WO2011034167A1 - Riding-type work machine - Google Patents

Abstract

A provided transmission device has a transmission case (29). A continuously-variable transmission (38) is mounted inside the transmission case (29), and a clutch and a brake are also inside the transmission case. The continuously-variable transmission is controlled by a control rod (125) driven by a control motor (122). The control motor (122) is controlled by rotation of a gearshift pedal (57). A clutch control shaft (153) and a brake control shaft (151) protrude from the transmission case (29). When the gearshift pedal (57) is fully returned to an original position, the control motor (122) rotates a sensor bracket (103) back and a coupling shaft (157) moves back, causing the clutch to disengage and the brake to engage gently.

Description

Riding type work machine

The present invention relates to a riding-type working machine such as a riding-type rice transplanter, and more particularly to a riding-type working machine in which travel speed is adjusted with a step-type shift pedal.

As a riding type working machine, there is a riding type farm working machine, and an example is a riding type rice transplanter. In this type of rice transplanter, a continuously variable transmission is used as a traveling transmission and a rotary steering handle (so-called round handle) is used. This type of rice transplanter is close to a passenger car. Since it can be operated with a feeling, it is excellent in maneuverability both in field work and on the road. There are two types of continuously variable transmissions: belt type (CVT) and hydrostatic type (HST). In any case, the control member of the continuously variable transmission moves in conjunction with the depression amount of the shift pedal. Yes.

On the other hand, in the riding type rice transplanter, the planting mode (low speed mode) set to the speed range for planting in the field, the high speed mode set to the speed range of road driving, and the power to the wheels were cut off There are steering control modes such as neutral mode and reverse mode. Switching between these modes is done by the operator operating the speed change lever in the control area. The built-in movable gear slides and the meshing of the gear changes or is released. That is, the traveling transmission device has mechanical transmission means.

Now, when changing the meshing of the gear of the mechanical speed changer by operating the speed change lever, the driving force is applied to the gear regardless of whether the engaged gear is disengaged or the separated gear is engaged. If it is not in the state, it cannot be switched smoothly.

On the other hand, the output of the continuously variable transmission becomes minimum and the rice transplanter stops when the shift pedal is fully retracted, but a slight torque acts on the output shaft of the continuously variable transmission even in the stopped state. Even in the stopped state, a force to rotate the gear group of the traveling transmission device is applied. Therefore, it is difficult to change the meshing of the gears simply by stopping the traveling machine body, and even if it is attempted to move the speed change operation lever, it will be caught on the way.

Therefore, even a travel transmission device having a continuously variable transmission is provided with a travel clutch (main clutch), and the operation of the speed change lever (that is, switching of the travel mode) is performed with the travel clutch disconnected. Conventionally, a method has been adopted in which the travel clutch is disengaged when the brake pedal is depressed. However, this method has a problem that the foot must be switched from the shift pedal to the brake pedal. In this regard, the applicant of the present application disclosed in Patent Document 1 a configuration in which when the shift pedal is fully retracted, the traveling clutch is disengaged and the brake is effective.

WO2009 / 110281 publication

According to Patent Document 1, the brake is effective by stopping traveling and the traveling clutch is disengaged, so that the shift operation lever can be switched without switching from the shift pedal to the brake pedal, so that the operability and workability are excellent. .

In addition, even when working on the field or traveling on the road, there may be a temporary stop due to various reasons such as operator's work, inspection or confirmation of equipment / equipment, etc. In order to work, it is not necessary to keep stepping on the brake pedal or pulling the side brake, so it is user-friendly (for example, when working in the field, get off the driver's seat to check and check the condition of the seedling planting device) Although it may move backwards, the brakes are still active in this case, so there is no need to pull the side brakes one by one, so it is easy to operate.)

The invention of the present application was made based on the invention of the prior application, and improves the responsiveness of equipment and devices such as a traveling clutch, a brake, and a continuously variable transmission in a riding type work machine having a continuously variable transmission. This is the main purpose. Furthermore, the present application discloses many improved configurations for riding agricultural machines, and it is also an object of the present application to provide these improved configurations.

The riding work machine according to the present invention has the following basic configuration. In other words, a traveling machine body equipped with an engine and supported by wheels, a foot-operated shift pedal that controls the speed of the traveling machine body, and a traveling transmission device that shifts the rotation of the engine and transmits it to the wheels are provided. The travel transmission includes a continuously variable transmission to which power of the engine is input, a travel clutch that relays power to the wheels downstream of the continuously variable transmission, and power to the wheels. A brake that suppresses the rotation of the transmitting member, and the continuously variable transmission is controlled based on the movement of the shift pedal.

According to a first aspect of the present invention, in the basic configuration, the continuously variable transmission is controlled by an actuator, and the traveling clutch and the brake are different from the members that operate the continuously variable transmission. The stop operation member is controlled so that the travel clutch is disengaged and the brake is effective when the shift pedal is completely returned, and the travel clutch is disengaged and the brake is effective at the initial depression of the shift pedal.

The second invention embodies the first invention. In this invention, the stop operation member is driven by the actuator. According to a third aspect of the present invention, the second aspect of the present invention is embodied. The present invention is provided with mechanical amplifying means for amplifying the shift pedal when it is depressed, and the actuator is controlled by the mechanical amplifying means. The The fourth invention is a preferred embodiment of the third invention. In this invention, the mechanical amplifying means is a circumferential cam and an arm member that rotates in contact with the cam, and the movement of the arm member. Is detected by a sensor, and the actuator is controlled by the sensor.

According to a fifth aspect of the present invention, in the basic configuration, the continuously variable transmission is controlled by an actuator, and the traveling transmission device includes a transmission case, and the transmission case is driven by the actuator. A relay operation member for operating the continuously variable transmission is driven by the relay member, and a travel stop operation member for operating the travel clutch and brake is operated by the relay member. When the shift pedal is fully returned, the travel clutch is disengaged and the brake is effective, and the travel clutch is disengaged and the brake is effective at the initial depression of the shift pedal.

A sixth aspect of the present invention embodies the fifth aspect of the present invention, wherein the relay member is connected to the mission case so as to be horizontally rotatable, while the travel stop operation member includes the travel clutch. It has a clutch operation member that performs the switching operation and a brake operation member that operates the brake, and the brake operation member is driven by the clutch operation member.

According to a seventh aspect of the present invention, in the basic configuration, a clutch operation member for connecting and disconnecting the travel clutch, a brake operation member for operating the brake, and the travel clutch is disengaged and the brake is effective when the shift pedal is completely returned. A stop actuator for driving the clutch operation member and the brake operation member is provided so that the travel clutch is disengaged and the brake is effective when the shift pedal is depressed. The continuously variable transmission is controlled by the travel control actuator. Or controlled by the shift pedal via mechanical interlocking means.

Now, it is difficult to avoid a slight time lag between the shift pedal movement and the actuator movement. Further, when the actuator is operated by the continuously variable transmission by the operating member, it is difficult to avoid a slight time lag between the movement of the actuator and the continuously variable transmission due to backlash of the operating member. For this reason, if the travel clutch and the brake are operated with a member for operating the continuously variable transmission, the response of the travel clutch and the brake may be lowered.

On the other hand, in the first invention of the present application, the travel clutch and the brake are operated by a member different from the member for operating the continuously variable transmission, so that the movement of the shift pedal is directly controlled by the travel clutch and the brake. It becomes possible to convey. Therefore, according to the first aspect of the present invention, it is possible to quickly disengage the traveling clutch and apply the brake by stopping traveling.

The shift pedal is pushed back by a spring. Therefore, it is possible to operate the travel clutch and the brake by using the spring for returning the shift pedal. However, since a certain amount of force is required to operate the travel clutch and brake, if the return spring of the shift pedal is used for the operation of the travel clutch and brake, the spring that returns the shift pedal uses a spring that has a very strong elastic restoring force. If this is the case, there is a risk that the depressing resistance of the shift pedal will increase and the operability will deteriorate. In this regard, when the travel clutch and the brake are operated by the actuator as in the second aspect of the invention, the travel clutch and the brake can be accurately operated without increasing the depression resistance of the shift pedal.

Now, when the travel clutch is disengaged and the brake is applied by the return of the shift pedal, the travel clutch disengagement operation and the brake application operation must be performed in the travel stop state. On the other hand, in order to engage and disengage the travel clutch, the shifter must be moved, and the brake operating member must be moved to apply the brake. The movement stroke of the clutch shifter and the movement stroke of the brake operating member are It is necessary to secure.

Therefore, there must be a range in which the shift pedal returns slightly in the travel stop state, and the travel clutch disengagement operation and brake application operation must be performed in the process in which the shift pedal returns in the travel stop state. . In other words, when the traveling vehicle starts from a stopped state, the traveling vehicle is stopped but there is a range in which the shift pedal moves. Therefore, even if the shift pedal is depressed, the traveling vehicle does not start. A kind of play state (or time lag state) exists, and as a result, there is a possibility of giving the operator a little uncomfortable feeling.

On the other hand, the third invention of the present application can improve the responsiveness between the depression of the shift pedal and the start of the traveling vehicle body by quickly transmitting the initial movement of the shift pedal to the actuator via the amplifying means. As a result, it is possible to start quickly while ensuring the certainty of the engagement of the traveling clutch and the release of the brake.

In addition, when stopping the foot off the speed change pedal during traveling, since the brake is in effect at the same time as stopping, the responsiveness to hold the traveling aircraft in the stopped state can also be improved. The operator can start working quickly after stopping. Further, since the movement of the shift pedal is amplified by the mechanical amplifying means, the cost can be suppressed and the certainty is high as compared with the electronic control system. Various modes can be adopted as the mechanical amplifying means. However, if a cam is used as in the fourth aspect of the invention, it can be reliably amplified with a simple mechanism, so that it has an advantage in terms of cost and reliability of operation. Are better.

Also in the fifth invention, since the traveling clutch and the brake are directly operated by the actuator, as in the first invention, it is possible to quickly disconnect the traveling clutch and apply the brake by stopping the traveling. . According to the sixth aspect of the invention, the travel clutch and the brake are operated by separate members, so that the travel clutch and the brake can be operated at an appropriate timing.

In the seventh aspect of the invention, the traveling clutch operating member and the brake operating member are operated by a dedicated actuator. Therefore, in this case as well, it can be quickly held in a stopped state.

It is a perspective view of the rice transplanter concerning a 1st embodiment. It is a top view of a rice transplanter. It is a left view of a rice transplanter. It is a partially separated schematic side view of a traveling machine body in a state where a vehicle body cover is omitted. (A) is a schematic perspective view of a traveling machine body, (B) is a perspective view of the part centering on a front panel. It is a top view which mainly shows a drive system. It is a transmission system diagram. It is a top view of the part centering on the mission case. It is a top view which shows a transmission system and an operation system. (A) (B) is a perspective view which shows the attachment structure of a speed change pedal. It is a perspective view of the principal part (travel control system). It is a perspective view which shows the traveling control system in the state which abbreviate | omitted the mission case. It is a figure which shows the operating system of a driving | running | working clutch and a brake, (A) is a perspective view, (B) is a partial separation top view. (A) is the perspective view which looked at the transmission case and the member group arrange | positioned in front of it from the bottom, (B) is the perspective view which shows the operating system of a traveling clutch and a brake, (C) shows the attachment structure of a brake pedal. It is a perspective view. It is a separated side view which shows the operating system and vehicle speed control system of a driving | running | working clutch and a brake. (A) is a side view of the part centering on a cam, (B) is a schematic diagram which shows the relationship between a surrounding surface cam and a pedal sensor. (A) is the perspective view which looked at the pedal sensor from the front, (B) is the separation perspective view which looked at the pedal sensor from the back, (C) is the schematic diagram which shows the acceleration state, (D) is the schematic diagram which shows the deceleration state It is. (A) And (B) is a figure which mainly shows the support structure of a control motor, (A) is the perspective view seen from back, (B) is the isolation | separation perspective view seen from the front. (A) (B) is a perspective view which mainly shows the arrangement | positioning relationship between a mission case and a control motor. It is a perspective view of the traveling vehicle body which concerns on 2nd Embodiment, (A) is a figure which shows an external appearance, (B) is a perspective view which shows a framework. It is a perspective view of the traveling vehicle body which displayed the framework and the drive system. It is a top view which shows a power system. It is a transmission system diagram. (A) is a plan view of the main part, (B) is a perspective view showing a mounting structure of the speed change lever, and (C) is a plan view showing a guide hole of the speed change lever. It is the perspective view of a mission case, (A) is the figure seen from the side, (B) is the figure seen from the back. It is a perspective view which shows the control mechanism of a travel transmission, (A) is a general view, (B) is a partial figure. (A) is a figure which shows a shift pedal and its vicinity, (B) is a side view of the brake pedal and the member attached to this. It is the perspective view which mainly shows the attachment structure of a brake pedal, (A) is the figure seen from the top, (B) is the figure seen from the bottom. It is a top view of the principal part. (A) is an exploded perspective view showing the control mechanism, (B) is a perspective view showing a part of the traveling transmission. It is a figure which shows a control mechanism, (A) is a top view, (B) is the perspective view seen from back lower part, (C) is a separated top view. 4A and 4B are views showing an HST control drive unit, in which FIG. 4A is a perspective view showing a state where a steering unit is displayed, and FIG. 4B is a perspective view showing a state where the steering unit is omitted. It is a figure which shows an HST control drive part, (A) is the perspective view seen from the diagonal side, (B) is a side view in the state which removed the case.

Next, an embodiment of the present invention will be described with reference to the drawings. This embodiment is applied to a riding type rice transplanter (hereinafter simply referred to as “rice transplanter”). In the following description, the words “front and rear” and “left and right” are used to specify the direction, but these words are based on the direction of the operator seated in the forward direction.

(1). Overview of rice transplanter First, an overview of rice transplanter will be explained with a focus on Figs. As can be understood from FIGS. 1 and 2, the rice transplanter has a traveling vehicle body 1 and a seedling planting device 2 as major elements, and the traveling vehicle body 1 is supported by left and right front wheels 3 and rear wheels 4. (An auxiliary wheel may be attached to the rear wheel 4). As can be understood from FIGS. 3 and 4, the seedling planting device 2 is connected to the rear portion of the traveling machine body 1 via the link mechanism 2 a so as to be able to be raised and lowered, and the seedling planting device 2 is rotated by rotating the link mechanism 2 a with a lifting hydraulic cylinder 2 b. The planting device 2 moves up and down.

The rice transplanter of the present embodiment is four-row planting, and therefore the seedling planting device 2 has four rotary planting devices 5 (in FIG. 2, the planting device 5 is schematically shown). .) Further, the seedling planting device 2 has a seedling stage 6 having four seedling feeding belts, a float 7 for maintaining a horizontal posture, a leveling rotor 8 for leveling the headland, and a line for planting the field. A side marker 9 is provided.

The traveling vehicle body 1 has a maneuvering area, and a seat 10 with a backrest on which a driver sits and a maneuvering handle 11 arranged in front of the seat 10 are arranged in the maneuvering area. The seat 10 and the steering handle 11 are disposed at the left and right intermediate positions of the traveling vehicle body 1. The steering handle 11 is provided in a steering mechanism section covered with a front and rear split bonnets 12 and 13. Spare seedling stands 15 are provided in front of the seat 10 on both the left and right sides (see FIGS. 1 and 2), and a fertilizer device 16 is provided as an optional item behind the seat 10 (see FIGS. 1 to 3). .

For example, as can be easily understood from FIG. 5A, the traveling vehicle body 1 includes a left and right square steel pipe side frame 18 extending in the front-rear direction, and a front frame 19 in which the left and right side frames 18 are connected at a portion near the front end. The left and right rear frames 20 are connected to the rear ends of the left and right side frames 18. A vehicle body frame (chassis) of the traveling vehicle body 1 is configured with the side frame 18, the front frame 19, and the rear frame 20 as main members. An outward branch frame 21 that is laterally long and protrudes outward is fixed to the left and right side frames 18 by welding, and the preliminary seedling stand 15 is attached to the two outward branch frames 21.

A round bumper 23 is fixed to the front ends of the left and right side frames 18 via left and right side brackets 22. A rod-shaped front handle 24 is horizontally rotatable at a substantially middle portion of the bumper 23. It is connected. The front handle 24 is operated by an operator while walking down to the ground at a steep place such as an entrance to a farm field, and a lever 25 that can be gripped and rotated by a person is provided at the tip. The lever 25 is connected with a rope 26 for walking operation in which a wire is inserted into the tube. When the lever 25 is pulled, the traveling machine body 1 moves forward at a low speed. Needless to say, the front handle 24 is rotated to the horizontal storage position when not in use, and is set to the vertical position when in use. In use, a person can put weight on the front handle 24 from above.

The side frame 18 is bent so that the rear half portion is in a backward tilted posture, and the seat 10 is disposed generally above the bent portion. For example, as can be understood from FIG. 4, the engine 28 is disposed at a height position below the inclined portion of the side frame 18 in a side view, and is positioned in front of the engine 28 and lower than the side frame 18. The transmission case 29 that constitutes the traveling transmission is arranged. The engine 28 and the seat 10 are generally disposed at the left and right intermediate portions of the traveling vehicle body 1, and a fuel tank 30 (see FIG. 4) is disposed between the seat 10 and the engine 28.

The engine 28 is arranged in a posture in which the crankshaft extends in the left-right direction and the cylinder bore in a posture inclined rearward, and power is transmitted to the traveling transmission device by a pulley and a belt 31. A front axle device 32 is attached to the left and right side surfaces of the front portion of the mission case 29, and the front wheel 3 is rotatably supported by the front axle device 32. A rear axle case 33 is disposed behind the engine 28, and the rear wheel 4 is fixed to a rear axle that protrudes left and right from the rear axle case 33. The left and right rear columns 34 are fixed to the rear axle case 33, and the rear column 34 and the rear frame 20 are fixed. As shown in FIGS. 1 and 2, a portion of the traveling vehicle body 1 on which a person is placed is covered with a vehicle body cover 35.

(2). Outline of Power System / Control System As can be understood from FIG. 19, for example, the mission case 29 has a hollow structure in which two shell bodies are roughly overlapped and fastened with a bolt group. For example, as can be clearly understood from FIGS. 7 and 8, left and right convex portions 29a and 29b are provided on the front side surface portion of the mission case 29, and a front axle device 32 is attached to the convex portions 29a and 29b. It has been.

For example, as can be understood from FIG. 4, the transmission case 29 and the rear axle case 33 are connected by a hollow rectangular joint member 37. The front portion of the engine 28 is supported by a joint member 37 via a front bracket material, and the rear portion of the engine 28 is supported by a rear axle case 33 via a rear bracket material.

For example, as shown in FIG. 8, a hydrostatic continuously variable transmission (hereinafter referred to as “HST”) 38 as an example of a continuously variable transmission is provided on the left side of the rear portion of the mission case 29 with its input shaft 39 extending horizontally and horizontally. The power from the engine 28 is first transmitted to the input shaft 39 of the HST 38 by the belt 31. And the front wheel 3 and the rear wheel 4 are driven synchronously by the power from the traveling transmission, and the seedling planting device 2 and the fertilizer application device 16 are driven in conjunction with the rotation of the wheels 3 and 4. For example, as can be understood from FIGS. 6 and 8, the traveling drive shaft 40 extends rearward from the rear surface of the transmission case 29, and the driving power of the rear wheels 4 is transmitted to the inside of the rear axle case 33 via the traveling drive shaft 40. Has been.

As shown in FIGS. 6 and 8, a power steering unit 41 is arranged in front of the mission case 29. On the upper surface of the power steering unit 41, there is a hollow handle post 42 inclined backward at a gentle angle in a side view. It is fixed. A handle shaft is rotatably disposed inside the handle post 42, and the steering handle 11 is fixed to the upper end of the handle shaft.

As shown in FIG. 8, the power steering unit 41 includes a steering hydraulic motor 43 that constitutes an upper portion, and a steering gear box 44 fixed to the lower end of the steering hydraulic motor 43. It is fixed to the front frame 19 via a bracket 45 (see also FIG. 18). The steering gear box 44 is also fixed to the front end of the mission case 29 with bolts. Although details are omitted, a steering arm is disposed on the lower surface portion of the steering gear box 44, and the left and right steering rods 46 connected to the steering arm are connected to the front wheel gear of the front axle device 32 as shown in FIG. It is connected to the case 47.

As shown in FIG. 5, a plate-like front plate 48 is fixed to the upper portion of the handle post 42, and switches and keys are provided on a front panel (not shown) attached to the front plate 48. . A manual speed change operation lever 49 for switching the running mode is arranged on the left side surface of the handle post 42 so as to rotate in the front-rear direction. The front plate 48 has a guide hole 50 that holds the position (rotation posture) of the speed change operation lever 49.

A speed change rod 51 is connected to the speed change lever 49, and when the speed change lever 49 is moved along the guide hole 50, the speed change rod 51 moves up and down, and the meshing of the gear built in the mission case 29 changes. Thus, the traveling machine body 1 is switched to a planting mode, neutral (stop), reverse, a road traveling mode, and the like. A seedling raising / lowering lever 52 is disposed on the right side of the handle post 42.

(3) Structure of Traveling Transmission Device Next, a shifting mode of the traveling transmission device will be described mainly based on FIG. 7 (power system diagram). The input shaft 39 of the HST 38 is always rotating during operation of the engine 28, and a general-purpose hydraulic pump 53 driven by the input shaft 39 is attached to the right side surface of the mission case 29. The elevating cylinder 2b and the power steering unit 41 are driven by pressure oil generated by the general-purpose hydraulic pump 53. Further, pressure oil is also supplied to the HST 38 from the general-purpose hydraulic pump 53.

The HST 38 has a traveling hydraulic pump 54 and a traveling hydraulic motor 55, the traveling hydraulic pump 54 is driven by the input shaft 39, the traveling hydraulic motor 55 is driven by the pressure oil sent from the traveling hydraulic pump 54, and The hydraulic oil discharge amount of the traveling hydraulic pump 54 is adjusted by the rotation amount of the movable swash plate (flow rate control plate), and as a result, the output of the traveling hydraulic motor 55 can be changed steplessly. For example, as shown in FIG. 11, an output control shaft 56 for rotating the movable swash plate projects upward from the upper surface of the HST 38. Although details will be described later, the output control shaft 56 rotates based on the movement of the shift pedal 57 displayed in FIG. 11, for example.

In the present embodiment, the HST 38 and the planetary gear mechanism 58 are combined, and the traveling hydraulic pump 54 adjusts the rate at which the rotation of the first gear 59 fixed to the input shaft 39 is transmitted to the planetary gear mechanism 58. It has become. Therefore, by rotating the output shaft 60 of the HST 38 forward or backward with the stationary state as a boundary, the rotation of the first rotating shaft 61 that is the output shaft of the planetary gear mechanism 58 is steplessly increased from zero to the maximum value. Can be changed.

A hollow second rotating shaft 62 is fitted on the first rotating shaft 61 so as to be slidable and relatively rotatable. The rotation of the first rotating shaft 61 is rotated by a second rotation via a travel clutch (main clutch) 63. It is transmitted to the shaft 62. A third rotating shaft 69 is disposed in parallel with the front portion of the first rotating shaft 61 and the second rotating shaft 62. Needless to say, the traveling clutch 63 is located upstream of the mechanical transmission means having a movable gear.

A group of driven gears 64 is fixed to the second rotating shaft 62, while a group of driven gears 65 is slidably attached to the third rotating shaft 69. Engagement with the group changes. The reverse drive is performed by a back idler system in which a reverse gear 66 ′ rotating on the input shaft 39 is driven by a gear (not shown) fixed to the second rotary shaft 62. The third rotating shaft 69 is provided with a multi-plate brake (parking brake) 66 having a sliding friction plate.

The power of the third rotating shaft 69 is transmitted to the differential shaft 70 ′ through gears 67 and 68. The differential shaft 70 'has a hollow structure and has a differential case 70, and the differential case 70 rotates integrally with the differential shaft 70'. Further, the differential shaft 70 ′ is fitted to the right front wheel drive shaft 71 from the outside. A left front wheel drive shaft 72 is arranged concentrically with the right front wheel drive shaft 71, and the rotation of the differential shaft 70 ′ is transmitted to the left front wheel drive shaft 72 via a differential gear built in the differential case 70. The right front wheel drive shaft 71 is provided with a differential lock device 73. When the differential lock device 73 is operated, the differential state of the left and right front wheels is released, and the left and right front wheel drive shafts 71 and 72 rotate in synchronization.

A bevel gear 74 is attached to the left end of the third rotating shaft 69, and the power of the third rotating shaft 69 is transmitted to the rear wheel output shaft 75 by the pair of bevel gears 74. A travel drive shaft 40 is connected to the rear wheel output shaft 75 through a universal joint. A left and right longitudinal fourth rotating shaft 76 is pivotally supported in a portion of the transmission case 29 behind the input shaft 39, and the rotation of the second rotating shaft 62 is caused by the working main driving gear 77, the idle gear 78, and the working gear. This is transmitted to the fourth rotating shaft 76 by the driven gear 79.

In the rear side of the right side surface of the mission case 29, a work power output unit 80 is provided so that the right end of the fourth rotating shaft 76 enters. A work power output unit 80 is supported by a work power output shaft 81 that is long in the longitudinal direction, and the rotation of the fourth rotating shaft 76 is transmitted to the work power output shaft 81 through a pair of bevel gears 82. An intermediate shaft 83 is connected to the work power output shaft 80 via a universal joint.

As shown partially in FIG. 4, an inter-strain case 84 constituting the inter-strain adjustment device is disposed near the right end of the rear axle case 33. The intermediate shaft 83 displayed in FIG. 7 is input into the inter-stock case 84. A planting drive shaft (PTO shaft) 85 protrudes from the rear surface of the inter-case 84 and a fertilization drive shaft 86 protrudes from the upper surface of the inter-case 84. In FIG. 7, the left and right front wheel drive shafts 71 and 72 are displayed in front of the third rotation shaft 69. However, as can be understood from FIG. It is disposed slightly before and below the shaft 69.

(4). Shift Pedal Next, the mounting structure of the shift pedal 57 will be mainly described. For example, as shown in FIG. 9, a brake pedal 88 and a speed change pedal 57 are arranged side by side on the right part of the control area. As shown in FIG. 10, the shift pedal 57 is attached to the outward branch frame 21 of the right side frame 18 via a hinge 89 so as to turn forward and turn around the rear end portion. A right-and-left longitudinal first bearing tube 90 is fixed through the right side frame 18 slightly ahead of the center of rotation of the speed change pedal 57, and the intermediate shaft 91 is fixed to the first bearing tube 90. Is rotatably inserted.

A bell crank lever 92 having two arms 92 a and 92 b obliquely upward and obliquely downward is fixed to the right end portion of the intermediate shaft 91, and the front end of the tension spring 93 is attached to the obliquely downward arm 92 b of the bell crank lever 92. It is connected. The rear end of the tension spring 93 is connected to the branch frame 21 provided with the speed change pedal 57. On the other hand, an obliquely upward arm 92 a in the bell crank lever 92 and a portion near the tip of the speed change pedal 57 are connected via an upper auxiliary link 94 so as to be relatively rotatable.

Therefore, when the speed change pedal 57 is stepped on, the bell crank lever 92 and the intermediate shaft 91 are rotated clockwise in FIG. 10 by the pushing action of the upper auxiliary link 94, and when the foot is released from the speed change pedal 57, the tension spring 93 As a result of the pulling action, the bell crank lever 92 and the intermediate shaft 91 are rotated counterclockwise, and the speed change pedal 57 is rotated back to the original posture direction.

A lower auxiliary link 95 is connected to the tip of the diagonally downward arm 92b of the bell crank lever 92, while a tube bracket 96 is fixed to the rear surface of the branch frame 21 disposed in front of the speed change pedal 57. One end of the walking operation cable conduit 26 is fixed to the bracket 96. One end of the walking operation wire 97 inserted through the walking operation cable conduit 26 is connected to the lower end of the lower auxiliary link 95.

The lower auxiliary link 95 is pivotally connected to the diagonally downward arm 92b of the bell crank lever 92 by a pin 98, but is restricted to hit the diagonally downward arm 92b at a position in front of the pin 98 at the upper end of the lower auxiliary link 95. Therefore, when the walking operation wire 97 is pulled, the bell crank lever 92 and the intermediate shaft 91 are rotated, and the shift pedal 57 is rotated in the acceleration direction. Therefore, for example, when a person stands on the ground and pulls the lever 25 of the front handle 24 shown in FIG. 5, the same state as when the shift pedal 57 is slightly depressed is realized and the traveling machine body 1 can be driven at a low speed. .

A stopper bracket 99 is fixed to the first bearing cylinder 90. The first bracket 99a for restricting the maximum depression angle of the speed change pedal 57 and the return posture of the bell crank lever 92 are restricted to the stopper bracket 99 for shifting. A second screw 99b for restricting the original position of the pedal 57 is provided.

(5). Peripheral Cam / Pedal Sensor As shown in FIG. 11, for example, a peripheral cam 100 as an example of an amplifying means is fixed to the left end portion of the intermediate shaft 91 in a posture extending forward. Further, a second bearing cylinder 101 that is long in the left-right direction is disposed in front of the intermediate shaft 91 and on the left side, and a control shaft 102 is rotatably inserted into the second bearing cylinder 101. The second bearing cylinder 101 is fixed to the front bracket 45 via a front support 116 (see also FIG. 18), and the front bracket 45 is fixed to the front frame 19 as described above (see, for example, FIG. 8).

As shown in FIG. 11 and FIG. 17A, a sensor bracket 103 having a substantially L shape in front view is welded to the right end portion of the control shaft 102, and the pedal sensor 104 is fixed to the lower surface plate of the sensor bracket 103. Yes. The pedal sensor 104 has a switch shaft 105 that is horizontally long and exposed at both left and right sides. A bifurcated first switch arm 106 a is fixed to the right end of the switch shaft 105, and the switch shaft 105 has a left end. A plate-like second switch arm 106b is fixed. A switch bar 106c that passes through the long groove of the first switch arm 106a and extends to the right side is fixed to the second switch arm 106b, and the switch bar 106c is in contact with the outer peripheral surface of the peripheral cam 100 from above.

As clearly shown in FIGS. 17B to 17D, the sensor bracket 103 has a downward projecting portion 103a projecting downward from the pedal sensor 104, and the downward projecting portion 103a and the second switch arm 106b are connected to each other. A tension spring 107 is connected. Accordingly, the switch arms 106a and 106b are biased so that the switch bar 106c provided on the switch arms 106a and 106b is kept in contact with the circumferential cam 100 from above.

17C and 17D schematically show the function of the pedal sensor 104. A dog 108 protruding radially from the switch shaft 105 is disposed inside the sensor body, and the dog An acceleration switch 110 and a deceleration switch 111 are arranged on both sides of the 108. Both switches 110 and 111 are limit switches (microswitches) that are turned on when pressed (two switches 110 and 111 are arranged side by side, as indicated by a one-dot chain line in FIG. 17C). It is also possible to provide a dedicated dog 108 for the above.)

Therefore, when the switch bar 106c is pushed upward by the circumferential cam 100 while the main body of the pedal sensor 104 does not move, the switch arms 106a and 106b and the dog 108 rotate clockwise in FIG. The switch 110 is turned on when the dog 108 hits.

On the contrary, when the peripheral cam 100 returns and rotates while the main body of the pedal sensor 104 does not move, the switch bar 106c is pulled by the tension spring 107, whereby the switch arms 106a and 106b and the dog 108 are counterclockwise in FIG. As a result, the acceleration switch 110 is turned on by the dog 108. In a state where the circumferential cam 100 is stopped without moving, both the switch arms 106a and 106b and the dog are in a neutral state, and both the switches 110 and 111 are OFF. The angle at which both the first and second arms 104 and 105 can rotate (the angle at which the switch arms 106a and 106b rotate relative to the main body of the pedal sensor 104) can be arbitrarily set, but in this embodiment, the neutral state is sandwiched. The angle θ that rotates to one side is set to about 20 °.

A cam surface against which the switch bar 106c hits is formed on the outer periphery of the peripheral cam 100. That is, for example, as clearly shown in FIG. 16, the first to fourth cam surfaces 112 to 115 are continuously formed in order from the rotation axis. Looking at the angles α1 to α4 formed by the lines extending in the radial direction from the rotational axis of the circumferential cam 100 and the cam surfaces 112 to 115, α1 <α2 <α3 <α4, and α1 is closer to zero. And α4 is so large that it is close to 90 °.

In addition, the 3rd cam surface 114 and the 4th cam surface 115 are smoothly continuing, Therefore, both can also be regarded as one cam surface which continued in the arc shape, and also the 2nd cam surface 113 is The first cam surface 112 and the third cam surface 114 can be viewed as a transition portion that smoothly continues.

The circumferential length of each of the cam surfaces 112 to 115 is such that the first cam surface 112 has a certain length but the second cam surface 113 is very short, and the third cam surface 114 and the fourth cam surface are the same. The surface 115 is set to about 1.5 times the length of the first cam surface 112. When the rotation angle of the circumferential cam 100 in a state where the switch bar 106c is in contact with each of the cam surfaces 112 to 115, an angle β1 that can be rotated in a state in which the switch bar 106c is in contact with the first cam surface 112. The angle β2 that can be rotated while the switch bar 106c is in contact with the second cam surface 113 is a small value that is only a few degrees, whereas the third cam surface 114 and the fourth cam surface 115 The angles β3 and β4 that can be rotated while the switch bar 106c is in contact with each other have a large angle of 15 ° or more.

On the other hand, the switch bar 106c rotates about the axis of the switch shaft 105 and the control shaft 102. When the angles γ1 to γ4 where the switch bar 106c rotates in contact with the cam surfaces 112 to 115 are seen, The angle γ1 that rotates against the first cam surface 112 is slightly over 20 ° and is almost the same as θ (see FIG. 17), and the angle γ2 that rotates against the second cam surface 113 is slightly over 10 °. The angle γ3 that rotates against the surface 114 is about 20 °, and the angle γ4 that rotates against the third cam surface 115 is about 10 °.

From a comparison between β1 to β4 and γ1 to γ4, a) In the initial stage where the circumferential cam 100 starts to rotate from the original state (the initial depression of the shift pedal 57: that is, at the start), The switch arms 106a and 106b and the switch shaft 105 are greatly rotated by a slight rotation of the pedal 57, and b) after starting, the rotation angle of the switch shaft 105 with respect to the rotation angle of the circumferential cam 100 is increased. The ratio is smaller than 1), and c) when the switch bar 106c is in contact with the fourth cam surface 115 rather than the state in which the switch bar 106c is in contact with the third cam surface 114, the circumferential cam 100 It can be seen that the ratio of the rotation angle of the switch shaft 105 to the rotation angle is further reduced (the significance of which will be described later).

(6). Control motor and surrounding mechanism For example, as can be understood from FIG. 18, a front support 116 is fixed to the upper surface of the front bracket 45, and the second bearing cylinder 101 is fixed to the front support 116. Yes. A front projecting portion 116 a is provided at the left end of the front support 116, and a front and rear longitudinal support plate 119 is fixed to the front projecting portion 116 a via two spacer rods 120 in a plan view. . A fan-shaped gear 121 having a large number of teeth formed on the outer periphery is rotatably attached to the support plate 119, and an electric control motor 122 is fixed to the support plate 119. The sector gear 121 is fixed to the control shaft 102. Therefore, the control shaft 102, the sector gear 121, and the pedal sensor 104 rotate (rotate) together.

The fan-shaped gear 121 is arranged so that its teeth are located on the rear side, and a gear (not shown) provided in the control motor 122 meshes with the teeth of the fan-shaped gear 121. Accordingly, when the control motor 122 is driven forward and backward, the sector gear 121 rotates forward and backward. It is also possible to use a circular gear instead of the sector gear 121. As shown in FIG. 18 (B), a traveling control rod 125 is connected to a portion of the root portion of the sector gear 121 that is somewhat distant from the rotation center via a joint 125a. The traveling control rod 125 extends backward in the direction of HST38.

On the other hand, for example, as shown in FIGS. 8 and 9, an output control arm 126 is fastened and fixed to the output control shaft 56 of the HST 38. The output control arm 126 has a first arm portion 126a that is substantially horizontal and a second arm portion 126b that is substantially rearward, and has an L-shaped appearance in plan view. A travel control rod 125 is provided at the tip of the first arm portion 126a. Are connected by a guide pin 127 so as to be relatively rotatable. Therefore, when the control motor 122 is rotated forward and backward, the sector gear 121 is rotated. Then, the traveling control rod 125 is pushed and pulled substantially in the front-rear direction, and the output control arm 126 is rotated accordingly, and the output of the HST 38 is output. Change.

When the output control arm 126 rotates clockwise in plan view (that is, when the travel control rod 125 moves backward), the output of the HST 38 increases. The travel control rod 125 is fitted into the guide pin 127 through the elongated hole 128, and the first arm portion 126 a of the output control arm 126 is pulled forward by the first spring 129. Accordingly, the HST 38 is biased in the direction of reducing the output by the first spring 129.

Since the traveling control rod 125 is fitted into the guide pin 127 through the elongated hole 128, the traveling control rod 125 can be further retracted from the state in which the output control arm 126 has returned and rotated by the first spring 129. In other words, there is a kind of idle state in which the HST 38 does not operate even when the traveling control rod 125 moves forward (for this reason, the traveling clutch 63 is disengaged when the shift pedal 57 is returned or the shift pedal 57 is depressed). The travel clutch 63 is reliably engaged in the travel stop state.)

One end of the throttle wire 130 is connected to the second arm portion 126b of the output control arm 126 (may be connected directly or via a tension spring). The throttle wire 130 is inserted into a throttle cable conduit (not shown), and one end of the throttle cable conduit is fixed to a receiving member (not shown) provided on the mission case 29. The other end of the throttle wire 130 is connected to an engine 28 throttle lever (not shown). Therefore, when the output control arm 126 rotates clockwise, the throttle wire 130 is pulled and the output of the engine 28 increases. That is, the output of the engine 28 increases in proportion to the traveling speed.

(7) Description of transmission system Here, the transmission system will be described. As can be understood from FIG. 17C, when the shift pedal 57 is depressed, the circumferential cam 100 rotates in the speed increasing direction (F1 direction), and then the switch bar 106c is moved while the main body of the pedal sensor 104 is stopped. When pressed, the switch arms 106a and 106b rotate, and the switch shaft 105 rotates together. Then, the acceleration switch 110 is turned on by the pressing of the dog 108, and then the control motor 122 rotates in the normal direction and the sector gear 121 rotates in the normal direction, whereby the HST 38 is accelerated.

When the control motor 122 is turned on, the intermediate shaft 91 also rotates together, and thus the pedal sensor 104 also rotates. However, while the shift pedal 57 is continuously depressed, the switch arms 106a and 106b with respect to the main body of the pedal sensor 104. Since the relatively rotated state is maintained, the control motor 122 continues to rotate forward and the traveling vehicle body 1 continues to accelerate.

When the operator stops stepping on the speed change pedal 57, the intermediate shaft 91 continues to rotate slightly with the circumferential cam 100 stopped rotating, and then the acceleration switch 110 is turned OFF and the control motor 122 stops. . Then, since both the first switch arms 106a and 106b are pulled by the sensor bracket 103 by the spring 107, the switch bar 106c is brought into contact with the outer peripheral surface of the peripheral cam 100. Therefore, both the switch arms 106a 106b return to the neutral state and rotate. If the operator keeps the state where the shift pedal 57 is depressed and the movement is kept constant, the traveling machine body 1 travels at a constant speed.

When the shift pedal 57 returns and rotates, for example, when the operator removes the foot from the shift pedal 57, the peripheral cam 100 rotates while the main body of the pedal sensor 104 stops moving, and then the switch arms 106a, 106b is rotated in a direction indicated by an arrow F2 in FIG. Then, the switch shaft 105 rotates relative to the main body of the pedal sensor 104, and the deceleration switch 111 is turned ON by the dog 108. As a result, the control motor 122 reversely rotates and the HST 38 is decelerated and controlled. Will slow down.

When the control motor 122 rotates in the reverse direction, the pedal sensor 104 also rotates and returns together with the intermediate shaft 91. However, when the speed change pedal 57 returns and rotates, the switch shaft 105 is relatively relative to the main body of the pedal sensor 104. Since the rotation is maintained, the deceleration switch 111 remains ON and the reverse rotation of the control motor 122 continues. When the return rotation of the speed change pedal 57 stops, the rotation of the circumferential cam 100 stops, and the circumferential cam 100 prevents the switch bar 106c from moving relative to the main body of the pedal sensor 104. As a result, the control motor 122 continues to reverse slightly.

Then, when the switch shaft 105 stops rotating and the main body of the pedal sensor 104 rotates, the deceleration switch 111 is turned OFF. Then, the control motor 122 stops and the rotation of the pedal sensor 104 also stops. As a result, the switch arms 106a and 106b, the switch bar 106c, and the pedal sensor 104 are held in a neutral state in which both the switches 110 and 111 are kept OFF.

When the shift pedal 57 is fully returned, the switch arms 106a and 106b and the switch bar 106c return to the neutral state. In the present embodiment, the second cam surface of the circumferential cam 100 is generally at the end of the return of the shift pedal 57. In a state where the switch bar 106c hits 113, the output control arm 126 returns and rotates and stops traveling. Therefore, the shift pedal 57 returns and rotates with a slight angle after the output of the HST 38 becomes zero and the traveling stops, and in this state, the switch bar 106c is rotated by the first cam surface of the circumferential cam 100. 112.

At the time of starting, the traveling machine body 1 does not start when the switch bar 106c is in contact with the first cam surface 112 of the circumferential cam 100 even when the speed change pedal 57 is depressed, and the switch bar 106c exceeds the second cam surface 113. Start off. Therefore, since the switch bar 106c reaches the second cam surface 123 of the circumferential cam 100 after starting to depress the speed change pedal 57, there is only a slight angle. Can be realized. In other words, it is possible to obtain a starting feeling similar to that in which the speed change pedal 57 and the output control arm 126 are directly connected while the speed change control is performed by the control motor 122.

(8) Travel mode switching mechanism As described above, the travel mode is switched by rotating the shift operation lever 49 back and forth. In the present embodiment, the mode is switched to four states of a high speed travel (road travel) mode, a planting travel (low speed travel) mode, a neutral position that has been stopped (neutral), and a reverse travel mode (another mode such as a seedling mode is provided). It is also possible.) The members constituting this operation system will be briefly described.

For example, as shown in FIG. 9, the sliding operation of the gear group is performed by sliding the left and right laterally long shifting operation shaft 132 in the axial direction. For example, as shown in FIG. 14A, the speed change operation shaft 132 is exposed to the left outer side of the mission case 29, and the rotational drive arm 133 is engaged with the exposed portion of the speed change operation shaft 132.

On the other hand, as described above, the longitudinal rod 51 is connected to the speed change operation lever 49. However, as shown in FIG. 18B, the longitudinal rod 51 is connected to the lower end of the longitudinal rod 51 via the crank lever 134. The rear end of the crankshaft 135 is connected, and the drive arm 133 is fixed to the front end of the crankshaft 135. Therefore, when the vertically long rod 51 moves up and down and the crankshaft 135 rotates about its axis, the drive arm 133 rotates and the speed change operation shaft 132 slides in the axial direction, thereby engaging the gear group. Change.

As shown in FIG. 19, the crankshaft 135 is rotatably attached to the front and rear side plates of the intermediate bracket 136. The intermediate bracket 136 is welded to the left and right longitudinal pipe intermediate stay 137 and is fixed to the steering gear box 44 of the power steering unit 41 with bolts via the lower auxiliary bracket 138. For this reason, the support stability of the intermediate bracket 136 is excellent, and as a result, a smooth movement of the speed change operation shaft 132 is also ensured.

Further, the support plate 119 to which the control motor 122 is fixed is also supported by the intermediate bracket 136 via the upper auxiliary bracket 139. Therefore, the control motor 122 is supported from the front and back and has high stability. For this reason, the traveling transmission mechanism has a robust structure. This is one of the advantages of this embodiment. As shown in FIG. 19, the front end of the first spring 129 is hung on a locking piece 140 fixed to the intermediate stay 137.

(9). Relationship between Traveling Clutch, Shift Pedal, and Brake Pedal Next, the brake operation mechanism and the clutch operation mechanism will be described. First, the mounting structure of the brake pedal 88 will be described. As shown in FIGS. 14A and 14C, the base end portion of the brake pedal 88 is fixed to the right end of the horizontally long support cylinder 141, and the support cylinder 141 is rotatable to the left and right brake brackets 142 and 143. Installed.

Therefore, the brake pedal 88 rotates around the axis of the support cylinder 141. The left and right brake brackets 142 and 143 are fixed to the intermediate stay 137 by welding. As shown in FIG. 12, a torsion spring 144 is fitted in the support cylinder 141, and the brake pedal 88 is urged in the return direction by the torsion spring 144. For example, as shown in FIG. 14C, the brake pedal 88 is provided with a side lever 145 that holds the brake pedal 88 in an effective state.

As shown in FIGS. 12 and 14C, the brake pedal 88 has a protruding portion 88a protruding downward from the support cylinder 141, and a brake arm 147 fixed to the front end of the brake operation shaft 146 and the brake pedal. A protruding portion 88 a of 88 is connected through a coil spring 148. The front end of the brake operation shaft 146 is exposed in front of the mission case 29, and the base end portion (left end portion) of the brake arm 147 is fixed to the exposed end portion.

As clearly shown in FIG. 13B, the rear end of the brake operation shaft 146 extends to the location of the brake 66, and the rear end portion is pressed so that a group of friction plates constituting the brake 66 is in close contact therewith. A contact portion 146a is provided. In the present embodiment, when the brake operation shaft 146 is rotated in the clockwise direction when viewed from the front, the friction plate comes into close contact and the brake is applied. Needless to say, the effectiveness of the brake 66 is adjusted by the degree of depression of the brake pedal 88.

As can be understood from FIGS. 12 and 14C, an upward link 149 is fixed to the left end of the support cylinder 141 to which the brake pedal 88 is fixed, and the front end of the joint rod 150 is connected to the upper end of the upward link 149. The pins 151 are connected. In this case, as clearly shown in FIG. 14B, when the pin insertion hole 152 into which the pin 151 is fitted is provided at the front end of the joint rod 150, the pin insertion hole 152 is a long longitudinal hole. For this reason, the brake pedal 88 can be further stepped on with the joint rod 150 fully advanced.

As clearly shown in FIG. 14 (B), the clutch operating shaft 153 slightly protrudes at the front and right side of the upper surface of the mission case 29, and at the protruding end of the clutch operating shaft 153, A clutch arm 154 extending to the left is fixed. And the front-end | tip part of the clutch arm 154 and the rear-end part of the joint rod 150 are connected with the pin so that relative rotation is possible.

As shown in FIGS. 12 and 13A, a movable clutch body (ball clutch) 155 constituting the traveling clutch 63 is slidably disposed at the right end portion of the second rotating shaft 62. The movable clutch body 155 is biased by a spring in the entering direction, and the clutch shifter 156 is connected to the movable clutch body 155 so as to relatively rotate in a plan view. The clutch shifter 156 is fixed to the clutch operation shaft 153 so as to turn horizontally around its front end.

Therefore, when the brake pedal 88 is depressed, the joint rod 150 moves forward and the clutch arm 154 rotates clockwise in plan view. Then, the clutch shifter 156 also rotates clockwise in plan view to move the movable clutch. The body 155 is pushed and moved, whereby the travel clutch 63 is disengaged.

(10). Shifting pedal and travel clutch / brake, etc. As shown in FIGS. 11 and 12, for example, the sensor bracket 103 that rotates in conjunction with the shifting pedal 57 and the clutch arm 154 are connected by an interlocking shaft (interlocking member) 157. Has been. More specifically, as shown in FIG. 11, the clutch arm 154 has a back plate 154a, and the back end of the interlocking shaft 157 is held on the back plate 154a by a nut (double nut) 158 and a washer so that it cannot be removed. On the other hand, as clearly shown in FIG. 17A, the laterally extending front end portion of the interlocking shaft 157 is connected to the downward projecting portion 103a of the sensor bracket 103 by insertion. Accordingly, the interlocking shaft 157 moves back and forth in conjunction with the rotation of the speed change pedal 57.

The interlocking shaft 157 is connected to a portion of the clutch arm 154 that is closer to the center of rotation than the attachment portion of the joint rod 150. A nut 158 fixed to the interlocking shaft 157 is located behind the back plate 154 a in the clutch arm 154. Therefore, at the end of the shift of the speed change pedal 57, the interlocking shaft 157 moves forward, the clutch arm 154 rotates clockwise in plan view, and the traveling clutch 63 is disengaged while the clutch arm 154 is engaged. Only the interlocking shaft 157 is allowed to move forward without rotating in the posture.

As shown in FIG. 14 (A), a diff lock lever 160 is rotatably disposed on the right side portion of the front surface portion of the mission case 29. One end of a diff lock wire 161 is connected to the tip (free end) of the diff lock lever 160. The differential lock wire 161 is inserted into the tube 164 (see FIG. 6), and one end of the tube 164 is fixed to a differential lock bracket 162 (see FIG. 14B) fixed to the front surface of the mission case 29. Therefore, when the diff lock wire 161 is pulled, the diff lock device 73 (see FIG. 7) works.

4 and 6, a differential lock pedal 163 is provided near the left foot of the operator who is seated, and the other end of the differential lock wire 161 is connected to the differential lock pedal 163.

The rod is often used as a means for transmitting the movement of the diff lock pedal to the diff lock device, which has a problem that the arrangement is troublesome when other members are involved. On the other hand, as in the present embodiment, a cable conduit in which the diff lock wire 161 is inserted into the tube 164 is used as the operation means of the diff lock device 73, and one end of the tube is fixed to the diff lock bracket 162 provided in the mission case 29. Adopting the structure has the advantage that the cable conduit can be routed freely and can be arranged regardless of the position and posture of the diff lock lever 160, thereby eliminating the design effort.

(11). Summary As described above, when the operator depresses or returns the shift pedal 57, the circumferential cam 100 rotates, and according to this rotation, the acceleration switch 110 or the deceleration switch 111 is selectively turned on, and the control motor 122 is turned on. Is rotated forward or reverse, and the output of the HST 38 and the output of the engine 28 change, and as a result, the vehicle speed of the traveling machine body 1 changes.

When the operator completely removes his / her foot from the shift pedal 57, the shift pedal 57 and the control shaft 102 return to the initial posture. As a result, the nut 158 of the interlocking shaft 157 hits the clutch arm 154 from the rear at a stage just before the control shaft 102 returns and rotates by the control motor 122, so that the clutch arm 154 rotates in the clutch disengagement direction. As a result, the travel clutch 63 is disengaged. Further, the joint rod 150 is pushed forward by the clutch arm 154, the support cylinder 141 rotates, and the brake pedal 88 rotates a little in the stepping direction, whereby the brake arm 147 rotates and the brake 66 is lightly effective. It becomes a state.

In this way, when the shift pedal 57 is fully returned, the brake pedal 88 is lightly applied and the travel clutch 68 is disengaged, so that the operator does not have to step on the brake pedal 88 by stepping one foot (right foot) from the position of the shift pedal 57. The travel mode can be switched by lightly operating the speed change lever 49 with the foot left at the position of the speed change pedal 57. It is also safe to leave the driver's seat and perform other work.

Further, since the rotation operation of the brake arm 147 is performed by the sensor bracket 103 in which the movement of the speed change pedal 57 is transmitted more directly, securing the traveling stop state is quickly performed without the time lag. Therefore, the responsiveness of holding the traveling machine body 1 in the stopped state is excellent. Further, since the interlocking shaft 157, the clutch arm 154, and the brake arm 147 are positioned independently of the HST output control arm 126, the design of these members is facilitated.

When the speed change pedal 57 is fully retracted, the brake pedal 88 is lightly rotated, and therefore, the brake pedal 88 must be depressed further deeply. In this respect, since the upward link 149 protruding from the support cylinder 141 and the joint rod 150 are connected via the elongated hole 152, it is allowed to step on the brake pedal 88 without moving the joint rod 150.

When the shift pedal 57 is depressed for starting, the interlocking shaft 157 moves backward, but the travel clutch 63 is biased to the engaged state by a spring, so that when the interlocking shaft 157 moves forward, the clutch arm 154 rotates to the clutched posture. Then, the traveling clutch 63 is engaged, and the joint rod 150 is retracted, so that the brake pedal 88 is rotated back by the torsion spring 144, and accordingly, the brake shaft 146 rotates in the brake releasing direction.

Now, in order to turn on the traveling clutch 63 and turn off the brake 66, the interlocking shaft 157 must be moved backward by a certain size. For this purpose, the sensor bracket 103 and the control shaft 102 must be rotated by a certain angle. Don't be. The HST 38 must be operated after the travel clutch 63 is engaged. For this purpose, the acceleration switch 110 is turned on after the travel clutch 63 is engaged and the brake 66 is turned off. The motor 122 must rotate forward.

Therefore, if the control shaft 102 and the shift pedal 57 are rotated by the same angle, it is necessary to set the acceleration switch 110 to be turned on after the shift pedal 57 is fully depressed. There may be a time lag between the stepping on and the start of the traveling machine body 1, and the start feeling may not be good.

On the other hand, in this embodiment, as described with reference to FIG. 16B, the sensor bracket 103 and the control shaft 102 rotate greatly only by depressing the shift pedal 57 by a very small angle. It is possible to start the traveling vehicle body 1 by operating the HST at almost the same timing as depressing the speed change pedal 57 while retracting the interlocking shaft 157 by a certain size so as to ensure that 63 enters and the brake 66 is turned off. it can. Therefore, the starting feeling can be improved without hindering the function of automatically disengaging the traveling clutch 63 and applying the brake 66 when the traveling is stopped (this can be an independent invention).

As can be understood from the above description, it is preferable that the acceleration switch 110 is OFF when the switch bar 106c is in contact with the first cam surface of the circumferential cam 100. Therefore, in the present embodiment, the setting is made such that the acceleration switch 110 is turned on in a state where the switch bar 106c is shifted to the second cam surface of the circumferential cam 100.

The interlocking shaft 157 does not necessarily need to be connected to the sensor bracket 103. For example, a dedicated arm can be fixed to the control shaft 102 and connected to this arm, but it can be connected to the sensor bracket 103 as in the embodiment. This simplifies the structure and contributes to cost reduction.

Due to the action of the third cam surface 114 and the fourth cam surface 115, the rate of rotation of the control shaft 102 is smaller than the rate of depression of the shift pedal 57 after starting. For this reason, the slip by sudden start can be prevented. Further, due to the action of the third cam surface 114 and the fourth cam surface 115, the ratio of the rotation of the control shaft 102 to the depression ratio of the shift pedal 57 is smaller in the high speed state than in the low speed state and the medium speed state. Therefore, it is possible to prevent the phenomenon of sudden deceleration when the foot is slightly released from the shift pedal 57, and safety is high.

In addition to the cam, various mechanisms such as a link mechanism and a gear mechanism can be adopted as the mechanical amplifying means. When using a cam, various cam mechanisms such as an end face cam can be employed (not only a rotary type but also a slide type cam can be used). A cam and a link mechanism can be used together. In this embodiment, the interlocking shaft 157 is driven by the sensor bracket 103, but it can also be driven by another member such as the control shaft 102. The interlocking shaft (interlocking member) 157 can be formed in various forms as required, such as made of sheet metal.

(12). Advantages of the front handle As described above, this is a case where the operator moves forward or reverse the rice transplanter while walking down to the ground at a steep place such as an entrance to a farm field. In this case, as a conventional configuration, there is a configuration in which a front column having a handle is configured to be able to be tilted forward and a lever-operated traveling clutch is provided. The operator operates the traveling clutch lever with the other hand (right hand) while holding the forward-turned handle with one hand (left hand), which not only significantly increases the structure, Since the worker has to walk while being in close contact with the traveling machine body, there is a problem that safety is low.

In the present embodiment, solving this problem is also an issue. If the horizontally-rotating front handle 24 is employed as in the present embodiment, the structure is remarkably simplified and the cost can be reduced. Moreover, since it can walk in the state which left the space | interval between a body and a traveling body, safety is also high. Further, since the weight can be applied to the front handle 24, it is easy to balance the traveling machine body.

Further, in this riding type work machine, since the on / off of the travel clutch 63 and the ON / OFF of the brake 66 are performed by operating the lever 25 provided on the front handle 24, the safety is further enhanced. Further, when the lever 25 and the shift pedal 57 are connected by a yayer 97 to turn the traveling clutch 63 on and off and the brake 66 on and off, there is an advantage that the structure is further simplified. The operation of the travel clutch 63 and the brake 66 can be performed by rotating the grip instead of the lever 25, for example.

(13). Outline of Second Embodiment Next, a second embodiment shown in FIG. 20 and subsequent drawings will be described. About this 2nd Embodiment, the member of the same function as 1st Embodiment is displayed with the same code | symbol, and description is abbreviate | omitted unless there is particular need. For example, as shown in FIG. 21, in the second embodiment, the engine 28 is mounted on the front portion of the traveling vehicle body 1. Although the traveling vehicle body 1 has left and right side frames 18, in the present embodiment, the left and right side frames 18 are separated in the front and rear, and the side frames 18 separated in the front and rear are welded to a horizontally elongated center frame 168.

Further, as clearly shown in FIG. 20B, the front ends of the left and right side frames 18 are connected by a front frame 19, and the front portion of the side frames 18 has front and rear U-shaped (or U-shaped) front and rear views. Two support frames 169 are fixed, and the engine 28 is supported by these two support frames 169. The engine 28 has a posture in which the crankshaft is directed in the left-right direction, and the output pulley is disposed on the left side of the engine 28.

For example, as clearly shown in FIG. 25, in this embodiment, the power steering unit 41 is integrated with the front portion of the mission case 29. That is, the gear case of the power steering unit 41 is formed integrally with the transmission case 29, and the steering unit is attached to the gear case.

The function of the traveling transmission is the same as that of the first embodiment, the HST 38 is disposed on the left side of the mission case 29, and the rear wheel output shaft 75 projects from the rear surface of the mission case 29. In the present embodiment, the mission case 29 has a longitudinally extending partition plate 171 (see FIG. 30B) as a unique configuration, and the partition plate 171 has a bearing function to increase strength. . As shown in FIG. 23, in this embodiment, an intermediate rotation shaft 69a is interposed between the first rotation shaft 66 and the second rotation shaft 69, and with respect to a gear 69b provided on the intermediate rotation shaft 69a. Also, the driven gear 65 is engaged.

For example, as shown in FIGS. 24 and 25, the brake operation shaft 151 is disposed in a substantially vertical position on the right side portion and the front side portion of the mission case 29 as in the first embodiment. A clutch operation shaft 153 is arranged in a vertical posture at the middle portion of the transmission case, and a transmission operation shaft 132 is arranged in a substantially horizontal posture in the middle portion of the transmission case 29.

The essential functions of the operation shafts 151, 153, and 132 are the same as those of the first embodiment, but the speed change operation shaft 132 can select five positions. That is, it is possible to select five positions: road traveling (high speed traveling), neutral, planting traveling (low speed traveling), seedling joining, and reverse traveling. Therefore, as clearly shown in FIG. 24C, a branch groove 50a is formed in the guide hole 50 into which the speed change operation lever 49 is fitted so that the speed change operation lever 49 can also be held at five positions.

As shown in FIG. 26, the movement of the speed change lever 54 includes the longitudinal rod 51 connected to the speed change lever 54, the bell crank lever 172 having one end connected to the lower end of the longitudinal rod 51, and the other end of the bell crank lever 172. A front and rear longitudinal horizontal rod 173, an arm 174 connected to the rear end of the horizontal rod 173, a longitudinal shaft 175 fixed to the arm 174, and a shifter 176 fixed to the lower end of the longitudinal shaft 175. To the speed change operation shaft 132.

The bell crank lever 172 is rotatably attached to the left bracket 177, and the left bracket 177 is fixed to a left and right longitudinal stay 178 as shown in FIG. Further, as shown in FIG. 25, the longitudinal shaft 175 is rotatably mounted on the mission case 29. For example, as shown in FIG. 24, the shift pedal 57 and the brake pedal 88 are arranged on the right side of the handle post 42, and the control motor 122 is arranged on the left side of the handle post 42. As shown in FIG. 29, the control motor 122 is covered with a protective case 179 in this embodiment.

(14). Control Mechanism In this embodiment, as shown in FIG. 27A, a potentiometer 181 is attached to the right side of the speed change pedal 57 in the side frame 18 via the side bracket 182 to change the speed. The movement of the pedal 57 is detected by a potentiometer 181. More precisely, the potentiometer 181 has a rotational detection lever 183, and a wire pusher 184 attached to the detection lever 183 is brought into contact with the back surface of the transmission pedal 57, thereby The rotation angle can be detected.

27 (B) and 28, the brake pedal 88 is connected to a right bracket 185 fixed to the stay 178. In this case, the lower end portion of the brake pedal 88 is connected to the right bracket 185 with a pivot pin 186, and the brake rod 187 is connected to a portion slightly above the pivot pin 186 with a pin 187a. Accordingly, when the brake pedal 88 is depressed, the brake rod 187 moves forward. The brake pedal 88 is biased to a return posture by a spring 144 (see FIG. 29).

32A, the protective case 179 that covers the control motor 122 is fixed to a bracket plate 188 fixed to the upper end surface of the power steering unit 41 via a spacer plate 189. As shown in FIG. The protective case 179 incorporates a sector gear 121 similar to that of the first embodiment, and the sector gear 121 is driven by a control motor 122. A rotating shaft 191 of the sector gear 121 protrudes outward, an auxiliary arm 190 is fixed to the rotating shaft 191, and a travel control rod 125 is connected to the auxiliary arm 190.

In this embodiment, since the engine 28 is disposed in front of the HST 38, as can be understood from the power system diagram of FIG. 23, the HST 38 has a posture in which the traveling hydraulic pump 54 is positioned in front and the traveling hydraulic motor 55 is positioned in the rear. Is arranged in. For example, as shown in FIG. 29, the output control shaft 56 of the HST 38 protrudes upward similarly to the first embodiment, and the output control arm 126 is fixed to the output control shaft 56.

For example, as shown in FIG. 25 and FIG. 26, the clutch operation shaft 153 is held by the transmission case 29 so as to rotate about its axis, and as clearly shown in FIG. When the shifter 156 attached to the lower end rotates, the movable clutch body 155 slides. When the clutch operation shaft 153 rotates clockwise in plan view, the travel clutch 63 is disengaged.

As shown in FIG. 31, a first interlocking lever (relay member) 192 is disposed between the clutch operation shaft 153 and the output control arm 126. The first interlocking lever 192 has a substantially L shape extending in the left direction and the rear direction, and a portion near the left end is connected to the transmission case 29 by a first shaft 193 so as to be horizontally rotatable. A travel control rod 125 is connected to the right front end of the first interlocking lever 192 via a shaft. A first roller 194 is provided on the upper surface of the left end portion of the first interlocking lever 192.

On the other hand, a second interlocking lever 195 that overlaps the first roller 194 in plan view is connected to the output control arm 126 by a second shaft 196 so as to be horizontally rotatable. A downward pin 197 protrudes from the rear end portion of the second interlocking lever 195, and a hole 198 into which the downward pin 197 is fitted is provided in the output control arm 126, and further, a front end portion of the second interlocking lever 195 is provided. A wall plate 199 with which the first roller 194 hits is provided. In the present embodiment, the output control arm 126 and the second interlocking lever 195 correspond to the speed change operation member.

Accordingly, when the traveling control rod 125 moves backward, the first interlocking lever 192 rotates clockwise, and then the output control arm 126 rotates counterclockwise (that is, in the speed increasing direction) via the second interlocking lever 195. Rotate. The output control arm 126 is pulled backward (deceleration direction) by the sixth spring 200, and the sixth spring 200 is connected to the mission case 29 (see FIG. 24A). Since the first roller 194 of the first interlocking lever 192 is in contact with the wall plate 199 of the second interlocking lever 195 from behind, the first interlocking lever is further turned on after the output control arm 126 returns and rotates in the direction of zero output. 192 can be rotated back (travel control rod 125 can be retracted).

The clutch operating shaft 153 is fixed with a clutch arm 201 extending rearward to the right as a clutch operating member. The base end portion of the clutch arm 201 projects forward, and a second roller 202 is attached to the upper surface of the projecting end portion so as to be horizontally rotatable. The cam body 203 is connected to the rear end portion of the first interlocking lever 192 so as to be horizontally rotatable, and the front end portion of the cam body 203 is brought into contact with the second roller 202.

FIG. 31 (A) shows a state in which the speed has been fully increased, and when the traveling control rod 125 moves forward from this state, the first interlocking lever 192 escapes and rotates counterclockwise. Until the output control arm 126 returns and fully rotates, the cam body 203 does not rotate and does not apply torque to the clutch arm 201. However, after the output control arm 126 returns and fully rotates, the cam body 203 does not rotate. When the travel control rod 125 moves forward, a pressing force acts on the second roller 202 in the process, and thereby the clutch arm 201 and the clutch operation shaft 153 rotate (rotate) in the clockwise direction. Cuts out.

The action part which presses the 2nd roller 202 among the cam bodies 203 is shown with the code | symbol 204. FIG. In addition, a stepped portion (concave portion) 205 that holds the second roller 202 is formed in the cam body 203 continuously with the action portion 204. The travel clutch 63 incorporates a spring that presses the movable clutch body 155, and the clutch arm 201 is urged to rotate counterclockwise by this spring.

For example, as shown in FIGS. 29 and 31, a first brake arm 206 is fixed to the brake operation shaft 151 so as to extend substantially to the right side of the brake operation shaft 151, and extends to the left and right sides of the brake operation shaft 151. The second brake arm 207 is fitted so as to be relatively rotatable. The right end portion of the second brake arm 207 is positioned in front of the first brake arm 206, and the first brake arm 206 and the second brake arm 207 are back plates 208 and 209 through which the brake rod 187 passes. have. In the present embodiment, both the brake arms 206 and 207 correspond to brake operation members, but the brake operation member driven by the clutch arm 201 corresponds to the second brake arm 207.

The brake rod 187 is provided with a front stopper (nut) 210 that can hit the back plate 209 of the second brake arm 207 from the front, and a stopper spring 211 that hits the back plate 208 of the first brake arm 206 from the back. Further, the brake rod 187 is provided with an intermediate stopper (double nut) 212 that can come into contact with the back plate 209 of the second brake arm 207 from behind. There is a gap between the intermediate stopper 212 and the front stopper 210.

A portion of the second brake arm 207 on the left side of the rotation center has a groove shape (channel shape) that opens downward, and a third roller provided at the right end of the clutch arm 201 in the groove. 213 is inserted. Therefore, the clutch arm 201 and the second brake arm 207 rotate in conjunction with each other.

As shown in FIG. 33 (A), a throttle arm 215 extending substantially in the front-rear direction is connected to the left outer surface of the protective case 179 that covers the control motor 122 so as to be rotatable by the arm shaft 216. One end of a throttle wire 130 is connected to the tip via a spring 217. The throttle wire 130 is inserted into the cable conduit 130 a, and one end of the cable conduit 130 a is fixed to the protective case 179. The other end of the throttle wire 130 is connected to the throttle lever of the engine 28.

On the other hand, a cam hole 218 extending in the rotation center direction is formed in the sector gear 121, and a roller 220 is provided at the tip of an inner link 219 fixed to the inner end portion of the arm shaft 216, and this roller 220 is attached to the cam hole 218. It is inserted in.

The cam hole 218 is formed to be non-concentric with respect to the rotation center of the sector gear 121, and has a profile in which the distance from the axis increases as the sector gear 121 rotates in the speed increasing direction. . When the sector gear 121 is rotated in the speed increasing direction, the throttle arm 215 is rotated by the action of the cam hole 218, whereby the output of the engine 28 is increased. That is, the output of the engine increases with the traveling speed. By devising the shape of the cam hole 218, the relationship between the running speed and the engine output can be changed variously. The engine output control mode using such a cam mechanism can also be applied to the first embodiment.

(15). Summary of Second Embodiment In this second embodiment, the rotation angle of the shift pedal 57 is detected by a potentiometer 181 (see FIG. 27A), and the control motor 122 is operated based on a signal from the potentiometer 181. When driven, the travel control rod 125 moves back and forth, whereby the HST 38 is controlled.

The potentiometer 181 detects the rotation of the speed change pedal 57 as a numerical value such as a resistance value, a current value, or a pulse number. When the speed change pedal 57 is depressed or turned back, the value changes greatly or slightly. Or Therefore, when the value of the potentiometer 181 continues to change greatly, the control motor 122 continues to rotate forward, and when the value continues to change small, the control motor 122 continues to rotate backward, and the rotation of the shift pedal 57 stops. The speed of the rice transplanter can be controlled by performing a control to stop the rotation of the control motor 122 when the numerical value disappears. For this reason, the driving | running | working feeling similar to a passenger car can be obtained.

Then, when the operator removes his / her foot from the speed change pedal 57 in the running state, the speed change pedal 57 returns with a spring, and accordingly the HST 38 is decelerated and the travel vehicle body 1 stops before long, but based on FIG. As already described, at a stage just before the shift pedal 57 completely returns, the output control arm 126 returns and fully rotates. In other words, there is provided buffer means for returning the speed change pedal 57 after the output control arm 126 has returned and rotated completely.

Therefore, even if the output control arm 126 returns and fully rotates, the travel control rod 125 moves forward by a small dimension, and then the clutch arm 201 rotates clockwise by the pressing action of the cam body 203, thereby As the travel clutch 63 is disengaged, the brake 66 works lightly. That is, the travel clutch 63 is disengaged almost simultaneously with the travel stop of the travel vehicle body 1 and the brake is applied lightly. Thus, for example, the operator can operate the shift operation lever 49 without stepping the right foot one by one. .

Rotation of the control motor 122 stops when the shift pedal 57 is completely returned. Even in this state, it is necessary to keep the state in which the traveling clutch 63 is disengaged and the brake is effective, but this function is achieved by fitting and holding the second roller 202 on the step portion 205 of the cam body 203 as described above. Done. Of course, it is also possible to use the elastic restoring force of the return spring 93 of the shift pedal 57 (or the return spring 200 of the output control arm 126).

The brake rod 187 can be further advanced in a state in which the second brake arm 207 is completely rotated counterclockwise. That is, when the brake pedal 88 is further depressed, the brake rod 187 moves forward and the first brake arm 206 is pushed by the stopper spring 211, whereby the brake can be applied strongly. Therefore, in the present embodiment, the first brake arm 206 and the second brake arm 207 are provided independently, so that a release means for enabling the brake pedal 88 to be depressed strongly is configured.

When the brake pedal 88 is strongly depressed during traveling, the first brake arm 206 is rotated by the pushing action of the stopper spring 211 to apply the brake, and at the end of the depression of the brake pedal, the intermediate stopper 212 of the brake rod 187 is moved to the second brake. This hits the arm 209, thereby disengaging the travel clutch 63.

For example, as can be understood from FIG. 29, in this embodiment, the output control shaft arm 126, the interlocking levers 195, 192, 203 and the brake arms 207, 206 are arranged in a substantially lateral direction at a location above the mission case 29. Therefore, there is an advantage that the control mechanism can be made compact. When the engine 28 is mounted on the front portion of the traveling vehicle body 1, the space covered with the bonnets 12 and 13 is filled with many members. In this embodiment, the output control shaft arm 126 and the levers 195 and 192 are used. 203, the clutch arm 201, and the brake arms 207 and 206 are disposed in the space between the transmission case 29 and the vehicle body cover 37, so that there is no problem of interference with other members, and the design effort can be reduced. There are advantages.

Further, when the control motor 122 and the fan-shaped gear 121 are covered with the protective case 179 as in the present embodiment, there is an advantage that high safety and waterproofness can be ensured. Further, when the movement of the speed change pedal 57 is detected by the potentiometer 181 as in the present embodiment, for example, it is possible to easily control various outputs of the engine 28 in accordance with the depression amount of the speed change pedal 57. There is an advantage that it is easy to perform various controls triggered by the movement of the pedal 57.

In this embodiment, the output control arm 126 and the second interlocking lever 195 constitute a speed change operation member. However, the speed change operation member is composed of only the output control arm 126, and the first interlocking lever 192 and the output control arm. 126 may be connected with a pin or the like. The operation members such as the output control arm 126 do not necessarily have to be rotatable, and may be slidable. The first interlocking lever 192 can also be used as a clutch operating member.

(16). Others The present invention can be embodied in various ways other than the above embodiment. For example, a belt type (CVT) can be adopted as the continuously variable transmission. Moreover, the application object of this invention is not restricted to a rice transplanter, It can apply also to other farm work machines, such as a scraper and a vegetable transplanter. The configuration in which the travel clutch is disengaged and the brake is effective when the shift pedal is fully returned can be applied to a riding-type work machine that does not include an actuator.

In this case, a member such as a clutch arm or a brake arm may be driven by a power actuator such as a control motor. When a continuously variable transmission such as an HST is controlled by a shift control actuator, it is also possible to provide a stop actuator different from the shift control actuator and to control the travel clutch and the brake with this stop actuator. .

The present invention can be embodied in a riding type agricultural working machine such as a rice transplanter and other riding type working machines. Therefore, it can be used industrially.

DESCRIPTION OF SYMBOLS 1 Traveling vehicle body 2 Seedling device 3 Front wheel 11 Steering handle 11
28 Engine 29 Mission case 38 HST (Hydrostatic continuously variable transmission)
56 Output control shaft 57 Shift pedal 63 Traveling clutch 91 Intermediate shaft 100 Cam (circumferential cam)
103 sensor bracket 104 pedal sensor 106a first switch arm (arm member)
110, 111 switch (sensor)
122 Transmission motor (actuator)
126 Output control arm (shifting operation member)
130 Throttle wire 132 Speed change operation shaft 146 Brake operation shaft 147, 206, 207 Brake arm
151 Brake operation shaft 153 Clutch operation shaft 154, 201 Clutch arm
157 Interlocking shaft 192 First interlocking lever (relay member)
195 Second interlocking lever (shifting operation member)

Claims (7)

1. A traveling machine body equipped with an engine and supported by wheels, a foot-operated transmission pedal for controlling the speed of the traveling machine body, and a traveling transmission device that shifts the rotation of the engine and transmits it to the wheels are provided. ,
   The travel transmission includes a continuously variable transmission to which power of the engine is input, a travel clutch that relays power to the wheels on the downstream side of the continuously variable transmission, and a member that transmits power to the wheels. And the continuously variable transmission is controlled by a power actuator that operates based on the movement of the shift pedal.
   The structure
   The travel clutch and the brake are operated by a travel stop operation member different from the member that operates the continuously variable transmission. It is controlled so that the clutch is disengaged and the brake works.
   Riding type work machine.
2. The stop operation member is driven by the actuator;
   The riding type work machine according to claim 1.
3. Mechanical amplifying means for amplifying the shift pedal at the initial depression is provided, and the actuator is controlled by the mechanical amplifying means;
   The riding type work machine according to claim 2.
4. The mechanical amplifying means is a circumferential cam and an arm member that rotates in contact with the circumferential cam, detects the movement of the arm member with a sensor, and the actuator is controlled by the sensor.
   The riding type work machine according to claim 3.
5. A traveling machine body equipped with an engine and supported by wheels, a foot-operated transmission pedal for controlling the speed of the traveling machine body, and a traveling transmission device that changes the rotation of the engine and transmits it to the wheels are provided. ,
   The travel transmission includes a continuously variable transmission to which power of the engine is input, a travel clutch that relays power to the wheels on the downstream side of the continuously variable transmission, and a member that transmits power to the wheels. The continuously variable transmission is controlled by an actuator that operates based on the movement of the shift pedal.
   The structure
   The travel transmission has a transmission case, a relay member driven by the actuator is attached to the transmission case, and a transmission operation member for operating the continuously variable transmission is operated by the relay member. The travel stop operation member that operates the travel clutch and brake is driven by the relay member, and the travel clutch is disengaged and the brake is effective when the speed change pedal is completely returned. It is driven so that it breaks and the brake works,
   Riding type work machine.
6. The relay member is connected to the transmission case so as to be horizontally rotatable, and the travel stop operation member includes a clutch operation member for connecting / disconnecting the travel clutch and a brake operation member for operating the brake. And the brake operation member is driven by the clutch operation member.
   The riding type work machine according to claim 5.
7. A traveling machine body equipped with an engine and supported by wheels, a foot-operated transmission pedal for controlling the speed of the traveling machine body, and a traveling transmission device that changes the rotation of the engine and transmits it to the wheels are provided. ,
   The travel transmission includes a continuously variable transmission to which power of the engine is input, a travel clutch that relays power to the wheels on the downstream side of the continuously variable transmission, and a member that transmits power to the wheels. The continuously variable transmission operates based on the movement of the shift pedal,
   The structure
   The clutch operating member for connecting / disconnecting the travel clutch, the brake operation member for operating the brake, and the travel clutch is disengaged when the shift pedal is completely returned to operate, and the travel clutch is disengaged when the shift pedal is depressed. A stop actuator that drives the clutch operating member and the brake operating member so that the brake is effective, and the continuously variable transmission is controlled by a travel control actuator or mechanical interlocking means; Controlled by the shift pedal via
   Riding type work machine.

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