KR20170051500A - Work vehicle - Google Patents

Abstract

The mounting posture of the armrest 49 can be changed steplessly without using a tool, so that the seated performance of the operator can be improved and the operability of the operating portion arranged on the armrest 49 can be improved, And to provide a work vehicle capable of reducing the amount of work. In the working vehicle in which the operator seat is mounted on the traveling base 2 and the operator places the armrest 49 on the side of the steering seat 8, A screw structure 342 capable of changing the angle is provided and the armrest 49 is supported by the armrest supporter 331 so as to be capable of endless adjustment by the operation of the screw structure 342. [

Description

Working vehicle {WORK VEHICLE}

The present invention relates to a working vehicle such as a tractor for agricultural work which tows a ground working machine such as a suture machine or a sowing machine.

Conventionally, in a tractor as a working vehicle, a plurality of working-system operating means for setting and controlling working conditions of a traveling vehicle or a rotary tiller are integrally disposed on the upper surface of an armrest disposed at at least either side of the steering seat will be. An example of the tractor having the above-described structure is disclosed in Patent Document 1. [ In the tractor of Patent Document 1, a working machine lifting lever (working portion position lever), which is a work system operating means, is disposed on the arm rest located on the right side in the traveling direction of the steering, and on the outside of the armrest, Throttle lever (peripheral speed lever) is disposed.

Japanese Patent Application Laid-Open No. 2008-037411

However, in the structure of Patent Document 1, since the traveling system operating means is disposed at a remote position from the steering seat, it is necessary to move the hand greatly from the steering every time the traveling speed of the working vehicle is changed. In addition, the working system operating means is disposed on the armrest, but the traveling system operating means is disposed on the outside of the armrest. Therefore, when the operator operates the traveling system operating means, the operator must move at least from the elbow, and the armrest may be disturbed depending on the operating posture. In addition, the angle adjustment of the arm rest was a bobbin and a tool was needed. The arm rest has a cantilever structure, which makes it difficult to secure rigidity. Further, when the driver's seat is horizontally rotated, since the rear side of the armrest collides with the side surface in the side column, it is necessary to secure a large gap between the side column and the armrest.

Further, if a peripheral lever and a potentiometer are provided at the front portion of the armrest, the front portion of the armrest can not be formed compactly. The armrest becomes larger and corresponds to the foot of the operator. There is a problem that the operation force of the lever in the vicinity is not stable. Further, when the seat is rotated, the gap between the seat and the interior is not sufficient, and the operability of the hydraulic lifting / lowering dial can not be improved when the hydraulic lifting / lowering dial is disposed on the front side surface of the armrest.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances and provides a working vehicle in which improvements are made.

The present invention relates to a working vehicle in which a control seat is mounted on a traveling vehicle and an operator places a seat and an armrest is disposed on a side of the steering seat, And the arm rest is supported by the arm rest supporting body so as to be capable of being arbitrarily adjusted by the operation of the inclination adjusting member.

In the above-described working vehicle, the armrests are installed on the seat support frame portion and the backrest support frame portion of the seat frame body of the steering seat so as to be changeable in angle, and the armrests are supported on the seat frame body .

The longitudinal frame body is extended from the backrest supporting frame portion of the steering seat so as to extend from the longitudinal frame body to the longitudinal frame body, The rear end side of the armrest may be connected to the connecting portion of the frame body via the armrest point shaft and the inclination adjusting member may be brought into contact with the lower surface of the front end side of the armrest from below.

The present invention provides a working vehicle in which a steering seat is mounted on a traveling vehicle and an operator is seated and an armrest is disposed on a side of the steering seat, The outer surface of the armrest rear portion may be inclined.

In the working vehicle, the inner side surface of the side column facing the rear portion of the armrest is curved in a circumferential direction about the horizontal rotation axis of the steering seat.

In the working vehicle, the inner side curve of the side column facing the rear portion of the armrest and the inner side curve of the side column facing the front portion of the armrest may be formed in different shapes.

The present invention relates to a working vehicle in which a control seat is mounted on a traveling vehicle and an operator is seated and an armrest is disposed on a side of the steering seat, And a speed change sensor is connected to the proximal end of the peripheral speed lever by an interlocking link.

Wherein a forward end side of an interlocking link is projected forward from the transmission sensor shaft so that the interlocking link extends horizontally in the longitudinal direction and a front end side of the interlocking link is connected to a proximal end portion of the peripheral speed lever It may be connected.

In the working vehicle, a friction spring for supporting the friction may be provided on the shift point shaft, and the peripheral speed lever may be supported at the operating position by a pressing force of the coil spring.

The present invention provides a working vehicle in which a control seat is mounted on a traveling vehicle and an operator is seated and an armrest is disposed on a side of the steering seat, the structure including a position dial for operating a hydraulic lifting / And the working position dial is provided on the outer surface of the arm rest front portion to form the working position dial in such a shape that side operation and top surface handle operation can be performed.

In the working vehicle, a rotary operation knob or a mode switching switch button may be disposed at a position lower than the seating surface on which the hand of the armrest is placed.

(Effects of the Invention)

According to the present invention, there is provided a working vehicle in which a control seat is mounted on a running vehicle to allow an operator to seat the armrest, and an armrest is disposed on the side of the steering seat, And the arm rest is supported by the arm rest supporter so as to be capable of endless adjustment by the operation of the threaded structure. Therefore, the attachment posture of the arm rest can be changed steplessly without using a tool, and the leftability of the operator can be improved The operability of the operating portion to be disposed in the armrest can be improved and the erroneous operation can be reduced.

According to the present invention, the armrest is provided on the left-arm support frame portion and the backrest support frame portion of the seat frame body of the steering seat so as to be changeable in angle, and the armrest is supported on both sides of the seat frame body It is possible to easily reduce the shaking of the armrest by both supporting structures, and it is possible to easily improve the supporting rigidity of the armrest.

According to the present invention, the longitudinal frame body is erected from the seat plate supporting frame portion of the seat frame of the steering seat, the transverse frame body is extended from the backrest supporting frame portion of the steering seat, The rear end side of the arm rest is connected to the connecting portion of the armrest via the armrest point shaft and the threaded structure is brought into contact with the lower end side of the front end side of the armrest from the lower side so that the support rigidity of the armrest can be easily improved The attachment angle of the armrest can be steplessly changed by the lifting and lowering operation of the threaded structure and the armrest can be easily supported in the posture adapted to the emotion of the operator.

According to the present invention, there is provided a working vehicle in which a control seat is mounted on a running vehicle and an operator is seated and an armrest is arranged on a side of the steering seat, wherein a tangent of a circle It is not necessary to form a large gap between the side column on the side of the steering seat and the armrest and the structure of the steering seat and the armrest attachment portion can be configured compactly And the side column is brought close to the side of the steering seat so that the operability of the lever or switches on the side column can be improved.

According to the present invention, since the inner side surface of the side column facing the rear portion of the armrest is curved in the circumferential direction around the horizontal rotation axis of the steering seat, even if the direction of the steering seat is changed to the left and right, It is possible to avoid the collision between the part and the side column and arrange the lever or the switch of the upper side of the side column close to the steering seat.

According to the present invention, since the inner side curve of the side column facing the rear portion of the armrest and the inner side curve of the side column facing the front portion of the armrest are formed in different shapes, Even if the armrest front portion is extended in an easy outward shape, it is possible to easily prevent the outward-shaped front portion of the armrest from colliding with the inner side surface of the side column.

According to the present invention, there is provided a working vehicle in which a control seat is mounted on a running vehicle and an operator is seated and an armrest is disposed on a side of the steering seat, wherein the armrest front portion is provided with a peripheral speed lever The front end portion of the armrest can be formed in a compact shape so that the foot of the operator can be moved to the front end portion of the arm rest It is possible to prevent contact. The shape of the armrest can be formed small, so that the operator can comfortably work without being interrupted by the operation of the pedal of the operator.

According to the present invention, the front end side of the interlocking link is projected forward from the transmission sensor shaft, and the front end side of the interlocking link is connected to the proximal end portion of the peripheral speed lever by extending the interlocking link horizontally in the front- The peripheral speed lever and the speed change sensor can be compactly arranged in the space of the front end portion of the armrest and the restriction of the relative position of the peripheral speed lever and the speed change sensor can be easily reduced.

According to the present invention, since the coil spring for friction support is provided on the shift point shaft and the peripheral speed lever is supported at the operating position by the frictional force of the coil spring, The coil spring has a small installation space to sufficiently obtain a frictional supporting force of the peripheral speed lever and can easily improve the operation feeling of the peripheral speed lever and can easily provide an optimum speed stage by operating the peripheral speed lever of the operator So that the shifting operability can be improved.

According to the present invention, in a working vehicle in which a steering seat is mounted on a traveling vehicle and an operator is seated and an armrest is disposed on a side of the steering seat, a structure including a position dial for operating a hydraulic lift- And the working position dial is provided on the outer surface of the armrest front portion to form the working position dial in such a manner that side operation and top face knob operation can be performed. It is possible to easily operate either the side portion or the upper side of the working portion position dial so that the operability of the working portion position dial can be easily improved and the erroneous operation can be reduced. For example, even if the steering wheel rotates in the left-right direction, the work portion position dial can be appropriately operated without any problem in operation.

According to the present invention, since the rotary operation knob or the mode switching switch button is disposed at a lower position than the seating surface on which the arm rest is placed, even if the operator hands the upper surface of the armrest, the rotary operation knob or the mode switching button The rotary operation knob or the mode switching switch button can be appropriately operated by the operator's finger placed on the upper surface of the armrest.

1 is a left side view of a tractor.
2 is a right side view of the tractor.
3 is a plan view of the tractor.
4 is a left side view of the traveling vehicle.
5 is a right side view of the traveling vehicle.
6 is a plan view of the running vehicle.
7 is a perspective view of the traveling vehicle viewed from the left rear side.
8 is a perspective view of the running vehicle as viewed from the right rear side.
9 is an enlarged perspective view of the traveling vehicle viewed from the left side.
10 is an enlarged perspective view of the traveling vehicle viewed from the right side.
11 is a perspective view of the traveling vehicle viewed from the left side.
12 is a perspective view of the traveling vehicle viewed from the right side.
13 is a skeleton diagram of the power transmission system of the tractor.
14 is a hydraulic circuit diagram of the tractor.
15 is a perspective view showing the steering seat portion as seen from the left side room.
16 is a perspective view of the arm rest portion as seen from the left side room.
Fig. 17 is an explanatory diagram of Fig. 16. Fig.
18 is a perspective view showing the steering seat portion as viewed from the right rear side.
19 is an enlarged explanatory view of Fig.
20 is a right side view of the steering seat portion.
FIG. 21 is an explanatory diagram of FIG. 20. FIG.
22 is a perspective view of the arm rest portion as seen from the right front side.
Fig. 23 is an explanatory diagram of Fig. 22. Fig.
24 is a left side view of the steered seat portion.
25 is a left side view of the arm rest portion.
Fig. 26 is an explanatory diagram of Fig. 25. Fig.
Fig. 27 is a plan view of the steering seat. Fig.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in Figs. 1 to 8, the running vehicle 2 of the tractor 1 is supported by a pair of left and right rear wheels 4 like a pair of left and right front wheels 3 as a running section. And the pair of left and right rear wheels 4 corresponds to the rear running portion. The diesel engine 5 (hereinafter simply referred to as an engine) is mounted on the front portion of the traveling vehicle 2 and the tractor 1 is driven by driving the rear wheel 4 or the front wheels 3 with the engine 5. [ And is configured to travel forward and backward. The engine 5 is covered with a bonnet 6. A cabin (7) is provided on the upper surface of the traveling base (2). A steering seat 8 and a steering handle 9 for steering the front wheels 3 are disposed inside the cabin 7. On the left and right outer sides of the cabin 7, there are provided steps 10 for raising and lowering the operator. A fuel tank 11 for supplying fuel to the engine 5 is provided on the lower side of the bottom of the cabin 7.

The traveling base 2 is composed of an engine frame 14 having a front wheel bobbin 12 and a train axle case 13 and left and right base frames 15 detachably fixed to the rear portion of the engine frame 14 . And the train shaft 16 is rotatably projected from the left and right ends of the train shaft case 13 outwardly. The front wheels 3 are attached to the left and right ends of the case 13 via a train shaft 16. [ The rear portion of the base frame 15 is connected to a transmission case 17 for transferring rotational power from the engine 5 to the front and rear wheels 3, 3, 4 and 4 in an appropriate manner. A rectangular frame plate-shaped tank frame 18 is bolted to the bottom surface of the left and right base frame 15 and the mission case 17 as viewed from the bottom protruding laterally and outwardly. The fuel tank 11 of the embodiment is divided into two right and left sides. The left and right fuel tanks 11 are separately mounted on the upper surface side of the left and right projecting portions of the tank frame 18. The right and left rear axle cases 19 are mounted on left and right outer sides of the transmission case 17 so as to protrude outward. Right and left rear axles 20 are rotatably inserted into right and left rear axle cases 19. The rear wheel 4 is attached to the transmission case 17 via the rear axle 20. The upper portions of the left and right rear wheels 4 are covered with left and right rear fenders 21.

A hydraulic lifting mechanism 22 for lifting and moving a ground working machine (not shown) such as a rotary tiller is detachably provided on the rear portion of the transmission case 17. The earth working machine is connected to the rear portion of the mission case 17 through a three-point link mechanism 111 comprising a pair of right and left low links 23 and a top link 24. On the rear side of the transmission case 17, a PTO shaft 25 for transmitting a PTO driving force to a ground working machine such as a rotary cultivator is provided so as to protrude rearward.

A flywheel 26 (see FIGS. 4 to 6, 10 and 11) is connected to an output shaft (piston rod) of the engine 5 protruding rearward from the rear side of the engine 5. A main coaxial shaft 27 projecting backward from the flywheel 26 through a power transmission shaft 29 having a universal joint at both ends and a peripheral speed input shaft 28 protruding forward from the front surface of the mission case 17 (See Figs. 4 to 6). 13, a hydraulic continuously variable transmission 500, a forward / backward switching mechanism 501, traveling transmission gear mechanisms 502, 503, 504, and a rear differential gear mechanism 506 are provided in a transmission case 17, And so on. The rotational power of the engine 5 is transmitted to the input shaft 28 of the peripheral speed of the transmission case 17 via the main shaft 27 and the power transmission shaft 29, So that the transmission power is transmitted to the left and right rear wheels 4 through the differential gear mechanism 506 for the rear wheels.

The front wheel output shaft 30 protruding forward from the lower portion of the front surface of the transmission case 17 projects rearward from the front wheel case 13 housing the front wheel differential gear mechanism 507 via the front wheel drive shaft 31 And a front wheel transmission shaft 508 is connected. The transmission power by the hydraulic CVT 500 and the transmission shift gear mechanism (two-wheel drive four-wheel drive switching mechanism 504) in the transmission case 17 is transmitted to the front wheel output shaft 30, the front wheel drive shaft 31, And is transmitted from the shaft 508 to the right and left front wheels 3 via the front wheel differential gear mechanism 507 in the electric train case 13.

Next, the structure inside the cabin 7 will be described with reference to Figs. 3, 7, 8, and the like. A steering column 32 is disposed in front of the steering seat 8 in the cabin 7. The steering column 32 is installed on the back side of the dashboard 33 disposed on the front side inside the cabin 7. An approximately circular steering wheel 9 is provided on the upper end side of the steering shaft projecting upward from the upper surface of the steering column 32 as viewed in plan view.

On the lower right side of the steering column 32, a pair of right and left brake pedals 35 for braking the traveling vehicle 2 are disposed. A forward / backward switching lever 36 (a reverser lever) is disposed above the left side of the steering column 32 for switching the traveling direction of the traveling base 2 forward and backward. A clutch pedal 37 for shutting off the outputs (the forward low-speed hydraulic clutch 537, the forward high-speed hydraulic clutch 539, and the reverse hydraulic clutch 541) of the hydraulic CVS 500 is provided on the lower left side of the steering column 32 . In addition, by depressing the clutch pedal 37, the master control solenoid valve 635 is turned on to disconnect the forward or reverse output of the hydraulic CVT 500 (see Fig. 14).

On the left side of the steering column 32, an erroneous operation preventing member 38 (reverser guard) extending along the forward / backward switching lever 36 is disposed below the forward / backward switching lever 36. By preventing the erroneous operation preventing member 38 from being in contact with the forward and backward switching levers 36 when the tractor 1 is lifted and lowered by projecting the erroneous operation preventing member 38 out of the forward and backward switching levers 36 have. An operation display panel 39 incorporating a liquid crystal panel is provided on the backside of the dashboard 33.

An accelerator pedal 41 for controlling the rotational speed or the vehicle speed of the engine 5 is disposed on the right side of the steering column 32 in the bottom plate 40 in front of the steering seat 8 in the cabin 7 . Further, substantially the entire upper surface of the bottom plate 40 is formed as a flat surface. The left and right side columns 42 are disposed on both left and right sides of the steering seat 8. A parking brake lever 43 for keeping the left and right rear wheels 4 in a braked state is provided between the steering seat 8 and the left side column 42 and a parking brake lever 43 for forcibly increasing the forward traveling speed An auxiliary speed change lever 45 for switching the output range of the drive portion transmission gear mechanism 503 in the transmission case 17 and an auxiliary speed change lever 45 for driving the PTO shaft 25 And a PTO shift lever 46 for switching the speed. A differential gear lock pedal 47 for turning on / off the differential drive of the left and right rear wheels 4 is disposed below the steering seat 8. On the rear left side of the steering seat 8, there is disposed a reverse PTO lever 48 which performs an operation of reversely driving the PTO shaft 25 (see FIG. 10).

Between the steering seat 8 and the right side column 42, there is provided an armrest 49 for placing an arm or an elbow of an operator seated on the steering seat 8. The arm rest 49 includes a peripheral speed lever 50 for increasing and decreasing the traveling speed of the tractor 1 and a dial type working portion position dial 51 for manually changing the height position of the ground working machine such as a rotary tiller And an elevation dial). In addition, the armrest 49 is configured to be able to rotate in a plurality of steps by jumping up and down at the rear lower end as a fulcrum.

The right side column 42 is provided with a throttle lever 52 for sequentially setting and maintaining the rotational speed of the engine 5 from the front side and a throttle lever 52 for stepping the transmission of power from the PTO shaft 25 to a working machine such as a rotary tiller. And a plurality of hydraulic operating levers 54 (SCV levers 54) for switching operation of the hydraulic pressure takeoff valve 430 (see Fig. 14) disposed on the upper surface side of the transmission case 17 . Here, the hydraulic external bleed valve 430 is for supplying hydraulic fluid to a hydraulic device of a working machine, such as a front loader, which is installed in the tractor 1 afterwards. In the embodiment, four hydraulic control levers 54 are arranged in accordance with the number of hydraulic pressure takeoff valves (four wheels).

9 to 12 and the like, there are provided left and right front support platforms 96 for supporting the front side of the cabin 7 and left and right rear support platforms 97 for supporting the rear portion of the cabin 7 Respectively. The front support bracket 96 is bolted to the front and rear intermediate portions of the outboard side surfaces of the left and right base frames 15 and the front side support bracket 96 is fastened to the upper surface side of the front support bracket 96 in front of the cabin 7 And a rear support pedestal 97 is bolted to a middle portion of the right and left side widths of the upper surface of the left and right rear axle cases 19 extended horizontally in left and right directions, The back side bottom portion of the cabin 7 is supported by the vibration proof rubber member 99 in a dustproof manner. That is, the diesel engine 5 and the cabin 7 are connected to the traveling vehicle 2 (the engine frame 14, the gas frame 15 and the rear axle case 19 integrally connected to each other) . 4 and 5, the rear support pedestal 97 is disposed on the upper surface side of the rear axle case 19 and the anti-vibration bracket 101 is disposed on the lower surface of the rear axle case 19 The rear support support 97 and the anti-vibration bracket 101 are bolted together, and a middle portion of the low-link 23 extending in the front-rear direction and a middle portion of the anti- And the opposite ends of the preventing rod body 103 are connected to each other to prevent the lateral movement of the low link 23 in the left and right directions.

Next, the diesel engine 5 and the engine room structure below the bonnet 6 will be described with reference to Figs. 4 to 8 and others. The diesel engine 5 has a cylinder head mounted on a cylinder block that houses an engine output shaft and a piston and is connected to the air cleaner 221 through a turbocharger 211 on the right side of the diesel engine 5 An intake manifold 203 and an EGR device 210 for recirculating a part of the exhaust gas from the exhaust manifold 204 are arranged and a part of the exhaust gas discharged to the exhaust manifold 204 is introduced into the intake manifold 204 203, the maximum combustion temperature at the time of high load operation is lowered, and the amount of NOx (nitrogen oxides) discharged from the diesel engine 5 is reduced. On the other hand, an exhaust manifold 204 and a turbocharger 211, which are connected to the tail pipe 229, are disposed on the left side of the diesel engine 5 (cylinder head). That is, in the engine 5, the intake manifold 203 and the exhaust manifold 204 are separately disposed on the left and right sides along the engine output shaft. The cooling fan 206 is disposed on the front side of the diesel engine 5 (cylinder block).

4 to 8, the diesel engine 5 includes a continuous regeneration type exhaust gas purifier 224 (DPF) disposed on the upper surface side (the exhaust manifold 204) of the diesel engine 5, And a tail pipe 229 is connected to the exhaust side of the exhaust gas purifier 224. [ The particulate matter PM in the exhaust gas discharged from the engine 5 to the outside of the vehicle through the tail pipe 229 is removed by the exhaust gas purifier 224 and the carbon monoxide (CO) and hydrocarbons (HC Is reduced.

1 to 3, the bonnet 6 has a front grille 231 on the lower side of the front portion thereof, and covers the upper surface and the front surface of the engine room 200. A side engine cover 232 formed of a perforated plate is disposed at left and right lower sides of the bonnet 6 and covers left and right sides of the engine room 200. That is, the front cover, the upper cover, and the left and right cover the diesel engine 5 by the bonnet 6 and the engine cover 232.

4 to 8, a radiator 235 having a fan shroud 234 attached to its rear side is mounted on the engine frame 14 so as to be positioned on the front side of the engine 5. As shown in Fig. The fan shroud 234 surrounds the outer circumferential side of the cooling fan 206 to keep the radiator 235 and the cooling fan 206 in communication with each other. An air cleaner 221 is disposed above the front surface of the radiator 235. Further, an oil cooler, a fuel cooler, and the like are installed in front of the radiator 235 in addition to the intercooler.

On the other hand, as shown in Figs. 9 to 12 and the like, the pair of left and right base frames 15 are connected by a beam frame for support 236. [ The support beam frame 236 is bolted to each of the left and right base frames 15 to be fixed to the front ends of the left and right base frames 15 (rear side of the engine 5) And connects the rear portion of the diesel engine 5 to the upper surface of the support beam frame 236 through the engine leg body 237. [ As shown in Figs. 1, 2, 4, 5, 11, and 12, on the middle portion of a pair of left and right engine frames 14, left and right front engine legs 238 are connected to the left and right sides of the front portion of the diesel engine 5. That is, the front side of the diesel engine 5 is supported by the engine frame 14 and the rear side of the diesel engine 5 is supported on the front end side of the pair of left and right base frames 15 via the support beam frame 236 And the vibration is supported by the vibration.

Next, the attachment structure of the mission case 17, the hydraulic lifting mechanism 22 and the three-point link mechanism 111 will be described with reference to Figs. 4 to 12. Fig. The transmission case 17 includes a front transmission case 112 having a peripheral speed input shaft 28 and the like, a rear transmission case 113 having a rear axle case 19 and the like, a front transmission case 112, And an intermediate case 114 for connecting the front side of the rear transmission case 113 to the rear side of the rear case 113 is provided. The rear ends of the left and right gas frames 15 are connected to the left and right side surfaces of the intermediate case 114 through the left and right gas connecting shafts 115, That is, the left and right gas frame 15 are connected to both left and right side surfaces of the intermediate case 114 by two upper gas connecting shafts 115 and two lower gas connecting shafts 116, And the transmission case 17 are integrally connected to form a rear portion of the traveling base 2 and a front transmission case 112 or a power transmission shaft 29 or the like is disposed between the left and right base frames 15 So as to protect the front transmission case 112 and the like. The left and right rear axle cases 19 are attached to the left and right sides of the rear transmission case 113 so as to protrude outward. In the embodiment, the intermediate case 114 and the rear transmission case 113 are made of a high-rigidity cast iron, and the front transmission case 112 is made of an aluminum die-casting material having a light weight and good workability.

According to the above configuration, since the transmission case 17 is divided into the front transmission case 112, the intermediate case 114, and the rear transmission case 113, The intermediate transmission case 112, the intermediate case 114 and the rear transmission case 113 can be assembled by preliminarily integrating the components such as the transmission case 113 and the gear. Therefore, the assembly of the mission case 17 can be carried out accurately and efficiently.

The right and left rear axle cases 19 are provided on both left and right sides of the rear transmission case 113 and the front transmission case 112 and the rear transmission case 112 are provided on the left and right base frames 15 constituting the traveling base 2. [ The middle case 114 and the rear transmission case 113 are connected to the intermediate case 114 having the high rigidity structure for connecting the auxiliary transmission case 113 to the base case 15, Only the front transmission case 112 can be removed and the maintenance or repair work such as the exchange of the shaft or the gear inside the front transmission case 112 in which the hydraulic CVT 500 is placed can be performed. Therefore, the frequency of the disassembly work for removing the entire mission case 17 from the tractor 1 can be remarkably reduced, and the workability at the time of maintenance and repair can be improved.

Since the intermediate case 114 and the rear transmission case 113 are made of cast iron and the front transmission case 112 is made of aluminum die casting agent, the intermediate case 114 connected to the base frame 15, The rear transmission case 113 to which the left and right rear axle cases 19 are connected can be configured as a rigid member that constitutes the running vehicle 2 with high rigidity. In addition, the front transmission case 112 that is not a strength member can be made lighter. Therefore, the overall weight of the mission case 17 can be reduced while sufficiently securing the rigidity of the traveling base 2.

4 to 12, the hydraulic lifting mechanism 22 includes left and right hydraulic lift cylinders 117 that are operated and controlled by operation of the work part position dial 51 and the like, Left and right lift arms 120 for rotatably supporting the base end side via a lift point shaft 119 to an openable top cover body 118 provided on the upper surface side of the auxiliary transmission case 113, And left and right lift rods 121 that connect the left and right lift arms 120 to the left and right lift rods 23. A part of the right lift rod 121 is formed by the hydraulic control horizontal cylinder 122 and the length of the right lift rod 121 is adjustable by the horizontal cylinder 122. [

7, 8, 10 and so on, the top link hinge 123 is fixed to the back surface side of the top cover member 118 and the top link hinge 123 is connected to the top link 24 ). When the length of the right lift rod 121 is changed by expanding and contracting the piston of the horizontal cylinder 122 while the ground working machine is supported on the top link 24 and the left and right low links 23, And the inclination angle is changed.

Next, the internal structure of the mission case 17 and the power transmission system of the tractor 1 will be described with reference to Figs. The transmission case 17 includes a front transmission case 112 having a peripheral speed input shaft 28 and the like, a rear transmission case 113 having a rear axle case 19 and the like, And an intermediate case 114 connecting the front side of the rear transmission case 113 to the rear side. The transmission case 17 is formed in a hollow box shape as a whole.

A front lid member 491 is disposed on the front surface of the transmission case 17, that is, on the front surface of the front transmission case 112. The front lid member 491 is detachably fastened to the front of the front transmission case 112 by a plurality of bolts. A rear lid member 492 is disposed on the rear surface of the transmission case 17, that is, on the rear surface of the rear transmission case 113. The rear lid member 492 is detachably fastened to the rear surface of the rear transmission case with a plurality of bolts. An intermediate partition wall 493 which blocks the front transmission case 112 and the intermediate case 114 is integrally formed on the front side of the intermediate case 114. A rear sub-cabinet wall 494 is integrally formed at the front and rear intermediate portions of the rear transmission case 113 to block the inside of the rear transmission case 113 back and forth.

The interior of the mission case 17 is partitioned into three chambers of the front chamber 495, the rear chamber 496 and the middle chamber 497 by the intermediate and rear partition walls 493 and 494. The space between the front lid member 491 and the middle partition wall 493 (inside the front transmission case 112) of the interior of the transmission case 17 is the front chamber 495. A rear chamber 496 is provided between the rear lid member 492 and the rear partition wall 494 (inside the rear side of the rear transmission case 113). A space between the intermediate partition wall 493 and the rear partition wall 494 (the inside of the intermediate case 114 and the front side of the rear transmission case 113) serves as an intermediate chamber 497. The front chamber 495, the intermediate chamber 497 and the rear chamber 496 are formed by notching portions of the partition walls 493 and 494 to communicate with each other so that the operating oil (lubricating oil) in the respective chambers 495 to 497 can move with each other have.

A mechanical creep transmission (not shown) is provided within the front chamber 495 of the transmission case 17 (in the front transmission case 112) to change the rotational power via the hydraulic CVT 500 and a forward / backward switching mechanism 501 A two-wheel drive four-wheel drive switching mechanism 504 for switching the two-wheel drive and the four-wheel drive of the front and rear wheels 3 and 4 and the gear mechanism 502 and the shift mechanism 503 are disposed. The rotational power from the hydraulic CVS 500 is switched in the forward or reverse direction within the intermediate chamber 497 of the transmission case 17 (the inside of the intermediate case 114 and the front side of the rearward transmission case 113) A forward / backward switching mechanism 501 is disposed. A PTO transmission mechanism 505 for appropriately shifting the rotational power from the engine 5 and transmitting the rotational power to the PTO shaft 25 and a rotational power transmitted via the creep transmission gear mechanism 502 or the transmission portion transmission gear mechanism 503 And a rear differential gear mechanism 506 for transmitting rear wheels to the left and right rear wheels 4 are disposed. The creep speed change gear mechanism 502 and the drive portion change gear mechanism 503 correspond to a speed change gear mechanism for multi speed-changing the speed change output via the forward / backward switching mechanism 501. [ A pump case 480 accommodating a hydraulic pump 481 for a working machine and a hydraulic pump 482 for driving which is driven by the rotational power of the engine 5 is provided at the left front outer surface of the rear transmission case 113 .

4 to 6, a flywheel 26 is connected to an output shaft (crankshaft) of an engine 5 protruding rearward from the rear side of the engine 5. (Front lid member 491) from the side of the transmission case 17 (the front lid member 491) through the power transmission shaft 29 having universal joints at both ends, to the main coaxial shaft 27 projecting backward from the flywheel 26 And one peripheral speed input shaft 28 is connected. The rotational power of the engine 5 is transmitted to the peripheral speed input shaft 28 of the transmission case 17 (front transmission case 112) via the main shaft 27 and the power transmission shaft 29, Shifted by the transmission 500 and the creep transmission gear mechanism 502 or the transmission shift mechanism 503 and then transmitted to the differential gear mechanism 506 for the rear wheels to drive the left and right rear wheels 4. The transmission power transmitted via the creep transmission gear mechanism 502 or the transmission portion transmission gear mechanism 503 is transmitted from the two-wheel drive four-wheel drive switching mechanism 504 to the front wheel output shaft 30, the front wheel drive shaft 31, Is transmitted to the differential gear mechanism 507 for the front wheels in the electric train shaft case 13 via the input shaft 508 to drive the right and left front wheels 3.

The peripheral speed input shaft 28 protruding forward from the front lid member 491 extends from the front transmission case 112 to the intermediate case 114 (from the front chamber 495 to the middle chamber 497) have. The front and rear intermediate portions of the peripheral speed input shaft 28 are rotatably supported by the intermediate partition wall 493. The rear end side of the peripheral speed input shaft 28 is rotatably supported by an intermediate auxiliary plate 498 which is detachably fastened to the front side (the middle chamber 497 side) of the rear partition wall 494. The intermediate auxiliary plate 498 and the rear partition wall 494 are disposed between the protrusions 498 and 494 so as to be spaced apart in the forward and backward directions. An input transmission shaft 511 that is transmitted from the peripheral speed input shaft 28 to the intermediate transmission chamber 511 from the front transmission case 112 to the intermediate case 114 (from the front chamber 495 to the middle chamber 497) (28). The hydraulic CVT 500 is disposed in the front transmission case 112 (in the front chamber 495) through the input transmission shaft 511. The front portion side of the hydraulic CVT 500 is attached to the inner surface side of the front lid member 491 which detachably removes the front opening portion of the front transmission case 112. [ The rear end side of the input transmission shaft 511 is rotatably supported by the intermediate auxiliary plate 498 and the rear partition wall 494.

The hydraulic CVL 500 in the front chamber 495 is an in-line type in which the peripheral speed output shaft 512 is concentrically arranged on the input transmission shaft 511. A cylindrical peripheral speed output shaft 512 is fitted in place in the solid chamber 497 of the input transmission shaft 511. The front end side of the peripheral speed output shaft 512 penetrates through the intermediate partition wall 493 and is rotatably supported by the intermediate partition wall 493. The rear end side of the peripheral speed output shaft 512 is rotatably supported by the intermediate auxiliary plate 498. Therefore, the rear end side of the input transmission shaft 511, which is the input side, protrudes rearward from the rear end of the peripheral speed output shaft 512. [ The peripheral speed input gear 513 is prevented from rotating relative to the rear end side of the peripheral speed input shaft 28 (between the intermediate auxiliary plate 498 and the rear partition wall 494). An input transmission gear 514 which is always engaged with the peripheral speed input gear 513 is fixed to the rear end side of the input transmission shaft 511 (between the intermediate auxiliary plate 498 and the rear partition wall 494). Therefore, the rotational power of the peripheral speed input shaft 28 is transmitted to the hydraulic CVL 500 through the peripheral speed input gear 513, the input transmission gear 514, and the input transmission shaft 511. The peripheral speed gear 516, the peripheral speed reverse gear 517, and the peripheral speed lower gear 515 are prevented from rotating relative to the output shaft 512 in the peripheral speed for the output of driving.

The hydraulic CVL 500 is provided with a variable displacement hydraulic pump section 521 and a constant capacity hydraulic motor section 522 which is operated by high pressure hydraulic fluid discharged from the hydraulic pump section 521. The hydraulic pump unit 521 is provided with a pump swash plate 523 which can change the inclination angle with respect to the axis of the input transmission shaft 511 to adjust the hydraulic oil supply amount. The pump swash plate 523 is connected to a peripheral hydraulic cylinder 524 for changing and controlling the inclination angle of the pump swash plate 523 relative to the axis of the input transmission shaft 511. In the embodiment, the peripheral speed hydraulic cylinder 524 is attached to the inside of the front lid member 491 in which the front portion of the hydraulic CVL 500 is supported, so that the front lid member 491 and the hydraulic CVS 500 As shown in Fig. The operation amount of the hydraulic fluid supplied from the hydraulic pump unit 521 to the hydraulic motor unit 522 is changed by changing the inclination angle of the pump swash plate 523 by driving the hydraulic cylinder 524 in the periphery, Operation in the periphery is performed.

That is, when the peripheral speed hydraulic cylinder 524 is driven in proportion to the operation amount of the peripheral speed lever 50, the inclination angle of the pump swash plate 523 with respect to the axis of the input transmission shaft 511 is changed accordingly. The pump swash plate 523 of the embodiment has a neutral angle of about 0 (inclusive of 0 inclusive) and a range of between the maximum inclination angle of one (electrostatic) and the maximum inclination angle of the other And when the vehicle speed of the running vehicle 2 is the middle, the angle of inclination is set to about 0 when the vehicle speed of the running vehicle 2 is medium, And when the vehicle speed of the running vehicle 2 is the highest, the swash plate inclination angle is set to a maximum near the maximum of the power failure. In addition, when the vehicle speed of the running vehicle 2 is the lowest (the sweeping plate inclination angle near the maximum of the reversing), the running force of the running vehicle 2 or the low-speed driving force can be easily secured.

When the inclination angle of the pump swash plate 523 is substantially zero (neutral angle), the hydraulic pump section 521 does not drive the hydraulic motor section 522, 512 rotate. When the pump swash plate 523 is tilted toward the one direction (positive inclination angle) with respect to the axis of the input transmission shaft 511, the hydraulic pump unit 521 increases the hydraulic motor unit 522 to operate more than the input transmission shaft 511 The peripheral speed output shaft 512 rotates at a high rotation speed. Therefore, the rotational speed of the hydraulic motor section 522 is added to the rotational speed of the input transmission shaft 511 and is transmitted to the peripheral speed output shaft 512. As a result, the transmission power (vehicle speed) from the peripheral speed output shaft 512 is changed in proportion to the inclination angle (positive inclination angle) of the pump swash plate 523 in the range of the rotation speed higher than the rotation speed of the input transmission shaft 511 do. When the pump swash plate 523 is positive and the inclination angle of the maximum is near, the traveling vehicle 2 becomes the maximum vehicle speed.

When the pump swash plate 523 is inclined toward the other direction (negative slope angle) with respect to the axis of the input transmission shaft 511, the hydraulic pump unit 521 decelerates (reverses) the hydraulic motor unit 522, The peripheral speed output shaft 512 rotates at a rotational speed lower than that of the output shaft 511. Therefore, the rotational speed of the hydraulic motor section 522 is subtracted from the rotational speed of the input transmission shaft 511 and is transmitted to the peripheral speed output shaft 512. As a result, the shift power from the peripheral speed output shaft 512 is changed in proportion to the inclination angle (negative inclination angle) of the pump swash plate 523 in the range of the rotational speed lower than the rotational speed of the input transmission shaft 511. When the swash plate 523 is negative and the inclination angle is near the maximum, the traveling vehicle 2 becomes the lowest vehicle speed.

The pump driving gear 484, which drives both the working and traveling hydraulic pumps 481 and 482, is prevented from rotating relative to the pump driving shaft 483. The pump drive gear 484 connects the peripheral speed input gear 513 of the peripheral speed input shaft 28 through the planar gear mechanism 485 so as to transmit power. Between the intermediate auxiliary plate 498 and the rear partition wall 494 is disposed a lubricating oil pump 518 for supplying lubricating hydraulic oil to the hydraulic CVT 500 and the forward / backward switching mechanism 501. The pump gear 520 fixed to the pump shaft 519 of the lubricating oil pump 518 is always engaged with the input transmission gear 514 of the input transmission shaft 511. Therefore, the working machine and traveling hydraulic pumps 481 and 482 and the lubricating oil pump 518 are driven by the rotational power of the engine 5. [

Next, the forward and backward switching structures executed through the forward-reverse switching mechanism 501 will be described. A planetary gear mechanism 526 which is a forward high gear mechanism and a low gear pair 525 which is a forward low gear mechanism are provided at a place (rear side of the peripheral speed input shaft 28) in the intermediate chamber 497 among the peripheral speed input shafts 28 . The planetary gear mechanism 526 includes a sun gear 531 and a plurality of planetary gears 533 which rotate integrally with the input side power transmission gear 529 rotatably supported on the peripheral speed input shaft 28, A carrier 532 rotatably supported by a shaft, and a ring gear 534 having an internal gear on its inner peripheral surface. The sun gear 531 and the ring gear 534 are rotatably supported on the peripheral speed input shaft 28. The carrier 532 is prevented from relatively rotating relative to the peripheral speed input shaft 28. [ The sun gear 531 is engaged with the respective planetary gears 533 of the carrier 532 from the radially inner side. Further, the internal gear of the ring gear 534 meshes with the respective planetary gears 533 from the radially outer side. An output-side power transmission gear 530, which rotates integrally with the ring gear 534, is rotatably supported on the input shaft 28 in the peripheral speed. The input side low speed gear 527 and the output side low speed gear 528 constituting the low speed gear pair 525 are integrally structured so that the planetary gear mechanism 526 and the peripheral speed input gear 513 of the peripheral speed input shaft 28, As shown in Fig.

An input transmission shaft 511 and a peripheral speed output shaft 511 are provided in the middle chamber 497 of the transmission case 17 (inside the intermediate case 114 and the front side of the rear transmission case 113) And a traveling relay shaft 535 and a traveling transmission shaft 536 extending in parallel to each other are disposed. The front end side of the traveling relay shaft 535 is rotatably supported by the intermediate partition wall 493. The rear end side of the traveling relay shaft 535 is rotatably supported by the intermediate auxiliary plate 498. [ The front end side of the drive transmission coaxial shaft 536 is rotatably supported on the intermediate partition wall 493. The rear end side of the drive transmission coaxial shaft 536 is rotatably supported by the intermediate auxiliary plate 498.

And a forward / backward switching mechanism 501 is provided on the traveling relay shaft 535. [ That is, a forward high-speed gear 540 connected to a forward multi-plate high-speed hydraulic clutch 539 and a reverse gear 542 connected to a wet multi-plate reverse hydraulic clutch 541 are connected to the traveling relay shaft 535, And a forward low-speed gear 538 connected to a wet multi-plate type forward low-speed hydraulic clutch 537 are engaged. The traveling relay gear 543 is prevented between the forward high speed hydraulic clutch 539 and the reverse gear 542 among the traveling relay shaft 535 so as to be relatively nonrotatable. The traveling transmission gear 544, which always engages with the traveling relay gear 543, is prevented from rotating relative to the driving transmission shaft 536 in a relatively non-rotatable manner. The peripheral low speed gear 515 of the peripheral speed output shaft 512 always engages with the input side low speed gear 527 of the low speed gear pair 525 on the peripheral speed input shaft 28 side, And is always engaged with the low speed gear 538. The peripheral high speed gear 516 of the peripheral speed output shaft 512 always engages with the input side power gear 529 of the planetary gear mechanism 526 on the peripheral speed input shaft 28 side and the output side power gear 530 is advanced And is always engaged with the high-speed gear 540. The peripheral reverse gear 517 of the peripheral speed output shaft 512 is always engaged with the reverse gear 542.

The forward low speed hydraulic clutch 537 or the forward high speed hydraulic clutch 539 is brought into the power connection state and the forward low speed gear 538 or the forward high speed gear 540 is driven The relay shaft 535 is connected in a relatively non-rotatable manner. As a result, forward low-speed or forward high-speed rotational power is transmitted from the peripheral speed output shaft 512 via the low-speed gear pair 525 or the planetary gear mechanism 526 to the traveling relay shaft 535, The driving force is transmitted to the driving-running coaxial shaft 536. When the forward / backward switching lever 36 is operated to the reverse side, the reverse hydraulic clutch 541 is in a power-connected state, and the reverse gear 542 and the traveling relay shaft 535 are connected to each other in a relatively non-rotatable manner. As a result, the reverse rotation power is transmitted from the peripheral speed output shaft 512 to the travel relay shaft 535 via the low gear pair 525 or the planetary gear mechanism 526, And is transmitted to the coaxial shaft 536.

Whether the forward low-speed hydraulic clutch 537 or the forward high-speed hydraulic clutch 539 is in the power-connected state by the forward operation of the forward-reverse switching lever 36 is determined by the operation amount of the peripheral speed lever 50 . When all the hydraulic clutches 537, 539, and 541 are in the power disengaged state when the forward / backward switching lever 36 is in the neutral position, the driving force from the peripheral speed output shaft 512 is approximately 0 ).

Next, a description will be given of a switching structure of ultra-low speed, low speed and high speed, which is executed through a creep speed change gear mechanism 502 and a traveling portion transmission gear mechanism 503 which are a traveling speed change gear mechanism. A mechanical creep transmission gear mechanism 502 and a traveling portion transmission gear mechanism (not shown) for shifting the rotational power via the forward / backward switching mechanism 501 are provided in the front chamber 495 (in the front transmission case 112) 503 are disposed. In this case, a traveling counter shaft 545 extending coaxially with the driving transmission coaxial shaft 536 is disposed in the front chamber 495 (in the front transmission case 112). It is to be noted that the front transmission case 112 extends from the front transmission case 113 to the rear transmission case 113 from the front chamber 495 to the rear chamber 496 via the intermediate chamber 497 in parallel with the traveling counter shaft 545 And an auxiliary speed change shaft 546 extending therefrom is disposed. The front end side of the travel counter shaft 545 is rotatably supported by the front lid member 491. The rear end side of the travel counter shaft 545 is rotatably supported by the intermediate partition wall 493. The front end side of the auxiliary transmission shaft 546 is rotatably supported by the front lid member 491. The front and rear intermediate portions of the auxiliary transmission shaft 546 are rotatably supported by the intermediate partition wall 493. The rear end side of the auxiliary transmission shaft 546 is rotatably supported by the intermediate auxiliary plate 498 and the rear partition wall 494.

A transmission gear 547 and a creep gear 548 are provided on the rear side of the travel counter shaft 545. The transmission gear 547 is rotatably supported on the travel counter shaft 545 and rotatably supported on the intermediate partition wall 493 in a state of being connected to the drive transmission coaxial shaft 536 so as to integrally rotate. The creep gear 548 is prevented from rotating relative to the travel counter shaft 545. A creep shifter 549 is splined between the transmission gear 547 and the creep gear 548 in the traveling counter shaft 545 such that the creep shifter 549 is slidably and axially slidable relative to the shaft. The creep shifter 549 is slid by the ON / OFF operation of the ultra low speed lever 44 and the transmission gear 547 and the creep gear 548 are alternatively connected to the travel counter shaft 545. The reduction gear pair 550 is rotatably supported at a place in the front shift chamber 495 (front transmission case 112) of the auxiliary transmission shaft 546. The input side reduction gear 551 and the output side reduction gear 552 constituting the reduction gear pair 550 are integrally structured so that the transmission gear 547 of the travel counter shaft 545 is decelerated in the input side of the auxiliary transmission shaft 546 And the creep gear 548 always engages with the output side reduction gear 552. As shown in Fig.

A low-speed relay gear 553 and a high-speed relay gear 554 are provided on the front side of the traveling counter shaft 545. The low speed relay gear 553 is fixed to the travel counter shaft 545. The high-speed relay gear 554 is prevented from relatively rotating relative to the travel counter shaft 545. A low speed gear 555 engaged with the low speed transmission gear 553 and a high speed gear 556 engaged with the high speed transmission gear 554 are rotatably mounted on the front side of the reduction gear pair 550 of the auxiliary transmission shaft 546 . The negative change-speed shifter 557 is splined between the low-speed gear 555 and the high-speed gear 556 of the auxiliary speed change shaft 546 so as to be slidable relative to the axial direction. The auxiliary speed change shifter 557 is slid by operating the auxiliary speed change lever 45 and the low speed gear 555 and the high speed gear 556 are alternatively connected to the auxiliary speed change shaft 546. [

The creep gear 548 is connected to the travel counter shaft 545 in such a manner that the creep gear 548 can not be rotated relatively to the low speed gear 545. In addition, The drive shaft 555 is connected to the auxiliary transmission shaft 546 in a relatively non-rotatable manner and the drive torque from the drive transmission shaft 536 through the drive counter shaft 545 and the auxiliary speed change shaft 546 is transmitted to the front wheels 3 ) Or the rear wheel (4). The super low speed lever 44 and the negative speed change lever 45 are linked together through a check mechanism (not shown). When the ultra low speed lever 44 is turned on / off, So that it can not be operated.

The transmission gear 547 is connected to the travel counter shaft 545 in a relatively non-rotatable manner and the low speed gear 555 is connected to the low speed gear 555. Further, when the low speed lever 45 is operated to the low speed side, And a low speed driving drive force is transmitted from the drive transmission coaxial shaft 536 to the transmission counter shaft 545 and the auxiliary transmission shaft 546 via the front wheels 3 and the rear wheels 546. [ (4). The transmission gear 547 is connected to the travel counter shaft 545 in a relatively non-rotatable manner and the high speed gear 556 is connected to the high speed gear 556. Further, when the low speed lever 44 is turned off and the negative speed change lever 45 is operated to the high speed side, Speed running shaft 546 and the auxiliary transmission shaft 546 from the drive transmission coaxial shaft 536 so that the high-speed drive power is transmitted to the front wheels 3 and the rear wheels 546, (4).

The rear end side of the auxiliary transmission shaft 546 extends through the rear partition wall 494 to the inside of the rear chamber 496. A pinion 558 is provided at the rear end of the auxiliary transmission shaft 546. A rear differential gear mechanism 506 for transmitting a driving driving force to the left and right rear wheels 4 is disposed in the rear chamber 496 (inside the rear side of the rear transmission case 113). The differential gear mechanism 506 for rear wheels is provided with a ring gear 559 engaged with the pinion 558 of the reduction gear shaft 546, a differential gear case 560 provided on the ring gear 559, And a pair of differential output shafts 561 are provided. And the differential output shaft 561 is connected to the rear axle 20 via a final gear 562 or the like. And a rear wheel 4 is provided on the front end side of the rear axle 20.

The left and right differential output shafts 561 are provided with a brake mechanism 563, respectively. The brake mechanism 563 applies brakes to the left and right rear wheels 4 by means of two mechanisms (systems) that are operated by the brake pedal 35 and automatically controlled. That is, each of the brake mechanisms 563 brakes one or both of the differential output shafts 561 corresponding to the corresponding one of the right and left brake pedals 35 by depression of either or both of the left and right brake pedals 35, The rear wheel 4 of the vehicle 1 is braked. When the steering angle of the steering wheel 9 becomes equal to or larger than a predetermined angle, the brake cylinder 630 (see Fig. 14) is switched by the switching operation of the auto brake electromagnetic valve 631 And the braking mechanism 563 for the rear wheel 4 on the inner side of the swivel is automatically braked (so-called auto-braking operation is performed). Therefore, the tractor 1 can easily carry out a small turning radius turning such as a U-turn (directional change in the head of a package) or the like.

The differential gear mechanism 506 for the rear wheels is provided with a differential gear mechanism 585 for stopping the differential of the left and right rear wheels 4 (to drive the left and right differential output shafts 561 at constant speed at all times). When a differential gear pin (not shown) constituting the differential gear mechanism 585 is coupled to the differential gear of the differential gear case 560 by the depressing operation of the differential gear lock pedal 47, the differential gear is engaged with the differential gear case 560 So that the differential function of the differential gear is stopped and the differential output shaft 561 (left and right rear wheels 4) is driven at a constant speed.

Next, the two-wheel drive and the four-wheel drive switching structure of the front and rear wheels 3 and 4 executed through the two-wheel drive four-wheel drive switching mechanism 504 will be described. The two-wheel drive four-wheel drive switching mechanism 504 is disposed in the front chamber 495 (front transmission case 112) of the transmission case. In this case, a front wheel input shaft 568 and a front wheel output shaft (not shown) extending in parallel with the traveling counter shaft 545 and the reduction gear shaft 546 are provided in the front chamber 495 (in the front transmission case 112) 30 are disposed. The driven gear 570, which is prevented from rotating relative to the front wheel input shaft 568, is always engaged with the driven gear 569, which is prevented from rotating relative to the front end of the auxiliary speed change shaft 546. The double-speed relay gear 571 and the four-wheel drive relay gear 572 are engaged with the front-wheel input shaft 568 so as to be relatively non-rotatable, divided into front and rear sides with the driven gear 570 therebetween.

A two-wheel drive four-wheel drive switching mechanism 504 is provided on all the wheel output shafts 30. More specifically, the front wheel output shaft 30 is provided with a speed gear 574 connected by a wet multi-plate type double speed hydraulic clutch 573 and a four wheel drive gear 576 connected by a wet multi-plate type four wheel drive hydraulic clutch 575 It has been inspected. The double speed relay gear 571 of the front wheel input shaft 568 is always engaged with the double speed gear 574 of the front wheel output shaft 30 and the four wheel drive relay gear 572 is engaged with the four wheel drive gear 576.

When the four-wheel drive hydraulic clutch 575 is in the power-connected state and the front wheel output shaft 30 and the four-wheel drive gear 576 are connected to each other in a relatively non-rotatable manner by operating the drive switching switch or the drive switching lever do. As a result of the rotary power being transmitted from the auxiliary transmission shaft 546 to the all-wheel output shaft 30 via the front-wheel input shaft 568 and the four-wheel drive gear 576, the tractor 1 is driven by the rear wheels 4 Wheel drive state in which all the wheels 3 are driven. When the steering angle of the steering wheel 9 is equal to or greater than a predetermined angle by a U-turn operation or the like, the double speed hydraulic clutch 573 is automatically in the power-connected state and the front wheel output shaft 30 and the speed- Non-rotatably connected. As a result of the rotational power being transmitted from the auxiliary speed change shaft 546 to the front wheel output shaft 30 via the front wheel input shaft 568 and the front speed gear 574 as a result of the rotational power of the four wheel drive gear 576 The entire road wheel 3 of the highway is driven twice as much as the rotational speed of the entire wheel 3. [

A front wheel output shaft 30 protruding forward from the lower portion of the front surface of the transmission case 17 (front cover member 491) and a front wheel output shaft 50 projecting rearward from the rear wheel axle case 13, Wheel drive shaft 31 that transmits power to the wheel 3. [0040] A front wheel differential gear mechanism 507 for transmitting a driving driving force to the left and right front wheels 3 is disposed in the train axle case 13. The differential gear mechanism for front wheels 507 is provided with a ring gear 578 engaged with the pinion 577 provided on the front end side of the front wheel transmission shaft 508, a differential gear case 579 provided on the ring gear 578, And a pair of differential output shafts 580 extending in the left and right directions. And a differential output shaft 580 is connected to the train shaft 16 through a final gear 581 and the like. And the front wheels 3 are attached to the front end side of the electric train shaft 16. [ Steering hydraulic cylinders 622 for power steering (see Fig. 14) for changing the running direction of the front wheels 3 to left and right are arranged on the outer side surface of the front axle case 13 by a steering operation of the steering wheel 9 Is installed.

Next, the switching structure of the PTO shaft 25 to be driven through the PTO transmission mechanism 505 will be described (the third stage of the forward rotation and the first stage of the reverse rotation). A PTO transmission mechanism 505 for transmitting the power from the engine 5 to the PTO shaft 25 is disposed in the rear chamber 496 of the transmission case 17 (inside the rear side of the rear transmission case 113) have. In this case, a PTO input shaft 591 extending coaxially with the peripheral speed input shaft 28 is connected to the rear end side of the peripheral speed input shaft 28 via the PTO hydraulic clutch 590 for power transmission step. The PTO input shaft 591 is disposed in the rear chamber 496. A PTO transmission shaft 592 extending in parallel with the PTO input shaft 591, a PTO counter shaft 593 and a PTO shaft 25 are disposed in the rear chamber 496. The PTO shaft 25 protrudes rearward from the rear lid member 492. When the PTO clutch switch 53 is power-connected, the PTO hydraulic clutch 590 is in the power-connected state, so that the peripheral speed input shaft 28 and the PTO input shaft 591 are connected in a relatively nonrotatable manner. As a result, the rotational power is transmitted from the peripheral speed input shaft 28 toward the PTO input shaft 591.

A medium speed input gear 597, a low speed input gear 595, a high speed input gear 596 and a reverse shifter gear 598 are provided in order from the front side of the PTO input shaft 591. The medium speed input gear 597, the low speed input gear 595 and the high speed input gear 596 are prevented from rotating relative to the PTO input shaft 591. [ The reverse shifter gear 598 is splined to the PTO input shaft 591 so as to be slidable relative to the PTO input shaft 591 in the axial direction.

On the other hand, the PTO transmission shaft 592 is provided with a PTO medium speed gear 601 engaged with the medium speed input gear 597, a PTO low speed gear 599 engaged with the low speed input gear 595, The PTO high speed gear 600 is rotated so as to be rotatable. A pair of front and rear PTO shift shifters 602 and 603 are splined to the PTO transmission shaft 592 such that the PTO shift shifters 602 and 603 can slide relative to each other in the axial direction. The first PTO shift shifter 602 is disposed between the PTO middle speed gear 601 and the PTO low speed gear 599. The second PTO shift shifter 603 is disposed on the rear end side of the PTO high speed gear 600. The pair of front and rear shift shifters 602 and 603 are configured to slide in the axial direction in association with the operation of the PTO shift lever 46. A PTO transmission gear 604 is fixed between the PTO low speed gear 599 and the PTO high speed gear 600 among the PTO transmission shaft 592.

The PTO counter shaft 593 is provided with a PTO counter gear 605 engaged with the PTO transmission gear 604 and a PTO relay gear 606 engaged with the PTO output gear 608, And the PTO reverse gear 607 are prevented from rotating relative to each other. The reverse shift shifter 598 is slid to move the reverse shift shifter 598 and the PTO counter shaft 593 to the PTO reverse gear 598 by reversely turning on the reverse PTO lever 48 in the neutral state of the PTO shift lever 46, So that the gear 607 is engaged.

When the PTO shift lever 46 is shifted, the pair of front and rear shift shifters 602 and 603 slide along the PTO shift shaft 592 and the PTO low speed gear 595, the PTO middle speed gear 597, The PTO high speed gear 596 is alternatively connected to the PTO shift shaft 592. As a result, low-speed to high-speed PTO transmission outputs are transmitted from the PTO transmission shaft 592 to the PTO counter shaft 593 via the PTO transmission gear 604 and the PTO counter gear 605, and the PTO relay gear 607 And the PTO output gear 608 to the PTO shaft 25. The PTO shift lever 46 and the reverse PTO lever 48 are linked to each other through a check mechanism (not shown). When the PTO shift lever 46 is shifted to a neutral position other than neutral, the reverse PTO lever 48 It is configured such that it can not be turned on and off.

The reverse shift shifter 598 engages the PTO reverse gear 607 and the rotational power of the PTO input shaft 591 is transmitted to the reverse shifter gear 598 and the PTO reverse gear 607 To the PTO counter shaft 593 through the PTO counter shaft 593. The PTO shift output of the reverse rotation is transmitted from the PTO counter shaft 593 to the PTO shaft 25 via the PTO relay gear 607 and the PTO output gear 608. [

A vehicle speed tuning shaft 564 having a longitudinal length extending in parallel with the auxiliary transmission shaft 546 is disposed in the rear transmission case 113 from the intermediate chamber 497 to the rear chamber 496. On the front end side of the vehicle speed tuning shaft 564, the vehicle speed tuning input gear 565 is prevented from relatively rotating. The vehicle speed tuning input gear 565 is always engaged with the power branch gear 566, which is prevented from relatively rotating relative to the position in the solid chamber 497 of the reduction gear shaft 546. The vehicle speed synchronous transmission gear 609 fixed to the rear end of the vehicle speed synchronization shaft 564 is connected to the vehicle speed synchromesh output gear 610 that is rotated so as to be rotatable forward of the PTO output gear 608 of the PTO shaft 25, It is intertwined. A vehicle speed tuning shifter 611 is spline-fitted so as to slide relative to the vehicle speed tuning output gear 610 and the PTO output gear 608 of the PTO shaft 25 in such a manner that they can slide relative to each other in an axial direction. The vehicle speed tuning shifter 611 slides and the vehicle speed tuning output gear 610 is connected to the PTO shaft 25 by turning on the PTO vehicle speed tuning lever (not shown). As a result, the vehicle speed tuning output from the auxiliary speed change shaft 546 via the vehicle speed tuning shaft 564 is transmitted to the PTO shaft 25.

Next, the structure of the hydraulic circuit 620 of the tractor 1 will be described with reference to Fig. The hydraulic circuit 620 of the tractor 1 is provided with a working machine hydraulic pump 481 and a traveling hydraulic pump 482 which are driven by the rotational power of the engine 5. [ In the embodiment, the transmission case 17 is used as a work oil tank, and the working oil in the transmission case 17 is supplied to the hydraulic pump 481 for the working machine and the hydraulic pump 482 for driving. The traveling hydraulic pump 482 is connected to the steering hydraulic cylinder 622 for power steering by the steering handle 9 via a power steering control valve mechanism 621 and is connected to a hydraulic pump And is connected to a closed loop flow path 623 connecting the hydraulic motor 522 and the hydraulic motor 522. The working oil from the traveling hydraulic pump 482 is always replenished to the closed loop flow path 623 while the engine 5 is being driven.

The running hydraulic pump 482 is connected to the peripheral speed hydraulic pressure switching valve 624 and the double speed hydraulic pressure switching valve 625 to the peripheral hydraulic cylinder 524 of the hydraulic continuously variable transmission 500, A four-wheel drive hydraulic pressure valve 626 for the four-wheel drive hydraulic clutch 575 and a PTO clutch solenoid valve 627 for the PTO hydraulic clutch 590 and a switching valve 628 .

The running hydraulic pump 482 is a switching valve for operating the left and right brake cylinders 630 for the left and right brake cylinders 630. The left and right autoclave electromagnetic valves 631 and the forward low speed hydraulic clutches 537, A low speed clutch solenoid valve 632, a forward high clutch electromagnetic valve 633 for operating the forward high speed hydraulic clutch 539, a reverse clutch solenoid valve 634 for operating the reverse hydraulic clutch 541, And is connected to a master control solenoid valve 635 for controlling the supply of hydraulic oil to the solenoid valve.

The hydraulic pump 481 for the working machine includes a plurality of hydraulic external bleed valves 430 stacked on the upper surface of the hydraulic lifting mechanism 22 on the rear side of the upper surface of the transmission case 17, Left and right tread adjusting solenoid valves 646 for controlling the supply of hydraulic oil to the left and right tread adjusting hydraulic cylinders 645 for controlling the hydraulic cylinders (distance between wheels) A rising hydraulic pressure switching valve 648 and a falling hydraulic pressure switching valve 649 for controlling the supply of hydraulic oil to the hydraulic lift cylinder 117 in the hydraulic lifting mechanism 22, A lift control solenoid valve 650 for switching the rising hydraulic pressure switching valve 648 to the operation state and a lowering control solenoid valve 651 for operating the lower hydraulic pressure switching valve 649. [

The left and right tread adjusting hydraulic cylinders 645 are expanded and contracted to move the left and right rear axle cases 19 in the left and right rear axle cases 19 by switching the left and right tread adjusting solenoid valves 646 in a state where the right and left rear wheels 4 are jacked up from the ground, (See Figs. 6 and 14). As a result, the tread between the left and right rear wheels 4 becomes longer or shorter. When the tilt control solenoid valve 647 is switched and driven, the horizontal cylinder 122 is expanded and contracted, and the right side low link 23 moves up and down with the low link pin at the front side as a point. As a result, the ground working machine tilts left and right with respect to the traveling base 2 through the right and left low links 23, and the left and right tilting angles of the ground working machine are changed. The hydraulic lift cylinder 117 is contracted and moved by the lifting control solenoid valve to switch the up hydraulic pressure switching valve or by the down control solenoid valve to switch the lower hydraulic pressure switching valve to move the lift arm 120 and the left and right low The link 23 moves up and down together. As a result, the ground work machine moves up and down and the elevation height position of the ground work machine changes.

The hydraulic circuit 620 of the tractor 1 is also provided with a lubricating oil pump 518 driven by the rotational power of the engine 5 in addition to the above-described hydraulic pump 481 for working machine and the hydraulic pump 482 for driving. The lubricating oil pump 518 is provided with a PTO clutch hydraulic pressure switching valve 641 for supplying operating fluid (lubricating oil) to the lubricating portion of the PTO hydraulic clutch 590 and an input transmission shaft 511 for axially supporting the hydraulic CVT 500 A forward low clutch hydraulic pressure valve 642 for supplying hydraulic oil to the lubricating portion of the forward low speed hydraulic clutch 537 and a forward low speed clutch hydraulic pressure switching valve 642 for supplying hydraulic oil to the lubricating portion of the forward high speed hydraulic clutch 539, A valve 643 and a reverse clutch hydraulic pressure valve 644 for supplying hydraulic fluid to the lubricating portion of the reverse hydraulic clutch 541. [ The hydraulic circuit 620 is provided with a relief valve, a flow rate adjusting valve, a check valve, an oil cooler, and an oil filter.

Next, the detailed structure of the armrest 49 will be described with reference to Figs. 15 to 26. Fig. On the right side of the steering seat 8, there is provided an arm rest 49 for placing an arm or an elbow of an operator seated on the steering seat 8. The arm rest 49 is formed separately from the steering seat 8. [ The steering seat 8 is rotatably mounted on the seat plate 324 of the cabin 7 through the horizontal rotary shaft 325 as shown in Figs. 3, 16, 27 and so on. The outer side surface of the rear portion of the armrest 49 is inclined in the tangential direction of the circle around the horizontal rotation axis 325 of the steering seat 8 and the outer surface of the rear portion of the armrest 49 is inclined with respect to the horizontal rotation axis 325 of the steering seat 8 The inner side surface of the right side column 42 facing the rear portion of the arm rest 49 in the circumferential direction is curved. The rear inner side curves 42a of the right side column 42 and the front inner side curves 42b of the right side column 42 opposed to the front portion of the armrest 49 42b are formed in different shapes.

A peripheral speed lever 50 which is a traveling system operating means, and a working portion position dial 51 which is a working system operating means (lifting dial). The peripheral lever 50 as an operating body in the periphery is provided so as to be operable in the peripheral direction by a forward and backward tilting operation. In the present embodiment, when the peripheral speed lever 50 is tilted forward, the vehicle speed of the running vehicle 2 increases, while when the peripheral speed lever 50 is operated for the backward tilting operation, . The work part position dial 51 is a dial type for manually changing the height position of a working machine such as a rotary tiller.

As shown in Figs. 15, 16, and 24, the steering seat 8 has a seat portion 8a on which the operator sits and a back portion 8b on which the operator can sit. The seat frame 321 for mounting the steering seat 8 includes a left seat support frame portion 322 on which the seat plate portion 8a is placed and right and left backrest support frame portions 323 for supporting the backrest portion 8b . The seat plate support plate 322 is rotatably connected to the seat plate 324 at the bottom of the cabin 7 via the horizontal rotation shaft 325. [ The left and right backrest supporting frame portions 323 are welded to the right and left sides of the rear portion of the seat back supporting frame portion 322 and the right and left backrest supporting frame portions 323 are fixed to left and right rear portions of the left seat supporting frame portion 322, . And the steering seat 8 is configured to be able to change its direction to the left and right about the horizontal rotary shaft 325.

The longitudinal frame body 327 is erected from the rear right side of the seat panel support frame portion 322 and the rear frame body 327 is raised from the backrest support frame portion 323 as shown in Figs. 16, 18, 19, 22, Two front and rear adjusting bolts 329 and an elongated hole 330 are provided on the side of the longitudinal frame body 327 among the connecting portions of the longitudinal frame body 328 and the transverse frame body 328, Backward moving frame body 331 is fastened and fixed. The armrest shaft 334 is provided on the rear end side of the front and rear movable frame body 331 which can be moved in the forward and backward directions and in which the supporting position can be adjusted, and a part of the armrest 49 is fixed to the armrest frame body 332, And the upper end side of the fulcrum shaft frame body 333 is fastened and fixed to the rear end side of the armrest frame body 332 so that the rear end side of the front and rear moving frame body 331 and the lower end side of the fulcrum shaft frame body 333 And is rotatably connected to the armrest point shaft 334. The arm rest 49 is capable of position adjustment (slidable back and forth) in a progressive direction (forward and backward direction) of the traveling base 2 independently of the front and rear slides of the steering seat 8.

In addition, a nut body 341 and a tilt adjusting bolt 342 are provided as a screw structure capable of changing the attachment angle of the armrest 49. The nut body 341 is welded to the front end side of the front and rear moving frame body 331 and the lower end side of the inclination adjusting bolt 342 is screwed from above by the nut body 341, The top end side head portion of the inclination adjusting bolt 342 is brought into contact with the lower end of the front end side of the armrest frame body 332 from below. The armrest 49 is moved up and down around the armrest point shaft 334 by the elevating and lowering operation of the tilt adjusting bolt 342. The armrest shaft 334 and the tilt adjusting bolt 342 are used to move the armrest 49 49 (front and rear inclination angles) can be changed. The rear portion of the arm rest 49 is pivotally pivoted to the control seat 8 so as to be pivotally movable up and down so that the front portion of the armrest 49 can be raised and spun up in a stepless manner. It is possible to steplessly adjust the forward / backward support position of the armrest 49 or the back and forth inclined posture of the upper surface of the armrest 49 in accordance with the operator's working style and the working posture of the operator sitting on the steering seat 8 Therefore, it is possible to set the arm of the operator so that it does not touch the knee. This is effective for reducing fatigue of an operator by a long time operation.

The armrest 49 has a long armrest rear portion 49a and an armrest front portion 49b extending forward and outward from the armrest rear portion 49a. The armrest front portion 49b is bent and arranged in a right outer direction away from the steering seat 8 with respect to the armrest rear portion 49a extended so as to be parallel to the steering seat 8, ) Is formed in a substantially rectangular shape when seen in plan view as a whole.

The armrest 49 is provided with a notched portion 49c recessed downward from the upper surface on the front end side of the armrest front portion 49b and is provided with a peripheral speed lever 50 protruding from the notched portion 49c. A stepped portion 49d recessed downward from the upper surface is formed on the upper surface of the armrest front portion 49b on the side of the steering seat 8 (rear portion of the notched portion 49c) A vehicle speed setting dial 226 and a vehicle speed selection switch 227 are arranged. A vehicle speed setting dial 226 as a rotation operation knob and a vehicle speed selection switch 227 as a mode switching switch button are disposed at a position lower than the seat surface on which the arm rest 49 is placed.

The height position of the upper surface of the stepped portion 49d is higher than the upper surface of the notched portion 49c and lower than the upper surface of the armrest rear portion 49a. Even if the operator puts the arm or elbow on the armrest rear portion 49a and operates the peripheral speed lever 50 in front of the armrest forward portion 49b, the vehicle speed setting dial 226 of the stepped portion 49d ) And the vehicle speed selection switch 227 can be prevented from inadvertent contact with the operator's arm or the like and the erroneous operation of the vehicle speed setting dial 226 and the vehicle speed selection switch 227 can be reduced.

The vehicle speed setting dial 226 is for setting the maximum rotational speed of the engine 5 or the maximum running speed of the traveling vehicle 2 in advance. The vehicle speed selection switch 227 is used to designate a value set by the vehicle speed setting dial 226 as either the maximum rotation speed of the engine 5 or the maximum traveling speed of the traveling vehicle 2. [ Thus, when the rotational speed is designated by the vehicle speed selecting switch 227, the maximum rotational speed of the engine 5 is set by the vehicle speed setting dial 226, and when the running speed is designated by the vehicle speed selecting switch 227 The maximum traveling speed of the traveling vehicle 2 is set by the vehicle speed setting dial 226. [

17 to 26 and the like, the peripheral speed lever 50 has a lever-shaped core body 291 of a flat plate shape attached to the upper end of a grip (grip portion) 292 gripped by an operator. The lower end side of the lever core body 291 is pivotally pivotable on the shift point shaft 295 into the armrest front portion 49b which is the lower side of the notch portion 49c. The peripheral lever 50 is configured to be capable of tilting back and forth around the transmission shift shaft 295. In other words, the peripheral lever 50 is capable of tilting back and forth between a substantially vertical posture and a forward posture. The grip 292 protrudes from the front curved surface of the armrest front portion 49b regardless of the inclined posture of the peripheral lever 50. [ Thus, the operator of the grip holding the grip 292 can smoothly operate the peripheral speed lever 50 without contacting the armrest front portion 49b.

And a potentiometer (variable resistor) type peripheral speed sensor 222 for detecting the front and rear tilting of the lever 50 in the vicinity. A shift point shaft 295 is disposed at the front end of the armrest frame 332 and a peripheral speed sensor 222 is fixed to the armrest frame 332 at the rear of the shift point shaft 295. And the peripheral speed sensor 222 is connected to the extended portion of the lower end of the lever core member 291 by the interlocking link 345. The peripheral speed sensor 222 The interlocking link 345 is horizontally extended in the front and rear direction by projecting the front end side of the interlocking link 345 from the axis toward the front and the proximal end of the peripheral interlocking lever 50 And the front end side of the interlocking link 345 is connected to the mounting portion. That is, the transmission point shaft 295 and the peripheral speed sensor 222 are juxtaposed in the forward and rearward directions, and the mounting portion of the peripheral speed lever 50 and the peripheral speed sensor 222 is compact.

A coil spring 346 for frictionally supporting is mounted on the shift point shaft 295 and the peripheral speed lever 50 is supported at the shift operating position by a pressure frictional force of the coil spring 346, When the lever 50 is tilted forward, the pump swash plate 523 (see Figs. 13 and 14) is moved in accordance with the operating position of the peripheral speed lever 50 detected by the potentiometer (variable resistor) type peripheral speed sensor 222, Is inclined toward the positive inclination angle side, thereby accelerating the traveling speed of the traveling vehicle (2). On the other hand, when the peripheral speed lever 50 is tilted rearward, the pump swash plate 523 (see Figs. 13 and 14) is rotated in accordance with the operating position of the peripheral speed lever 50 detected by the peripheral speed sensor 222 And the traveling speed of the traveling vehicle 2 is decelerated.

The automatic lifting switch lever 311 is disposed on the front surface of the grip 292 and the lifting and lowering adjustment switch buttons 312 and 313 are disposed on the side (left side) of the grip 292 on the side of the steering seat 8 . The automatic elevating switch lever 311 is for forcibly lifting and lowering a working machine such as a rotary tiller to a predetermined height. The raising / lowering unadjustable switch buttons 312 and 313 are for unadjusting the height position of the working machine such as a rotary tiller.

The automatic elevating switch lever 311 is a self-resetting (momentary type) lever switch that tilts in the vertical direction. When the automatic elevating switch lever 311 is tilted upward, the working machine such as a rotary tiller rises to the set maximum position while the automatic elevating switch lever 311 is tilted downward. When a working machine such as a rotary tiller is operated, (53). The elevator non-adjustable switch buttons 312 and 313 are self-resetting switches, and the worker such as a rotary tiller elevator is raised and lowered only while the elevator unadjustable switch buttons 312 and 313 are being operated.

Thus, the peripheral speed lever 50 is provided with the automatic up / down switch lever 311 and the up / down unadjusted switch buttons 312 and 313, so that the operator can control the peripheral speed lever 50 Can be simply performed. That is, the elevation position of the working machine such as the rotary tiller can be adjusted by operating the automatic elevation switch lever 311 and the elevation fine adjustment switch 230 while tilting the peripheral lever 50.

As shown in Figs. 18, 21 and 22, the work position dial 51 is inserted into the right side concave portion (the side of the right fender 21 side) of the armrest front portion 49b of the armrest 49 .

The work position dial 51 is pivotally supported at the center of the concave portion on the right side of the armrest front portion 49b so as to extend outwardly upwardly from the outer peripheral surface of the working portion position dial 51 (the upper surface side of the armrest front portion 49b) And a protrusion 314 protruding therefrom. That is, the manipulating projection 314 is inserted into the notch on the upper side concave portion of the armrest front portion 49b. The operator can confirm the operation projection 314 of the work position dial 51 from the upper surface side of the arm rest 49. The work position dial 51 is installed on the outer surface of the armrest front portion, The work position dial 51 is formed in such a shape that side manipulation of the outer peripheral surface of the sub-position dial 51 and manipulation of the upper surface handle of the manipulation projection 314 can be performed.

The upper end of the operation projection 314 is positioned lower than the upper surface of the armrest front portion 49b even if the operation projection 314 is located at the uppermost position of the work portion position dial 51. [ The rotation of the work part position dial 51 in the forward or rearward direction is restricted by the rotation of the operation projection 314 in contact with the rotation restricting portion (the notch front end portion or the rear end portion on the upper side of the right side concave portion of the arm rest front portion 49b) do. Therefore, it is possible to prevent the peripheral portion lever 51 from touching the working portion position dial 51 by mistake at the time of operating the peripheral speed lever 50, and at the time of operating the working portion position dial 51, Can be regulated.

The working position dial 51 is projected outward (toward the right fender 21) from the right side of the armrest front portion 49b. The operator can rotate the operation portion position dial 51 from the upper side of the armrest 49 by moving the operation projection 314 forward or backward with fingers or the like to rotate the operation portion position dial 51 from the upper side of the armrest 49 The operation portion position dial 51 can be rotated by moving the operation projection 314 forward or backward with a finger or the like from the fender 19 side. Therefore, the operator can easily operate the work part position dial 51 with his / her arm placed on the armrest 49, and the lift arm 193 moves up and down, And so on.

The peripheral speed lever 50, the vehicle speed setting dial 226, and the vehicle speed selection switch 227 are disposed on the upper surface of the armrest front portion 49b, which is the front portion of the armrest 49, And the work position dial 51 is disposed on the side of the work position dial 49b. Therefore, even during operation of the tractor 1, the operator can easily identify the running system operating means and the working system operating means, and is effective in preventing erroneous operation. Further, since the peripheral speed lever 50, the setting dial 226, and the selection switch 227, which are traveling system operating means, are arranged in one place, the operability is excellent.

1, 15 to 27, the operator seats 8 are mounted on the traveling base 2, and an armrest 49 is disposed on the side of the steering seat 8 The peripheral speed lever 50 is rotatably provided at the front portion of the armrest 49 via a shift point shaft 295. The peripheral speed lever 50 has a base portion The front end of the armrest 49 can be formed compact so that the operator's feet can be prevented from coming into contact with the front end of the armrest 49 because the sensor 222 is connected by the interlocking link 345. [ The shape of the armrest 49 can be made small, so that the operator 49 can work comfortably without interfering with the operation of the pedal of the operator.

The front end side of the interlocking link 345 is projected forward from the axis of the speed change sensor 222 and the interlocking link 345 is extended horizontally in the forward and backward directions so that the peripheral speed lever The peripheral speed lever 50 and the speed change sensor 222 can be compactly arranged in the space of the front end portion of the armrest 49, It is possible to easily reduce the restriction of the relative position between the peripheral lever 50 and the speed change sensor 222. [

15 to 27, a friction spring 346 (torque spring) is provided on the shift point shaft 295, and the peripheral speed lever 50 is rotated by the urging force of the coil spring 346 The coil spring 346 has a smaller installation space than that of the disc spring structure, for example, so that the frictional supporting force of the peripheral speed lever 50 can be sufficiently obtained, and the peripheral speed lever 50 is supported by the peripheral speed lever 50. [ It is possible to easily improve the operability of the shift lever 50, and the optimum speed stage can be easily selected by operation of the lever 50 in the vicinity of the operator.

15 to 27, the operator seats 8 are mounted on the traveling base 2 to allow the operator to sit on the side of the steering seat 8, A working position dial 300 is provided on the outer side of the front portion of the armrest 49 so as to be capable of being manipulated laterally and manipulated on the upper surface of the armrest 49 The work position dial 300 can be formed compactly and the work position dial 300 can be easily operated either side or top side because the work position dial 300 is formed. The operability of the working portion position dial 300 can be easily improved and the erroneous operation can be reduced. For example, even if the steering wheel 8 rotates in the left-right direction, the work position dial 300 can be properly operated without any problem in operation.

15 to 27, a vehicle speed setting dial 226 as a rotary operation knob or a vehicle speed selection switch 227 as a mode switching switch button is disposed at a position lower than the seat on which the arm rest 49 is placed The operator does not erroneously operate the vehicle speed setting dial 226 or the vehicle speed selection switch 227 even when the operator touches the upper surface of the armrest 49. The operator's finger placed on the upper surface of the armrest 49 The dial 226 or the vehicle speed selection switch 227 can be appropriately operated.

1, 15 to 27, the operator seats 8 are mounted on the traveling base 2, and an armrest 49 is disposed on the side of the steering seat 8 The inclination adjustment bolt 342 is provided as a screw structure capable of changing the attachment angle of the armrest 49. The operation of the inclination adjusting bolt 342 allows the back and forth moving frame The attachment posture of the armrest 49 can be changed steplessly without using a tool, so that it is possible to improve the resilience of the operator, and at the same time, the armrest 49 49), it is possible to reduce the erroneous operation.

The arm rest 49 is provided on the seat support frame portion 322 and the backrest support frame portion 323 of the seat frame body 321 of the steering seat 8 to change the angle The rocking of the armrest 49 can be easily reduced by the support structure of both sides so that the armrest 49 can be easily supported by the seat frame body 321, The rigidity can be easily improved.

15 to 27, the longitudinal frame body 327 is installed upright on the seat plate supporting frame portion 322 of the seat frame body 321 of the steering seat 8, The transverse frame body 328 is extended from the frame portion 323 and the rear end side of the armrest 49 is connected to the connecting portion of the longitudinal frame body 327 and the transverse frame body 328 via the armrest point shaft 334. [ And the inclination adjusting bolt 342 is brought into contact with the lower surface of the front end side of the armrest 49 from the lower side so that the supporting rigidity of the armrest 49 can be easily improved, The mounting angle of the armrest 49 can be steplessly changed by the lifting operation of the armrest 49 and the armrest 49 can be easily supported in a posture adapted to the emotion of the operator.

27, in the work vehicle in which the operator seats 8 are mounted on the traveling base 2 and the armrest 49 is arranged on the side of the steering seat 8, The outer side surface 49e of the rear portion of the armrest 49 is tilted in the tangential direction of the circle about the horizontal rotation axis 325 of the steering seat 8 so that the right side column 42 The structure of the control seat 8 and the armrest 49 attachment portion can be made compact without the necessity of forming a large gap between the steering seat 8 and the armrest 49, 42) can be brought close to each other to improve the operability of the levers or switches on the right side column (42).

The inside surface of the right side column 42 facing the rear portion of the armrest 49 in the circumferential direction around the horizontal rotation axis 325 of the steering seat 8 is curved Side column 42 with respect to the steering seat 8 so that collision between the rear portion of the armrest 49 and the right-side column 42 can be avoided even when the steering seat 8 is turned to the left or right, It is possible to dispose the lever or switches of the upper surface in a close proximity.

Side curves 42a of the right side column 42 facing the rear portion of the armrest 49 and the left side curves 42a of the right side columns 42 facing the front portion of the armrest 49 The front portion of the armrest 49 can be extended to the front portion of the outwardly-shaped armrest 49 even if the peripheral lever 50 is easy to operate, It is possible to easily prevent collision with the side surface in the side column.

2 Running gas 8 Pilot seat
42 Right column
42a Rear side inner curve of the right side column
42b inner side curve of the front part of the right side column
49 Armrest 50 Peripheral lever
300 Working area Position dial 321 Seat frame body
322 seat plate support frame portion 323 backrest support frame portion
325 Horizontal rotating shaft 327 type Frame body
328 transverse frame body
331 Front and rear moving frame body (armrest supporting body)
334 Armrest point shaft 342 Tilt adjustment bolt (threaded structure)
345 Interlocking link 346 Coil spring

Claims (6)

A work vehicle in which an operator seats a steering seat on a traveling vehicle and arranges an armrest on a side of the steering seat,
Wherein a tilt adjusting member capable of changing an attachment angle of the armrest is provided on an armrest supporting body for pivoting the armrest,
Characterized in that the armrest supporting body is movable forward and backward relative to the seat frame body of the steering seat and the armrest is supported so as to be adjustable by manipulation of the inclination adjusting member. The method according to claim 1,
Wherein the seat frame body of the steering seat has a seat support frame portion for mounting a seat portion of the steering seat and left and right backrest support frame portions for supporting the seat back portion of the steering seat,
Wherein the armrest is supported on one of the left and right backrest support frame portions and the left and right support frame portions so as to be capable of changing an attachment angle. The method according to claim 1,
A longitudinal frame body standing upright from a seat plate supporting frame portion of the seat frame of the steering seat and a transverse frame body extending from the backrest supporting frame portion of the steering seat are connected,
The armrest supporting body is connected to the rectangular body formed by the longitudinal frame body and the transverse frame body so as to be movable back and forth,
Wherein a rear end side of the armrest is connected to a rear end of the armrest supporting body through a armrest point shaft and a rear end side of the armrest is in contact with the bottom surface of the armrest from the lower side. The method according to claim 1,
Wherein a base end portion of a peripheral speed lever is rotatably mounted on a front portion of the armrest via a shift point shaft, and a shift sensor is connected to a base end portion of the peripheral speed lever via an interlocking link. The method according to claim 1,
Wherein the working position dial is provided on the outer side of the front portion of the armrest and the working position dial is formed in such a shape that the side operation and the upper side handle can be operated Features a working vehicle. 6. The method of claim 5,
Wherein a rotation operation knob or a mode switching switch button is disposed at a position lower than a seat surface on which the hand of the armrest is placed.

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