WO2011034167A1 - Machine de travail du type à conducteur chevauchant - Google Patents

Machine de travail du type à conducteur chevauchant Download PDF

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Publication number
WO2011034167A1
WO2011034167A1 PCT/JP2010/066196 JP2010066196W WO2011034167A1 WO 2011034167 A1 WO2011034167 A1 WO 2011034167A1 JP 2010066196 W JP2010066196 W JP 2010066196W WO 2011034167 A1 WO2011034167 A1 WO 2011034167A1
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WO
WIPO (PCT)
Prior art keywords
brake
clutch
travel
pedal
transmission
Prior art date
Application number
PCT/JP2010/066196
Other languages
English (en)
Japanese (ja)
Inventor
圭志 絹田
Original Assignee
ヤンマー株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2009215976A external-priority patent/JP5373521B2/ja
Priority claimed from JP2010060928A external-priority patent/JP5436287B2/ja
Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Priority to CN201080040750.1A priority Critical patent/CN102498010B/zh
Priority to KR1020127002721A priority patent/KR101705028B1/ko
Publication of WO2011034167A1 publication Critical patent/WO2011034167A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18181—Propulsion control with common controlling member for different functions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/04—Ratio selector apparatus
    • F16H59/06—Ratio selector apparatus the ratio being infinitely variable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • B60Y2200/22—Agricultural vehicles

Definitions

  • 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.
  • a riding type working machine there is a riding type farm working machine, and an example is a riding type 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.
  • continuously variable transmissions belt type (CVT) and hydrostatic type (HST).
  • CVT belt type
  • HST hydrostatic type
  • the control member of the continuously variable transmission moves in conjunction with the depression amount of the shift pedal. Yes.
  • 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
  • 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.
  • 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.
  • 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.
  • 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 has the following basic configuration.
  • 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
  • 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.
  • 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.
  • the stop operation member is driven by the actuator.
  • 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 fourth invention is a preferred embodiment of the third 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.
  • the continuously variable transmission is controlled by an actuator
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the travel clutch and the brake 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.
  • 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.
  • the responsiveness to hold the traveling aircraft in the stopped state can also be improved.
  • the operator can start working quickly after stopping.
  • 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.
  • 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.
  • 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. .
  • 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.
  • 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.
  • (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.
  • (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.
  • (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
  • (B) is a perspective view which mainly shows the arrangement
  • (A) is a figure which shows an external appearance
  • (B) is a perspective view which shows a framework.
  • (B) is a perspective view of the traveling vehicle body which displayed the framework and the drive system.
  • (A) is a plan view of the main part
  • (B) is a perspective view showing a mounting structure of the speed change lever
  • (C) is a plan view showing a guide hole of the speed change lever.
  • A) is the figure seen from the side
  • (B) is the figure seen from the back.
  • FIG. 1 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.
  • (A) is the figure seen from the top
  • (B) is the figure seen from the bottom.
  • (A) is an exploded perspective view showing the control mechanism
  • (B) is a perspective view showing a part of the traveling transmission.
  • FIG. 4A is a perspective view showing a state where a steering unit is displayed
  • FIG. 4B is a perspective view showing a state where the steering unit is omitted.
  • FIG. 4A is the perspective view seen from the diagonal side
  • FIG. 4B is a side view in the state which removed the case.
  • 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).
  • 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). .
  • 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.
  • the traveling machine body 1 moves forward at a low speed.
  • 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.
  • 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.
  • a portion of the traveling vehicle body 1 on which a person is placed is covered with a vehicle body cover 35.
  • the mission case 29 has a hollow structure in which two shell bodies are roughly overlapped and fastened with a bolt group.
  • 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.
  • 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
  • the rear portion of the engine 28 is supported by a rear axle case 33 via a rear bracket material.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • an output control shaft 56 for rotating the movable swash plate projects upward from the upper surface of the HST 38.
  • the output control shaft 56 rotates based on the movement of the shift pedal 57 displayed in FIG. 11, for example.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a brake pedal 88 and a speed change pedal 57 are arranged side by side on the right part of the control area.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • FIG. 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.)
  • 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 ⁇ 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 ⁇ 1 to ⁇ 4 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, ⁇ 1 ⁇ 2 ⁇ 3 ⁇ 4, and ⁇ 1 is closer to zero. And ⁇ 4 is so large that it is close to 90 °.
  • 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.
  • 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.
  • the angle ⁇ 2 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 ⁇ 3 and ⁇ 4 that can be rotated while the switch bar 106c is in contact with each other have a large angle of 15 ° or more.
  • the switch bar 106c rotates about the axis of the switch shaft 105 and the control shaft 102.
  • the angle ⁇ 1 that rotates against the first cam surface 112 is slightly over 20 ° and is almost the same as ⁇ (see FIG. 17), and the angle ⁇ 2 that rotates against the second cam surface 113 is slightly over 10 °.
  • the angle ⁇ 3 that rotates against the surface 114 is about 20 °, and the angle ⁇ 4 that rotates against the third cam surface 115 is about 10 °.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • the traveling control rod 125 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.
  • the intermediate shaft 91 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.
  • 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.
  • the pedal sensor 104 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.
  • 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.
  • the switch arms 106a and 106b and the switch bar 106c return to the neutral state.
  • the second cam surface of the circumferential cam 100 is generally at the end of the return of the shift pedal 57.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the longitudinal rod 51 is connected to the speed change operation lever 49.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the brake pedal 88 is provided with a side lever 145 that holds the brake pedal 88 in an effective state.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the interlocking shaft 157 must be moved backward by a certain size.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • various mechanisms such as a link mechanism and a gear mechanism can be adopted as the mechanical amplifying means.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • the engine 28 is mounted on the front portion of the traveling vehicle body 1.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the control motor 122 is covered with a protective case 179 in this embodiment.
  • 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.
  • 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.
  • the brake pedal 88 is connected to a right bracket 185 fixed to the stay 178.
  • the lower end portion of the brake pedal 88 is connected to the right bracket 185 with a pivot pin 186
  • 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).
  • 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.
  • 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.
  • the HST 38 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.
  • 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.
  • the shifter 156 attached to the lower end rotates, the movable clutch body 155 slides.
  • the clutch operation shaft 153 rotates clockwise in plan view, the travel clutch 63 is disengaged.
  • 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.
  • 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.
  • the output control arm 126 and the second interlocking lever 195 correspond to the speed change operation member.
  • 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.
  • 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
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • 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. .
  • 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.
  • 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.
  • 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.
  • a numerical value such as a resistance value, a current value, or a pulse number.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the space covered with the bonnets 12 and 13 is filled with many members.
  • 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.
  • 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.
  • 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.
  • the output control arm 126 and the second interlocking lever 195 constitute a speed change operation member.
  • 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.
  • the present invention can be embodied in various ways other than the above embodiment.
  • a belt type (CVT) can be adopted as the continuously variable transmission.
  • 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.
  • a member such as a clutch arm or a brake arm may be driven by a power actuator such as a control motor.
  • a continuously variable transmission such as an HST
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Control Devices (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Transplanting Machines (AREA)

Abstract

Cette invention concerne un dispositif de transmission comprenant un carter de transmission (29) Dans ce carter est logée une transmission à variation continue (38) ainsi qu'un embrayage et un frein. La transmission à variation continue est commandée par une tringle de commande (125) elle-même mue par un moteur de commande (122). Le moteur de commande (122) est commandé par pivotement de la pédale de changement de vitesse (57). Un axe de commande d'embrayage (153) et un axe de commande de frein (151) sortent du carter de transmission (29). Lorsque la pédale de changement de vitesse (57) est complètement rappelée sur sa position d'origine, le moteur de commande (122) fait tourner un support de capteur (103) vers l'arrière et une tige d'accouplement (157) se déplace vers l'arrière, ce qui à pour effet de désengager l'embrayage et d'engager le frein en douceur.
PCT/JP2010/066196 2009-09-17 2010-09-17 Machine de travail du type à conducteur chevauchant WO2011034167A1 (fr)

Priority Applications (2)

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CN201080040750.1A CN102498010B (zh) 2009-09-17 2010-09-17 乘用型作业机械
KR1020127002721A KR101705028B1 (ko) 2009-09-17 2010-09-17 승용형 작업기

Applications Claiming Priority (4)

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JP2009215976A JP5373521B2 (ja) 2009-09-17 2009-09-17 乗用型農作業機
JP2009-215976 2009-09-17
JP2010-060928 2010-03-17
JP2010060928A JP5436287B2 (ja) 2010-03-17 2010-03-17 乗用型農作業機

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JP6178149B2 (ja) * 2013-07-24 2017-08-09 ヤンマー株式会社 トラクター
KR101968088B1 (ko) * 2018-02-05 2019-04-11 동양물산기업 주식회사 농기계의 주변속레버 제어장치
TWI735093B (zh) * 2019-10-04 2021-08-01 財團法人工業技術研究院 車用電控煞車系統及其煞車連動裝置

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JPH0357731A (ja) * 1989-07-26 1991-03-13 Kubota Corp 車輌の変速操作構造
JPH0416030U (fr) * 1990-05-30 1992-02-10
JP2004019890A (ja) * 2002-06-20 2004-01-22 Yanmar Agricult Equip Co Ltd 作業車
JP2005104299A (ja) * 2003-09-30 2005-04-21 Mitsubishi Agricult Mach Co Ltd 農作業機
WO2009110281A1 (fr) * 2008-03-05 2009-09-11 ヤンマー株式会社 Machine agricole mobile

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JP4088920B2 (ja) * 2002-12-19 2008-05-21 ヤンマー農機株式会社 田植機
JP2007015628A (ja) * 2005-07-11 2007-01-25 Moric Co Ltd ゴルフカー
JP4766594B2 (ja) * 2005-09-07 2011-09-07 ヤンマー株式会社 作業車両
JP4453742B2 (ja) 2007-10-31 2010-04-21 トヨタ自動車株式会社 車両の制御装置、制御方法、その方法を実現させるプログラムおよびそのプログラムを記録した記録媒体

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0357731A (ja) * 1989-07-26 1991-03-13 Kubota Corp 車輌の変速操作構造
JPH0416030U (fr) * 1990-05-30 1992-02-10
JP2004019890A (ja) * 2002-06-20 2004-01-22 Yanmar Agricult Equip Co Ltd 作業車
JP2005104299A (ja) * 2003-09-30 2005-04-21 Mitsubishi Agricult Mach Co Ltd 農作業機
WO2009110281A1 (fr) * 2008-03-05 2009-09-11 ヤンマー株式会社 Machine agricole mobile

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KR101705028B1 (ko) 2017-02-09
KR20120078692A (ko) 2012-07-10
TW201130678A (en) 2011-09-16
CN102498010A (zh) 2012-06-13
TWI526338B (zh) 2016-03-21
CN102498010B (zh) 2014-09-24

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