and between the central region and the inner region and between the central region and the outer region so that the central region is a concave shape that opens upward. Are each provided with an inner wall region and an outer wall region bulging upward,
The PTO on / off operation member is supported by the front extension part in a state where a distal end part acting as an operation part extends outward from the upper surface of the base end side part ,
The region where the operation portion of the PTO on / off operation member is located on the upper surface of the base end side portion is such that the upper end of the operation portion of the PTO on / off operation member is located below the upper surface of the arm rest region. A wall region extending upward is provided on the driver's seat side of the region where the operation portion of the PTO on / off operation member is located on the upper surface of the base end side portion. An armrest unit characterized by The armrest unit according to claim 1, wherein the inner wall region is bulged higher than the outer wall region . Armrest unit according to claim 1 or 2, characterized in that are found provided that the working machine lifting switch on and the inner region in the front and high rear lower region of the upper surface of the distal portion. The side opposite to the driver's seat in the distal portion, it tip to act as the operation unit is the speed adjustment member in a state of being extended outward are found arranged to be about the axis rotation The armrest unit according to any one of claims 1 to 3.