JPH09104254A - Control device for vehicle with work machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle with a work machine in which the work machine is interlocked and prevented from being forcedly moved to a nonoperative position at braking time, and capable of braking and controlling a transmission and a work machine by single operation. SOLUTION: A control device for a vehicle 1 is constituted so as to drive a work part of a work machine by taking out power from an engine E through a power take out clutch CL, and it is disengaged when a brake pedal is step-in operated. The control device is constituted so as to travel the vehicle through a continuously variable transmission M, and it is returned to a neutral position when the brake pedal is step-in operated. A brake rod shaft cylinder is connected so as to rotate in one direction associated with operation of the brake pedal, and a brake device is interlocked to be connected so as to operate. The power take out clutch CL, interlocked with rotation in one direction of a rotary member, is connected so as to be disengaged, and the transmission M, interlocked with rotation in one direction of the brake rod shaft cylinder, is connected so as to be neutral.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle equipped with a working machine, and more particularly to control of a braking device for a traveling drive wheel of a vehicle and a hydrostatic stepless transmission (HST) for a traveling device of the vehicle. ), CVT (belt type continuously variable transmission), ring cone type continuously variable transmission, toroidal type continuously variable transmission, friction type continuously variable transmission, etc. The present invention relates to a control device for a working machine-equipped vehicle that controls a power take-out (PTO) clutch interposed in a power transmission path to a working machine that is freely connected and is driven by the power of the vehicle.

[0002]

2. Description of the Related Art As a conventional vehicle equipped with a working machine, there is a working machine control device for traveling a tractor disclosed in Japanese Utility Model Publication No. 59-33701. In this work equipment control device, a pair of left and right brake pedals that independently brake the left and right wheels of the tractor by stepping operation are pivotally attached to the brake shafts provided on the machine body, and both of these brake pedals simultaneously operate the foot pedals. The power take-off (PT) that interlocks with the lifting device of the working machine that is connected and towed by the tractor and intervenes in the power transmission path to the working machine at a position where it can be operated.
O) A foot pedal is provided to link the clutch to "disengage". With this configuration, when the tractor is arbitrarily rotated at the edge of work, etc., the steering pedal is operated by hand and the brake pedal pivotally attached to the brake shaft is connected to the foot by the foot. When the foot pedal in the vicinity is depressed in the same direction, the working machine rises while rotating, and the rotation of the driven part of the working machine that rises in conjunction with the "disengagement" of the PTO clutch is stopped.

[0003]

However, in the above-described conventional work equipment control device, when the brake pedal for braking the wheel of the tractor and the foot pedal for controlling the work equipment are depressed, the tractor works while decelerating. Raise the machine and stop the driven part of the work machine from rotating. That is, the tractor traveled over a slight distance until it completely stopped, and the work implement was in the process of rising during that time, so there was a problem that the uncultivated land portion remained. Further, a mechanism for braking the wheel of the tractor and a mechanism for controlling the working machine are separately provided, and the mechanism is complicated and the interlocking operation is complicated.

An object of the present invention is to solve the above-mentioned problems, the working machine does not rise in conjunction with the braking of the vehicle, and does not forcibly move to a non-operating position (that is, a position where no uncultivated land portion occurs). In addition to providing a vehicle with a brake, a vehicle with a work implement that can control the transmission in addition to braking the vehicle with a single operation of depressing the brake pedal, braking the vehicle with a single operation of depressing the brake pedal, An object of the present invention is to provide a vehicle with a work implement capable of controlling a transmission and a work implement.

[0005]

In order to achieve the above-mentioned object, a control device for a vehicle with a working machine according to claim 1 extracts power from an engine through a power take-off clutch,
In the control device for a working machine-equipped vehicle configured to drive the working part of the working machine by the taken-out power, the power take-out clutch is disengaged when the brake pedal is depressed. .

A control device for a vehicle with a working machine according to claim 2 is
The control device for a vehicle with work implement according to claim 1, wherein the vehicle is configured to take out power from the engine via a transmission, and the vehicle is driven by the taken out power. It is characterized in that the transmission is returned to the neutral position when the stepping operation is performed.

According to a third aspect of the present invention, there is provided a control device for a vehicle with a working machine,
Power is taken out of the engine through the transmission, and is driven by the taken out power. Power is taken out of the engine through the power take-out clutch, and the working part of the working machine is taken out by the taken out power. In a control device for a vehicle with a working machine configured to drive a vehicle, the control device is rotatably attached to the vehicle so as to extend in a lateral direction of the vehicle, and operates in one direction in conjunction with a depression operation of a brake pedal. Rotating member connected to the brake pedal so as to rotate, and first connecting means for connecting the rotating member and the braking device so that the braking device operates in conjunction with rotation of the rotating member in one direction. And the power take-off clutch is disengaged in association with the rotation of the rotary member in one direction. A second connecting means for connecting the switch,
The transmission is provided with a third connecting unit that connects the rotating member and the transmission so that the rotating member becomes neutral by interlocking with rotation of the rotating member in one direction.

According to another aspect of the present invention, there is provided a control device for a vehicle with a working machine,
The control device for a vehicle with work implement according to claim 3, wherein the second connecting means is rotatably attached to the vehicle about a lateral axis of the vehicle and extends rearward and downward of the vehicle. And a first arm that rotates in conjunction with the rotation of the rotating member in one direction, and a first arm that is provided on the first arm on the rear side of the vehicle with respect to the lateral axis. A circular arc-shaped elongated hole concentric with the direction axis, and a second arm rotatably attached to the vehicle about the lateral axis and extending substantially horizontally with respect to the first arm. A power take-off clutch handle fixed to the second arm, a pin that is provided at one end of the second arm and that engages the elongated hole, and one end of the handle is connected to the other end of the second arm. Connected and the other end Characterized in that it comprises a connecting connection members to the power takeoff clutch.

According to the control device for a working machine-equipped vehicle of claim 1, when the brake pedal is depressed, the power take-off clutch is disengaged so that the vehicle is decelerated and stopped, and at the same time, the working machine is operated. Since it stops and the working machine does not rise in conjunction with the braking of the vehicle and does not move to the non-operating position (that is, the position where no uncultivated land portion occurs),
Work by the work implement is reliably performed until the vehicle completely stops.

According to the control device for a vehicle equipped with a working machine of claim 2, when the brake pedal is depressed, the transmission is returned to the neutral position, so that the vehicle can be operated by a single depression of the brake pedal. Braking and transmission control can be performed.

According to another aspect of the control device for a vehicle with a working machine, the rotating member rotates in one direction in conjunction with the operation of the brake pedal, and the rotating member is braked via the first connecting means. Since the device is connected, the power take-off clutch is connected via the second connecting means, and the transmission is connected via the third connecting means, a single operation of the depression operation of the brake is performed. The vehicle can be braked, the transmission can be controlled, and the work machine can be controlled.

According to the control device for a vehicle with a working machine of claim 4, the second connecting means can be realized with a simple structure.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will now be described in detail with reference to the preferred embodiments shown in the drawings.

FIG. 1 is a side view of a vehicle with a working machine according to an embodiment of the present invention, and FIG. 2 is a plan view of a vehicle with a working machine according to the embodiment of the present invention. FIG. 3 is a plan view of a main part of the vehicle shown in FIG.

The vehicle 1 is fixed to a frame 2a extending in the longitudinal direction of the vehicle 1 and a rear portion of the frame 2a,
A pair of left and right side frames 2b and 2b extending in the longitudinal direction of the vehicle 1, and a cross frame 3a extending in the lateral direction of the vehicle 1 and connecting the side frames 2b and 2b to each other,
A body frame F including 3b and 3c is provided. The cross frame 3a includes a frame 2a and a side frame 2b,
The cross frame 3b is provided in the central portion of the side frame 2b, and the cross frame 3c is provided at the rear end of the side frame 2b near the fixed portion of the side frame 2b. On the body frame F,
A pair of left and right front wheels Wf and Wf as steered wheels and a pair of left and right rear wheels Wr and Wr as traveling drive wheels are appropriately attached.

A floor panel 4, a handle post 5 and a seat base 6 are provided at the front of the vehicle body frame F. A seat 7 on which a passenger sits down is provided on the seat base 6. A steering handle 8 for steering the left and right front wheels Wf, Wf is provided above the handle post 5. The steering handle 8 may be a round handle, a bar handle, a rectangular handle, a lever handle or the like.

An operation panel 9 is provided on the vehicle body frame F on the right side of the seat base 6. The operation panel 9 has a hydrostatic continuously variable transmission (HST) M described later.
HST operation lever 98 for use with and a lifting button 10 for a working machine, which will be described later, are provided. CVT instead of HST
(Belt type continuously variable transmission), ring cone type continuously variable transmission,
Any continuously variable transmission such as a toroidal type continuously variable transmission or a friction type continuously variable transmission can be adopted.

On the vehicle body frame F on the left side of the seat base 6, a PTO (power take-out) clutch CL interposed in a power transmission path to a working machine, which will be described later, is turned ON / O.
A PTO clutch lever 72 for FF is provided.

A single-cylinder four-cycle engine E is mounted on the upper rear surface of the vehicle body frame F so that its crankshaft 11 extends laterally of the vehicle 1 and the cylinder 12 faces rearward and obliquely upward. A fuel tank 13, an air cleaner 14, and a muffler 15 are placed on the upper portion of the engine E. Body claim F below engine E
A hydrostatic continuously variable transmission (HST) M with a transmission for converting the driving force of the engine E into hydraulic pressure to drive the left and right rear wheels Wr, Wr is mounted on the lower part of the.
The continuously variable transmission M independently controls the rotational speeds of the left and right rear wheels Wr, Wr. A rotary working machine R driven by an engine E is connected to the rear end of the body frame F.

A working machine lifting shaft 22 extending in the lateral direction of the vehicle 1 is rotatably supported by a bracket 21 protruding rearward from the rearmost cross frame 3c. The crankshaft 11 of the engine E is provided with a pulley 23, and the work machine lifting shaft 22 is provided with a pulley 24. Pulley 2
3 and the pulley 24 are connected via an endless belt 25. The tension of the endless belt 25 is adjusted by the PTO.
It is performed by the clutch CL.

A rear chain case 31 is connected to a rear end of a front chain case 29 pivotally supported by the working machine lifting shaft 22 so as to be vertically swingable via an intermediate cylinder 30. The front chain case 29, The rotary working machine R including the intermediate cylinder 30 and the rear chain case 31 includes the bracket 2
It is driven up and down by a lifting cylinder 32 mounted between the two. That is, the work machine lifting shaft 22 is attached to the bracket 33.
Are pivotally supported so that they can be vertically swung, respectively, and the bracket 33
Is connected to the rear chain case 31. An elevating cylinder 32 is connected between the bracket 33 and the bracket 21. Therefore, when the raising and lowering cylinder 32 swings the bracket 33 upward, the bracket 33 swings upward together with the working machine R. Also, the lifting cylinder 3
Even if 2 does not operate, the working machine R can freely swing upward around the working machine lifting shaft 22 by the reaction force from the ground.

Plural plowing blades 38. provided at the rear end of the rear chain case 31. . . Is the front chain case 2
9, a chain transmission mechanism (not shown) housed inside the intermediate cylinder 30 and the rear chain case 31 is connected to the working machine lifting shaft 22 and driven to rotate. In addition, reference numeral 39 in the figure denotes a plowing blade 38. . . , A reference numeral 40 is a resistance rod, and a reference numeral 41 is a flat plate. The tilling blade 38 is composed of a forward rotating tiller blade and a reverse tilling tiller blade by a coaxial forward / reverse tilling mechanism (not shown).

The structure of the brake pedal operating system BP will be described below with reference to FIGS. 3, 4 and 5. FIG. 4 is a perspective view of the brake rod shaft cylinder 45. FIG. 5 is an explanatory diagram of the configurations of the brake pedal operating system BP and the HST operating system.

Brackets 44, 44 are fixed to both ends of the cross frame 3a, and a brake rod shaft cylinder 45 as a rotating member is rotatably attached to the brackets 44, 44. The brake rod shaft cylinder 45 extends in the lateral direction of the vehicle 1. In the brake rod shaft cylinder 45,
The first lever 46, the second lever 47, and the third lever 48 are fixed from the right end of the brake rod shaft cylinder 45 on the right side of the vehicle 1, and the left end of the brake rod arm 45 is fixed on the left side of the vehicle 1. The fourth lever 49 is fixed. Each of the levers 46, 47, 48, 49 extends in an appropriate downward direction as shown in FIG.

In FIG. 5A, a bracket 50 extending downward is fixed to the right side portion of the front portion of the frame 2a. A brake pedal lever 51 and a brake pedal arm 52, which are integral with each other, are mounted on the bracket 50.
Mounted rotatably about a lateral axis 36 of the. The brake pedal lever 51 and the brake brake pedal arm 52 are oriented substantially upward. A brake pedal 53 is fixed to the upper end of the brake pedal arm 52. One end of a tension spring 54 is locked to the upper end of the brake pedal bar 51, and the other end of the tension spring 54 is locked to the right side of the frame 2 a behind the bracket 50. As a result, the brake pedal 53
Is always biased upward (OFF position). Further, one end of a brake pedal rod 55 is further attached to the upper end of the brake pedal bar 51 so as to be rotatable around a lateral axis of the vehicle 1.
The other end of 5 is attached to a third lever 48 rotatably around the lateral axis of the vehicle 1. By the action of the tension spring 54, as viewed from the left side of the vehicle 1 (in FIG. 5), the brake pedal 53 is urged clockwise and the brake rod barrel 45 is urged counterclockwise.

The configuration of the brake operation system B will be described below with reference to FIG.

In FIGS. 5A and 5B, as described above, the hydrostatic continuously variable transmission with transmission (HST) M provided in the lower portion of the engine E has an appropriate brake built therein. Turning the brake lever 60 fixed to the input shaft of this brake clockwise when viewed from the left side of the vehicle 1 (in FIG. 5) turns the brake ON, and turning the brake lever 60 counterclockwise turns the brake OFF. Becomes The brake lever 60 extends substantially upward. This brake lever 60
Is urged clockwise by the urging force of the tension spring 54 in FIG. 5 through the pin and washer fixed to the brake rod 62. A hole is provided at the tip of the brake lever 60 in the longitudinal direction of the vehicle 1. One end of the brake rod 62 is passed through this hole, and the other end of the brake rod 62 is connected to a second lever 47 fixed to the brake rod shaft cylinder 45 so as to be rotatable around the lateral axis of the vehicle 1. ing. A buffer spring 64 is mounted between one end of the brake rod 62 and the brake lever 60. The brake operating system B constitutes the first connecting means in the device of the present invention.

The operation of the structure of the brake operation system B will be described.

When the brake pedal 53 is depressed, the brake pedal rod 55 and the brake rod 62 are pulled in the forward direction of the vehicle 1, and the pulling force is transmitted to the brake lever 60 via the spring 64 and the brake lever 6
The brake is turned on by rotating 0 counterclockwise. The spring 64 acts as a buffer. Brake pedal 5
When the stepping force of 3 is released, the brake pedal 53 is pushed up by the tensile force of the tension spring 54, and the brake pedal rod 55 and the brake rod 62 are returned to the rear direction of the vehicle 1, and as a result, the brake lever 60 is moved to the position shown in FIG.
In (B), the brake is turned off by rotating clockwise through the pin and washer fixed to the brake rod 62 by the urging force of the tension spring 54.

Hereinafter, referring to FIGS. 6 and 7, PT
The configuration of the O-clutch operation system P will be described. FIG. 6 is an explanatory diagram of the configuration of the PTO clutch operating system P, and FIG. 7 is a partially exploded perspective view of the PTO clutch operating system.

The PTO clutch CL is a bracket 26 fixed on the cross frame 3c on the left side of the vehicle 1.
An arm 27 rotatably attached to the bracket 26 around the lateral axis of the vehicle 1 and a tension roller 28 rotatably provided at one end of the arm 27 and abutting the lower surface of the endless belt 25. Become.

In FIG. 6, the left side of the vehicle 1, the frame 3
A bracket 71 is fixed to the vehicle body structure 70 with a predetermined space between the bracket 71 and an appropriate vehicle body structure 70 fixed to the vehicle body frame F at an appropriate height above a. In FIG. 7, holes aligned with corresponding positions of the bracket 71 and the vehicle body structure 70 are provided respectively, and the shaft portion 7 which is one end of the L-shaped rod-shaped PTO clutch handle 72 is provided in these holes.
2a is rotatably inserted. Clutch handle 7
The other end of 2 constitutes a grip portion 72b. In the configuration described below, the PTO clutch CL is turned on when the grip portion 72b is tilted forward of the vehicle 1, and when the grip portion 72b is raised above the vehicle 1, the PTO clutch CL is turned on.
The TO clutch CL is set to be OFF.

A clutch lever 73 is provided at the tip of the shaft portion 72a of the clutch handle 72 inside the vehicle body structure 70.
Is fixed almost in the center. The clutch handle 72 and the clutch lever 73 are the same as the clutch handle 72.
The clutch lever 73 is fixed in a rotational positional relationship such that the clutch lever 73 extends substantially in the longitudinal direction of the vehicle 1 when the grip portion 72b is tilted forward. In the following configuration description,
For the sake of convenience, description will be given assuming that the grip portion 72b of the clutch handle 72 is tilted forward.

A wire 7 is attached to the front end of the clutch lever 73.
One end of the wire 4 is fixed, and the other end of the wire 74 is connected to the other end of the arm 27 of the PTO clutch CL described above via a buffer spring 75. The wire 74 is passed through a guide tube 76 that is appropriately fixed to the vehicle body structure 70 of the vehicle 1. Further, a tension spring 77 is attached between the front end of the clutch lever 73 and a portion of the vehicle body structure 70 diagonally below and rearward of the shaft portion 72b of the clutch handle 72.

A clutch arm 78 is rotatably inserted in the shaft portion 72a between the vehicle body structure 70 and the bracket 71. The clutch arm 78 extends rearward and downward from the shaft 72a. The lower end of the clutch arm 78 and the lower end of the fourth lever 49 attached to the above-mentioned brake rod shaft cylinder 45 are rotatably connected by a clutch rod 82 about the lateral axis of the vehicle 1.

With such a configuration, the brake pedal 5
When step 3 is depressed, the brake pedal rod 55 and the clutch rod 82 move in the forward direction of the vehicle 1, and the clutch arm 78 rotates clockwise as viewed from the left side of the vehicle 1 (in FIG. 6) to reach the A rotation position. Further, when the depression force of the brake petal 53 is released, the brake pedal rod 55 and the clutch rod 82 move rearward of the vehicle 1 by the action of the tension spring 54, and the clutch arm 7
8 rotates counterclockwise as viewed from the left side of the vehicle 1 (in FIG. 6) and reaches the B rotation position.

The arm 78 is provided with a concentric arcuate elongated hole 79 in the shaft portion 72b. Further, in the vehicle body structure 70, concentric arcuate long holes 80 are also provided in the shaft portion 72b at the portion opposite to the long holes 79. On the other hand, a projection 81 is provided on the rear end of the clutch lever 73, and the projection 81 engages with the elongated holes 80 and 79 described above.

The range of the length of the long hole 79 is such that when the arm 78 is in the B rotation position described above, the clutch lever 73 becomes P.
When the clutch lever 73 is raised from the highest position that the projection 81 of the clutch lever 73 can take when the TO clutch is turned on to the front when the clutch lever 73 is turned up when the PTO clutch is turned off. 73
It is up to the lowest position that the projection 81 of FIG. The PTO clutch operating system P constitutes the second connecting means in the device of the present invention.

The operation of the configuration of the PTO clutch operating system P will be described.

First, when the brake pedal 53 is off, the action of the tension spring 54 causes the clutch arm 78 to be in the B rotation position. At this time, the clutch handle 72 is
It can be located at either the O-clutch ON position or the PTO clutch OFF position. However, the clutch handle 72 moves from the PTO clutch ON position to the PTO clutch O position.
When the clutch handle 72 is rotated to the FF position, the clutch handle 72 is stably held at the PTO clutch OFF position because the tension of the tension spring 77 causes the clutch handle 72 to pass. Similarly, when the clutch handle 72 rotates from the PTO clutch OFF position to the PTO clutch ON position, the clutch handle 72 is stably held at the PTO clutch ON position.

When the brake pedal 53 is ON,
The depression force of the brake pedal 53 moves the brake pedal rod 55 and the PTO rod 82 in the forward direction of the vehicle 1, and the arm 78 rotates clockwise from the B rotation position to the A rotation position. At this time, if the clutch handle 72 is in the PTO clutch ON position, the clutch arm 78
With the clockwise rotation of the clutch lever 73, the protrusion 81 located at the highest position in the long hole 79 rotates clockwise.
That is, the clutch handle 72 is rotated clockwise. As a result, the clutch handle 72 moves the tension spring 77.
Then, the protrusion 81 is rotated by the tensile force of the tension spring 77 to a position where the protrusion 81 contacts the lower end of the elongated hole 80 of the vehicle body structure 70, that is, the PTO clutch OFF position.
Therefore, when the brake pedal 53 is depressed, the clutch handle 72 automatically moves from the PTO clutch ON position to the PT
Move to the O-clutch OFF position.

The clutch handle 72 as described above is used.
PTO clutch ON position and PTO clutch OFF
The movement between the positions controls the actuation of the PTO clutch CL via the wire 74 corresponding to the movement, and the actuation of the PTO clutch CL does not raise or lower the rotary actuator R in response to the actuation. Needless to say.

Hereinafter, the HS will be described with reference to FIGS.
The structure of the T return operation system HS will be described. Figure 8 shows HS
It is a partial exploded perspective view of T return operation system HS.

2, 3, and 5, a rotary shaft 91 extending in the lateral direction of the vehicle 1 is rotatably attached to a hole provided in the vehicle body structure 70 near the operation panel 9 on the right side of the vehicle 1. A substantially fan-shaped flat plate arm 92 is fixed to the rotary shaft 91. Further, a rotary shaft 94 extending in the lateral direction of the vehicle 1 is rotatably attached to a hole provided in the vehicle body structure 70 below the rotary shaft 91, and a flat plate-shaped arm 93 is fixed to the rotary shaft 94. ing.

In the outward direction of the vehicle body structure 70, pins 95 are provided at the main (key) portion of the substantially fan-shaped flat plate arm 92 in parallel with the surface of the arm 92 and at intervals with a bracket 96,
It is attached by 96 (FIG. 8). A hydrostatic continuously variable transmission (HST) operating lever 98 extending upward is attached to the pin 95 so as to be rotatable around the pin 95. The HST operating lever 98 has a body structure 70 rather than a spring.
Is urged towards the inside.

A grip portion is provided on the upper end of the HST operation lever 98. In the configuration described below, when the HST operation lever 98 is tilted in the forward direction of the vehicle 1, the HST is in the forward drive position for performing the forward drive operation.
When the HST is raised above the vehicle 1, the HST is in the neutral position where the HST is in the neutral position, and when the HST operating lever 98 is tilted rearward of the vehicle 1, the HST
Is set to the reverse position where the reverse operation is performed. A bracket 99 is provided on the outer upper end of the fan portion of the arm 92, and the bracket 99 and the operating end of the HST (not shown) are connected by a rod 100 (FIG. 3). As a result, the HST operation lever 98 as described above is
The movement between the forward position, neutral position and reverse position of
The HST is operated via the rod 100 corresponding to the movement.

The HST operating lever 98 and the arm 92 are
When the HST operation lever 98 is tilted forward, the fan portion of the arm 92 is fixed in such a rotational positional relationship that it faces the front lower side of the vehicle 1. In the following description of the configuration, it is assumed that the HST return lever 98 is tilted forward for the sake of convenience.

The arm 93 extends obliquely downward to the front. The upper end of the arm 93 and the brake rod shaft cylinder 4
The tip of the first lever 46 fixed to the vehicle 5 is the vehicle 1
Rotatably around the lateral axis of the return rod 101
Are linked by The return rod 101 has
Turnbuckle mechanism 1 for adjusting the length of itself
02 is provided. A hole 103 is provided at the lower end of the arm 93 (FIG. 8). In addition, at the upper end of the arm 93, the pin 10 that abuts on the side surface of the fan portion of the arm 92.
4 is fixed.

The arm 92 is provided with an elongated hole 105 having a concentric arc shape on the rotating shaft 91. Arm 92 and arm 9
3 is connected to a rod 109 having a pin 107 that engages with the hole 103 at the lower end of the arm 93 at one end and a pin 108 that engages with the elongated hole 105 at the other end. The HST operation system HS is the third one in the device of the present invention.
Constitutes a connecting means of.

The operation of the configuration of such an HST return operation system will be described.

The range of the length of the long hole 105, the length of the return rod 101 and the length of the rod 109 are set so as to satisfy the following relationships.

When the brake pedal 53 is OFF, the pulling force of the tension spring 54 causes the brake pedal rod 55 and the return rod 101 to move rearward of the vehicle 1,
When viewed from the left side of the vehicle 1 (in FIG. 5), the arm 93 rotates clockwise and is in the C rotation position. HST
The operation lever 98 can be tilted forward until the lower side portion of the fan portion of the arm 92 contacts the pin 104 and reaches the forward movement position (D rotation position), and conversely, the lower end of the elongated hole 105 becomes the pin 108. It can be abutted and raised until it reaches the reverse position (E rotation position).

When the HST return lever 98 is moved to the neutral position and the reverse position, the HST operation lever 98 is tilted outward against the biasing force of the spring at the neutral position and the lever movement guide slit 3 in the operation panel is moved.
7 is shifted to the reverse side, and then the HST operation lever 98 is moved to the reverse position (FIG. 2).

When the brake pedal 53 is depressed,
By the depression force of the brake pedal 53, the brake pedal rod 55 and the return rod 101 move in the forward direction of the vehicle 1, the arm 93 rotates counterclockwise, and C
Move from the rotation position to the F rotation position. The arm 92 is pushed up by the pin 104, rotates clockwise, and moves from the D rotation position to the G rotation position. On the other hand, the rod 109, that is, the pin 108 descends due to the counterclockwise rotation of the arm 93. Therefore, in the arm 92, the pin 108 contacts the lower end of the elongated hole 105, and the clockwise rotational movement is blocked at the G rotational position. At this time, since the arm 92 is prevented from rotating counterclockwise by the pin 104, the arm 92 is sandwiched between the pin 104 and the pin 108,
The HST return lever 98 is reliably positioned in the neutral position.

With the above operation, when the brake pedal 53 is depressed, the HST return lever 98 automatically moves from the forward position to the neutral position.

Needless to say, the movement of the HST return lever 98 between the forward position, the neutral position and the reverse position as described above operates the HST via the rod 100 in accordance with the movement.

A modification of the PTO clutch operation system P will be described below with reference to FIG. FIG. 9 is a partially exploded perspective view of a modified example of the PTO clutch operation system P.

In this modification, the following structure is provided in place of the brake pedal operating system BP, the brake operating system B, and the PTO clutch operating system P in the above-described embodiment. The other structure is basically the same as that of the above-described embodiment. In the following description, the same reference numerals in the drawings are used for the same constituent elements as those in the above-described embodiment, but some of the constituent elements differ from each other by 100 in the reference numerals in the drawings. The added code is used. Reference numerals in the 200s are used for the constituent elements unique to this modification.

In FIG. 9, the PTO clutch handle 1
72 is provided on the left side of the handle post 5 in the vehicle body structure 70 so as to be rotatable about a lateral axis 200 of the vehicle 1. The upper end of the clutch handle 172 constitutes a grip portion. When the clutch handle 172 is tilted forward of the vehicle 1, it is in the PTO clutch ON position, and when the clutch handle 172 is tilted backward of the vehicle 1, it is in the PTO clutch OFF position. In the following description of the configuration of this modification, the clutch handle 172 will be described as being in the PTO clutch ON position for convenience.

The lower end of the clutch handle 172 is connected to the vehicle body structure 70 on the rear side of the vehicle 1 with respect to the clutch handle 172 by a tension spring 212. As a result, the clutch handle 172 is always in the PTO.
It is biased toward the clutch ON position.

A bracket 201 is fixed to the vehicle body structure 70 above the left cross frame 3a of the vehicle 1, and a vertically extending shaft 202 is rotatably attached to the bracket 201.

Below the bracket 201, the shaft 202
An arm 203 is fixed to the lower end of the. Arm 20
The reference numeral 3 extends to the rear inside the vehicle 1. One end of the rod 204 is rotatably connected to the lower end of the clutch handle 172 about the lateral axis of the vehicle 1.
The other end of is connected to the tip of the arm 203 rotatably around a vertical axis.

Above the bracket 201, the shaft 202
An arm 205 is fixed to the upper end of the arm 205, and an arm 206 is rotatably attached to the shaft 202 below the arm 205. The arm 205 extends toward the front inside the vehicle 1, and the arm 206 extends laterally inside the vehicle 1. Bracket 201 and arm 20
A spring 207 is mounted on the shaft 202 between 6 and 6. The spring 207 has one end locked to the bracket 201 and the other end locked to the arm 206. The spring 207 biases the arm 206 clockwise when viewed from above the vehicle 1. Further, a hanging portion 208 capable of contacting the arm 206 is provided on a side portion of the arm 205 on the arm 206 side. Thereby, one end of the wire 74 is fixed to the tip of the arm 205, and the other end of the wire 74 is connected to the arm 2 of the PTO clutch CL via the buffer spring 75.
7 is connected to the other end. The wire 74 is passed through a guide tube 76 that is appropriately fixed to the vehicle body structure 70 of the vehicle 1. The tip of the arm 206 receives the tensile force of the spring 75.

One end of the wire 210 is fixed to the tip of the arm 206, and the other end of the wire 210 is connected to the upper end of the brake pedal lever 51. Wire 210
Are passed through a guide tube 211 that is appropriately fixed to the vehicle body structure 70 of the vehicle 1. The arm 206 has a spring 20.
Due to the action of 7, the urging force is clockwise as viewed from above the vehicle 1.

The operation of the modification of the PTO clutch operating system P will be described below. In addition, the arm 203, the arm 205, and the arm 205 as described above.
The rotation angle position of the hanging portion 208 of the vehicle 1 viewed from above is set so as to satisfy the following relationship.

In FIG. 9, the clutch handle 172 is a PTO.
When the clutch is in the ON position and the brake pedal 53 is O
The state shown in FF is shown. At this time, the tension spring 54
As a result, the brake pedal bar 51 is in a position rotated clockwise when viewed from the lateral direction of the vehicle 1, and the arm 206 is biased clockwise by the biasing force of the spring 207 when viewed from above the vehicle 1.

In this way, the brake pedal 53 is turned off.
At this time, the action of the spring 207 causes the arm 206 to be in the position shown in FIG. At this time, the clutch handle 172 is set to P
It can be arbitrarily positioned at both the TO clutch ON position and the PTO clutch OFF position. However, when the clutch handle 172 rotates from the PTO clutch ON position to the PTO clutch OFF position, the clutch handle 172 is stably held at the PTO clutch OFF position by the tension of the tension spring 212 because it passes through the thought point by the tension spring 212. It Similarly, when the clutch handle 172 rotates from the PTO clutch OFF position to the PTO clutch ON position, the clutch handle 172 also turns the PTO clutch ON.
Holds stable in position.

On the other hand, when the brake pedal 53 is ON,
The arm 206 is rotated counterclockwise as viewed from above the vehicle 1 via the wire 210 by the depression force of the brake pedal 53. At this time, PT with the clutch handle 172
Since the arm 205 set to the O clutch ON position rotates counterclockwise through the hanging portion 208, the rod 204 moves to the front of the vehicle 1 and the clutch handle 17
2 from the PTO clutch ON position to the PTO clutch OFF
Rotate towards position. As a result, the clutch handle 172 passes through the consideration point by the spring 212, and the spring 2
It is rotated to the PTO clutch OFF position by the pulling force of 12.

Therefore, when the brake pedal 53 is depressed, the clutch handle 172 automatically moves from the PTO clutch ON position to the PTO clutch OFF position.

The clutch handle 17 as described above is used.
2 PTO clutch ON position and PTO clutch OF
The movement between the F positions controls the operation of the PTO clutch CL via the wire 74 corresponding to the movement, and
It goes without saying that the operation of the clutch CL interrupts the drive of the rotary actuator R described above according to the operation.

The embodiment of the present invention has been described in detail above.
The present invention is not limited to the above embodiment,
It is possible to make various design changes.

The above embodiment can be applied to a passenger management machine and a walk-type cultivator.

For example, although a four-wheel vehicle has been illustrated in the above embodiment, the present invention is a three-wheel vehicle with one steering wheel and a front wheel W.
The present invention can also be applied to a four-wheel vehicle in which f and Wf are traveling driving wheels and rear wheels Wr and Wr are steering wheels, and a vehicle in which the traveling driving wheels are crawlers.

In the above embodiment, the hydrostatic continuously variable transmission (HST) is exemplified as the continuously variable transmission.
Instead of T, any continuously variable transmission such as CVT (belt type continuously variable transmission), ring cone type continuously variable transmission, toroidal type continuously variable transmission, friction type continuously variable transmission, etc. can be adopted. .

[0075]

As described in detail above, claim 1 is as follows.
According to the control device for a vehicle with a working machine, when the brake pedal is depressed, the power take-off clutch is disengaged so that the traveling of the vehicle is decelerated and stopped, and at the same time the operation of the working machine is stopped. Non-operating position where the working machine does not move up (that is, a position where no cultivated land is generated)
Since the vehicle is not forcibly moved to, the work by the working machine is reliably performed until the vehicle completely stops.

According to the control device for a vehicle with working machine of the second aspect, since the transmission is returned to the neutral position when the brake pedal is depressed, the braking and shifting of the vehicle can be performed by a single operation of depressing the brake pedal. The device can be controlled and the structure is simple.

According to the control device for a vehicle with a working machine of claim 3, the rotating member (brake rod shaft cylinder) rotates in one direction in conjunction with the operation of the brake pedal, and the rotating member (brake rod shaft cylinder) is rotated. ), A braking device is connected via a first connecting means, a power take-off clutch is connected via a second connecting means, and a transmission is connected via a third connecting means. Therefore, braking of the vehicle, control of the transmission, and control of the work machine can be performed by a single operation of depressing the brake, which is advantageous in terms of strength and rigidity while reducing the number of parts.

According to the control device for a vehicle with a working machine of claim 4, the second connecting means can be realized with a simple structure.

[Brief description of the drawings]

FIG. 1 is a side view of a vehicle with a working machine according to an embodiment of the present invention.

FIG. 2 is a plan view of a vehicle with work implement according to the embodiment of the present invention.

FIG. 3 is a plan view of a main part of a vehicle of the device shown in FIG.

FIG. 4 is a perspective view of a brake rod shaft cylinder 45.

FIG. 5 is a brake pedal operating system BP and HST.
It is explanatory drawing of a structure of an operation system.

FIG. 6 is an explanatory diagram of a configuration of a PTO clutch operating system P.

FIG. 7 is a partially exploded perspective view of a PTO clutch operating system.

FIG. 8 is a partially exploded perspective view of an HST return operation system HS.

FIG. 9 is a partially exploded perspective view of a modified example of the HST return operation system P.

[Explanation of symbols]

 B Brake operation system BP Brake pedal operation system CL PTO clutch E Engine F frame HS HST Return operation system M Hydrostatic continuously variable transmission (HST) P PTO clutch operation system R Rotary work machine Wf Front wheel Wr Rear wheel 1 Vehicle 2a, 2b Side frame 3a, 3b, 3c Cross frame 4 Floor panel 5 Handle post 7 Seat 9 Operation panel 45 Brake rod shaft cylinder 53 Brake pedal 60 Brake lever 72, 172 PTO clutch handle 98 HST control handle

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masakatsu Takano 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Toshiyuki Kitazawa 1-4-1 Chuo, Wako-shi, Saitama Stock Company Honda Technical Research Institute

Claims (4)

[Claims] 1. A control device for a working machine-equipped vehicle configured to take out power from an engine via a power take-off clutch and drive the working part of the work machine with the taken-out power. Sometimes
A control device for a vehicle with a working machine, wherein the power take-off clutch is disengaged. 2. The vehicle is configured to take out power from the engine via a transmission, and the vehicle is driven by the extracted power, and the transmission is operated when the brake pedal is depressed. Is returned to the neutral position. The control device for a vehicle with a working machine according to claim 1, wherein. 3. The power is taken out of the engine via the transmission, and is driven by the taken out power. The power is taken out from the engine via the power take-out clutch, and the taken out power is used. In a control device for a vehicle with a working machine configured to drive a working part of the working machine, the control device is rotatably attached to the vehicle so as to extend in a lateral direction of the vehicle, and is interlocked with a depressing operation of a brake pedal. And a rotating member (45) connected to the brake pedal so as to rotate in one direction, and the rotating member and the braking device so that the braking device operates in conjunction with rotation of the rotating member in one direction. A first connecting means for connecting the rotating member and the power take-off clutch so that they are disengaged in association with rotation of the rotating member in one direction. A third connecting means for connecting the rotating member and the transmission so that the second connecting means for connecting the power take-off clutch and the transmission become neutral in association with rotation of the rotating member in one direction. A control device for a vehicle with a working machine, comprising: a connecting means. 4. The second connecting means is rotatably attached to the vehicle about a lateral axis of the vehicle and extends rearward and downward of the vehicle, and the rotating member. A first arm (78) that rotates in conjunction with rotation in one direction, and that is provided on the first arm at the rear side of the vehicle with respect to the lateral axis,
An arcuate elongated hole (79) concentric with the lateral axis and rotatably mounted on the vehicle about the lateral axis and extending substantially horizontally with respect to the first arm. Second arm (73) and the second arm (7)
Power take-off clutch handle (7) fixed to 3)
2), a pin (81) that is provided at one end of the second arm and that engages with the elongated hole, and that one end is connected to the other end of the second arm and the other end is The control device for a working machine-equipped vehicle according to claim 3, further comprising: a connecting member connected to the power take-out clutch.