Mower

Abstract

To provide a mower capable of improving workability during maintenance (replacement or the like) of a cutting blade.SOLUTION: A mower includes a machine body, a traveling device having a front wheel and a rear wheel that support the machine body so as to be capable of traveling, a cutting blade provided below the machine body to cut grass, and an operation handle attached to the machine body so as to be rotatable about an axial center in a horizontal direction. One end side of the operation handle is attached to the machine body, and an inclination angle of the operation handle with respect to the horizontal direction is changeable by rotation about the axial center. In a laid-down posture in which the other end side of the operation handle is brought into contact with a horizontal plane in a state where the inclination angle is at a maximum angle, a virtual line connecting a center of the front wheel and a center of the rear wheel is inclined toward the other end side with respect to a vertical direction.SELECTED DRAWING: Figure 15

Description

[Technical Field]

[0001] The present invention relates to a brush cutter. [Background technology]

[0002] A conventional brush cutter is disclosed in Patent Document 1. The brush cutter disclosed in Patent Document 1 is structured with a mowing unit (machine body) equipped with a cutting blade and a control handle. The control handle is configured to be adjustable to swing up and down around a horizontal axis relative to the machine body. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-198540 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-described brush cutter, when performing maintenance (such as replacing the cutting blade), the maintenance is performed with the cutting unit (machine body) in a position (lying down position) by placing the top end of the control handle on the ground (horizontal surface). However, in this case, due to the tilt angle of the control handle relative to the cutting unit (machine body), the cutting unit (machine body) cannot be tilted at an angle greater than 90° relative to the horizontal surface. Therefore, the operator must access the cutting blade from diagonally below, which makes the work less efficient.

[0005] The present invention has been made in consideration of the above problems, and has an object to provide a brush cutter that can improve the workability when performing maintenance (replacement, etc.) on the cutting blade. [Means for solving the problem]

[0006] A brush cutter according to one embodiment of the present invention comprises a body, a running device having front and rear wheels that supports the body so that it can run, a cutting blade that is provided below the body and cuts grass, and a control handle that is attached to the body so that it can rotate around a horizontal axis, one end of the control handle is attached to the body and can change the tilt angle relative to the horizontal direction by rotating around the axis, and when the other end of the control handle is in a lying position with the tilt angle at its maximum angle and the other end in contact with a horizontal surface, an imaginary line connecting the center of the front wheel and the center of the rear wheel is inclined toward the other end with respect to the vertical direction. [Effects of the Invention]

[0007] According to the grass cutter of the present invention, by setting the tilt angle of the steering handle to the maximum angle and placing the machine body in a lying position, the machine body can be tilted at an angle of more than 90° relative to the horizontal plane, thereby improving workability when performing maintenance (replacement, etc.) on the cutting blade. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a side view showing the overall configuration of a brush cutter. [Figure 2] FIG. 1 is a plan view showing the overall configuration of a brush cutter. [Figure 3] FIG. 2 is a plan view showing the main body of the brush cutter. [Figure 4] FIG. [Figure 5] FIG. [Figure 6] This is a side view of the wheel seen from the opposite side to the fuselage. [Figure 7] FIG. [Figure 8] FIG. [Figure 9] 8 is a view of the lug as seen from the direction of arrow G in FIG. 7. [Figure 10] 3A and 3B are plan views of the handle mounting portion, showing the state where the steering handle is in a first position and a state where the steering handle is in a second position. [Figure 11]10 is a cross-sectional view showing a state in which a first lock pin is inserted into a through-hole in a flange plate and a first lock hole. FIG. [Figure 12] FIG. 10 is a cross-sectional view showing a state in which a second lock pin is inserted into a second lock hole. [Figure 13] FIG. 10 is a diagram showing the brush cutter in a state where the tilt angle of the steering handle (maximum length) relative to the horizontal direction is at the maximum angle. [Figure 14] FIG. 10 is a diagram showing the brush cutter in a state where the tilt angle of the steering handle (minimum length) relative to the horizontal direction is at the maximum angle. [Figure 15] 10 is a diagram showing the brush cutter in a lying position with the steering handle (maximum length) in the maximum inclined state and the other end of the steering handle in contact with a horizontal surface. FIG. [Figure 16] 10 is a diagram showing the brush cutter in a lying position with the steering handle (minimum length) in the maximum inclination state and the other end of the steering handle in contact with a horizontal surface. FIG. [Figure 17] 1 is a schematic diagram showing the overall configuration of a brush cutter. [Figure 18] 1 is a view showing the vicinity of a handle grip with the accelerator operation device in a first position. FIG. [Figure 19] FIG. 2 is a plan view (surface view) of the accelerator operation tool. [Figure 20] FIG. 2 is a perspective view of the front side of the accelerator operating tool. [Figure 21] FIG. 2 is a perspective view of the rear side of the accelerator operation tool. [Figure 22] FIG. [Figure 23] 23 is a cross-sectional view taken along line YY in FIG. 22. [Figure 24] 3 is a side view showing the accelerator operation device in a first position and a second position. FIG. [Figure 25] 10 is a view showing the vicinity of the handle grip with the accelerator operation device in a second position. FIG. [Figure 26] FIG. 4 is a plan view showing the brush cutter with the steering handle in a second position. [Figure 27] FIG. 2 is a plan view showing the arrangement of engine switches. [Figure 28]FIG. 10 is a diagram showing a mower mowing a slope. DETAILED DESCRIPTION OF THE INVENTION

[0009] A preferred embodiment of the mower 1 according to the present invention will now be described. The mower 1 according to this embodiment is a walk-behind mower. Fig. 1 is a side view showing the overall configuration of the mower 1 according to this embodiment. Fig. 2 is a plan view showing the overall configuration of the mower 1 according to this embodiment. Fig. 3 is a plan view showing the main body 20 of the mower 1. Note that the orientation of the control handle 11 differs between Fig. 2 and Fig. 3.

[0010] In the embodiment of the present invention, the direction indicated by the arrow A1 in Figures 1 and 2 will be described as the forward direction, the direction indicated by the arrow A2 as the rearward direction, the direction indicated by the arrow B1 in Figure 2 as the leftward direction, the direction indicated by the arrow B2 as the rightward direction, the direction indicated by the arrow C1 in Figure 1 as the upward direction, and the direction indicated by the arrow C2 as the downward direction. Also, the horizontal direction, which is perpendicular to the longitudinal direction K1, will be described as the fuselage width direction K2 or the left-right direction.

[0011] As shown in Figures 1 and 2, the brush cutter 1 has a body 2 and a traveling device 3. The traveling device 3 has wheels 4 that support the body 2 so that it can travel. The wheels 4 are attached to the sides (left and right) of the body 2. The wheels 4 have front wheels 4F and rear wheels 4R. The front wheels 4F have a left front wheel 4FL and a right front wheel 4FR. The rear wheels 4R have a left rear wheel 4RL and a right rear wheel 4RR.

[0012] The length of the aircraft body 2 in the aircraft body width direction (left-right direction) K2 is shorter than the length in the front-rear direction K1. The aircraft body 2 is equipped with a transmission case M1, an engine E1, and a fuel tank T1. The engine E1 is disposed above the transmission case M1. The fuel tank T1 is disposed to the side (right) of the engine E1. The fuel tank T1 stores fuel for the engine E1.

[0013] As shown in FIG. 1, the machine body 2 is provided with a cutting blade 5 for cutting grass. The cutting blade 5 is disposed below the machine body 2. The engine E1 is disposed above the cutting blade 5. The engine E1 drives (rotates) the cutting blade 5. The cutting blade 5 has a rotating shaft 5a that rotates as the engine E1 is driven. The rotating shaft 5a extends in the vertical direction.

[0014] As shown in Figures 3 and 4, the wheels 4 (front wheels 4F, rear wheels 4R) have a wheel body 6 and lugs 7. The wheel body 6 is rotatably attached to the side of the vehicle body 2. The wheel body 6 is made of metal. As shown in Figures 4 and 5, the wheel body 6 has a cylindrical ground contact portion 6a, a first side plate portion 6b provided on the side of the ground contact portion 6a opposite the vehicle body 2, and a second side plate portion 6c provided on the side of the ground contact portion 6a facing the vehicle body 2. The first side plate portion 6b and the second side plate portion 6c are arranged opposite each other in the left-right direction. A boss 6d is provided to connect the center of the first side plate portion 6b and the center of the second side plate portion 6c. An axle (a first axle 51 or a second axle 52 described below) that rotates as the engine E1 is driven is connected to the boss 6d.

[0015] As shown in Figures 4, 6, etc., the wheel 4 has a plurality of lugs 7. In the present embodiment, the wheel 4 has four lugs 7. However, the number of lugs 7 is not limited to four. The plurality of lugs 7 are attached to the outer peripheral surface of the wheel main body 6 (the outer peripheral surface of the ground-contacting portion 6a) at intervals in the circumferential direction of the outer peripheral surface. The plurality of lugs 7 are arranged at equal intervals along the outer peripheral surface of the wheel main body 6.

[0016] 7 to 9 show the lug 7. FIG. 9 is a view of FIG. 7 as seen from the direction of arrow G. The lug 7 is made of a metal plate. The lug 7 has a base plate 7a fixed to the outer circumferential surface of the wheel body 6 and a pair of standing claws 7b, 7c standing up from the base plate 7a. The base plate 7a is fixed to the outer circumferential surface of the wheel body 6 (the outer circumferential surface of the ground-contacting portion 6a) by a method such as welding or adhesive. The pair of standing claws 7b, 7c are provided at a distance from each other in the circumferential direction of the outer circumferential surface of the wheel body 6 (hereinafter referred to as the "wheel circumferential direction"). The pair of standing claws 7b, 7c are made up of a first standing claw 7b standing up from one end of the base plate 7a in the wheel circumferential direction and a second standing claw 7c standing up from the other end of the base plate 7a in the wheel circumferential direction.

[0017] As shown in FIG. 7, the distance D1 between the pair of standing claws 7b, 7c (the distance between the first standing claw 7b and the second standing claw 7c) varies in the width direction of the wheel 4. Specifically, as shown in FIG. 3, the distance D1 between the pair of standing claws 7b, 7c (the distance between the first standing claw 7b and the second standing claw 7c) narrows from the vehicle body 2 side toward the opposite side of the vehicle body 2. In other words, the lug 7 has the pair of standing claws 7b, 7c arranged so that the distance D1 (the distance between the first standing claw 7b and the second standing claw 7c) narrows from the vehicle body 2 side toward the opposite side of the vehicle body 2. The first standing claw 7b and the second standing claw 7c are formed symmetrically across the center line CL1 of the lug 7 in the wheel circumferential direction (see FIG. 4).

[0018] As shown in FIG. 4, the lug 7 is provided over the entire length or approximately the entire length of the ground contact portion 6a in the width direction (width direction of the wheel 4). (Hereinafter, the width direction of the wheel 4 will be referred to as the "wheel width direction.") In other words, the length of the lug 7 in the wheel width direction is equal to or approximately equal to the length of the ground contact portion 6a in the wheel width direction. The standing claws 7b, 7c are provided over the entire width of the base plate 7a (total length in the wheel width direction). In other words, the length of the standing claws 7b, 7c in the wheel width direction is equal to the length of the base plate 7a in the wheel width direction. Furthermore, the length of the standing claws 7b, 7c in the wheel width direction is equal to or approximately equal to the length of the ground contact portion 6a in the wheel width direction.

[0019] As shown in Figures 3 to 5, the wheel 4 has a flange portion 4e. The flange portion 4e is provided at the end of the wheel body 6 on the vehicle body 2 side. The flange portion 4e rises in a direction away from the outer circumferential surface of the ground contact portion 6a. The flange portion 4e is formed in an annular shape. The flange portion 4e is formed with a larger diameter than the wheel body 6.

[0020] The standing claws 7b and 7c are connected to the flange portion 4e. More specifically, the ends of the standing claws 7b and 7c on the machine body 2 side are connected to the flange portion 4e. This allows the standing claws 7b and 7c to reinforce the flange portion 4e and prevent deformation of the flange portion 4e. The height of the standing claws 7b and 7c from the outer peripheral surface of the wheel body 6 is the same as the height of the flange portion 4e from the outer peripheral surface of the wheel body 6 (see Figure 5). Therefore, there is no step at the connection between the standing claws 7b and 7c and the flange portion 4e.

[0021] 4, etc., the distance D1 between the pair of standing claws 7b, 7c of the lug 7 is widest at the connection portion with the flange portion 4e and gradually narrows as it moves away from the flange portion 4e. As a result, when an external force acts on the flange portion 4e from the aircraft body 2, the external force can be effectively received by the pair of standing claws 7b, 7c.

[0022] As shown in Figure 4, a gap GP1 is formed between the base plate 7a of the lug 7 and the flange 4e. On the other hand, there is no gap between the upright claws 7b, 7c and the flange 4e. The gap GP1 can function as a hole for draining foreign matter (water or soil) that has accumulated between the pair of upright claws 7b, 7c.

[0023] As shown in Figures 4 and 5, the upright claws 7b, 7c have multiple (two) notches 7e formed in them. The notches 7e are recessed from the upright ends (the ends away from the ground contact portion 6a) of the upright claws 7b, 7c toward the wheel body 6. The multiple notches 7e are formed side by side at intervals in the width direction of the wheel 4. The notches 7e are formed at positions away from the connection portions between the upright claws 7b, 7c and the flange portion 4e.

[0024] As shown in Figures 4 and 7, the base plate 7a of the lug 7 has an opening 7d penetrating the base plate 7a in the thickness direction. The opening 7d is formed between the first standing claw 7b and the second standing claw 7c. The length of the opening 7d in the wheel width direction is shorter than the length of the base plate 7a in the wheel width direction. The length of the opening 7d in the wheel circumferential direction is shorter than the length of the base plate 7a in the wheel circumferential direction.

[0025] The plurality of lugs 7 of the wheel 4 includes one lug and another lug adjacent to each other in the wheel circumferential direction. In the present embodiment, the plurality of lugs 7 includes four lugs. Hereinafter, the four lugs are referred to as a first lug 71, a second lug 72, a third lug 73, and a fourth lug 74 in the order in which they are arranged in the wheel circumferential direction (see FIG. 6). The first lug 71, the second lug 72, and the fourth lug 74 are adjacent to each other in the wheel circumferential direction. The second lug 72, the third lug 73, and the first lug 71 are adjacent to each other in the wheel circumferential direction. The third lug 73, the fourth lug 74, and the second lug 72 are adjacent to each other in the wheel circumferential direction. The fourth lug 74, the first lug 71, and the third lug 73 are adjacent to each other in the wheel circumferential direction.

[0026] Therefore, when one lug is the first lug 71, the other lug is the second lug 72 or the fourth lug 74. When one lug is the second lug 72, the other lug is the third lug 73 or the first lug 71. When one lug is the third lug 73, the other lug is the fourth lug 74 or the second lug 72. When one lug is the fourth lug 74, the other lug is the first lug 71 or the third lug 73. In the following explanation, for convenience of explanation, it will be explained that one lug is the first lug 71 and the other lug is the second lug 72.

[0027] As shown in Figures 4 and 6, the wheel 4 has a first recess 8 and a second recess 9. As shown in Figure 6, the first recess 8 and the second recess 9 are provided alternately in the wheel circumferential direction. The first recess 8 is a recess formed between a pair of standing claws 7b, 7c of one lug (first lug 71). The second recess 9 is a recess formed between one standing claw (first standing claw 7b) of the pair of standing claws 7b, 7c of one lug (first lug 71) and the standing claw (second standing claw 7c) of another lug (second lug 72) that is adjacent to the one standing claw (first standing claw 7b) in the wheel circumferential direction.

[0028] Note that one of the raised claws of one lug (first lug 71) described above may be the second raised claw 7c. In this case, the raised claw of another lug (second lug 72) adjacent to the raised claw (second raised claw 7c) in the wheel circumferential direction is the first raised claw 7b.

[0029] The base plate 7a is present between the pair of standing claws 7b, 7c of one lug (first lug 71). Therefore, the depth F1 of the first recess 8 is equal to the height of the standing claws 7b, 7c from the surface of the base plate 7a. In contrast, the base plate 7a is not present between one of the pair of standing claws 7b, 7c of one lug (first lug 71) (first standing claw 7b) and the standing claw (second standing claw 7c) of the other lug (second lug 72) that is adjacent to the one standing claw (first standing claw 7b) in the wheel circumferential direction. Therefore, the depth F2 of the second recess 9 is equal to the height of the standing claws 7b, 7c from the outer circumferential surface of the wheel main body 6.

[0030] As described above, the depth F1 of the first recess 8 is equal to the height of the upright claws 7b, 7c from the surface of the base plate 7a, and the depth F2 of the second recess 9 is equal to the height of the upright claws 7b, 7c from the outer peripheral surface of the wheel body 6. Therefore, the depth F1 of the first recess 8 is shallower than the depth F2 of the second recess 9 by the thickness of the base plate 7a. In this way, the depth of the first recess 8 is shallower than the depth of the second recess 9.

[0031] As described above, the distance D1 between the pair of standing claws 7b, 7c (the distance between the first standing claw 7b and the second standing claw 7c) narrows from the machine body 2 side toward the opposite side of the machine body 2 (see FIGS. 3 and 4). In other words, the distance D1 between the pair of standing claws 7b, 7c of one lug (first lug 71) that are positioned to sandwich the first recessed portion 8 narrows from the machine body 2 side toward the opposite side of the machine body 2. On the other hand, the distance D2 (see FIG. 4) between the standing claw (first standing claw 7b) of one lug (first lug 71) that are positioned to sandwich the second recessed portion 9 and the standing claw (second standing claw 7c) of the other lug (second lug 72) widens from the machine body 2 side toward the opposite side of the machine body 2.

[0032] In this way, the distance between adjacent standing claws in the wheel circumferential direction of the lug 7 (the distance between a pair of standing claws 7b, 7c) is different on the machine body 2 side and the opposite side of the machine body 2. This allows the standing claws 7b, 7c of the lug 7 to fully exert their anti-slip function (the function of preventing the brush cutter 1 from skidding) when the brush cutter 1 is used on an inclined surface (such as a slope).

[0033] When the grass cutter 1 is used on slope N1 (see FIG. 28), there is a risk that the grass cutter 1 may skid along the slope N1. If the distance between adjacent standing claws of the lug 7 in the wheel circumferential direction is the same on both the machine body 2 side and the opposite side from the machine body 2, when the grass cutter 1 attempts to skid, the direction of the skid will match the direction of the standing claws 7b, 7c of the lug 7, making it difficult to prevent skidding. In contrast, in the case of this embodiment, the direction of the standing claws 7b, 7c of the lug 7 is inclined relative to the direction of the skid, making it possible to effectively prevent skidding.

[0034] Furthermore, when the brush cutter 1 travels, dirt and other foreign matter may get caught in the first recessed portion 8 and the second recessed portion 9 formed in the wheel 4. In particular, when the brush cutter 1 is used over an extended period of time, dirt and other foreign matter may accumulate (become clogged) in the first recessed portion 8 and the second recessed portion 9. When dirt and other foreign matter accumulates in the first recessed portion 8 and the second recessed portion 9, the effective height of the standing claws 7b, 7c decreases, which may prevent the standing claws 7b, 7c from fully performing their anti-slip function.

[0035] In the wheel 4, the depth of the second recess 9 is deeper than the depth of the first recess 8, so foreign matter that has entered the second recess 9 may be more difficult to remove than foreign matter that has entered the first recess 8. In other words, due to the difference in recess depth, foreign matter that has entered the second recess 9 may be more difficult to remove than foreign matter that has entered the first recess 8. However, in the case of the present embodiment, the distance D2 (see FIG. 4 ) between the upright claw (first upright claw 7b) of one lug (first lug 71) and the upright claw (second upright claw 7c) of the other lug (second lug 72), which are located on either side of the second recess 9, becomes wider from the side facing the aircraft body 2 toward the opposite side from the aircraft body 2, which prevents foreign matter that has entered the second recess 9 from being more difficult to remove (makes it easier to remove).

[0036] On the other hand, the distance D1 between the pair of standing claws 7b, 7c of one lug (first lug 71) positioned to sandwich the first recess 8 narrows from the machine body 2 side toward the opposite side from the machine body 2, so foreign matter that has entered the first recess 8 may be more difficult to remove. In other words, due to the orientation of the standing claws 7b, 7c, foreign matter that has entered the first recess 8 may be more difficult to remove than foreign matter that has entered the second recess 9. However, in the case of this embodiment, the depth of the first recess 8 is shallower than the depth of the second recess 9, so it is possible to prevent foreign matter that has entered the first recess 8 from being more difficult to remove (it becomes easier to remove).

[0037] As described above, with the wheel 4 of this embodiment, by appropriately setting the combination of the depth of the recesses (first recess 8, second recess 9) and the orientation of the standing claws 7b, 7c, it is possible to prevent both "difficulty in discharging foreign objects from the recesses due to the depth of the recesses" and "difficulty in discharging foreign objects from the recesses due to the orientation of the standing claws 7b, 7c." Therefore, it is possible to prevent the anti-slip (anti-sideslip) function of the standing claws 7b, 7c of the lug 7 from decreasing as the brush cutter 1 is used.

[0038] As shown in Fig. 6, the maximum width DM1 of the first recessed portion 8 in the wheel circumferential direction is wider than the maximum width DM2 of the second recessed portion 9 in the wheel circumferential direction. This makes it easier for foreign matter that has entered the first recessed portion 8 to be discharged. This more reliably prevents foreign matter that has entered the first recessed portion 8 from being difficult to discharge due to the orientation of the upright claws 7b, 7c.

[0039] As shown in Figures 2 and 3, a handle attachment part 10 is provided on the side (left part) of the machine body 2. One end of a control handle 11 is attached to the handle attachment part 10. As a result, one end of the control handle 11 is attached to the machine body 2. The control handle 11 is a handle used by an operator to control the machine body 2. The control handle 11 has a handle rod 12, an attachment part 13, and a handle grip 14.

[0040] The handle rod 12 is configured to have an adjustable length. The handle rod 12 is composed of an outer tube 12a and an inner tube 12b. The outer tube 12a and the inner tube 12b are cylindrical (rectangular). The length of the handle rod 12 can be adjusted by sliding the inner tube 12b relative to the outer tube 12a. A portion of the inner tube 12b is inserted into the outer tube 12a, and the length of the handle rod 12 can be adjusted by changing the length of the portion of the inner tube 12b inserted into the outer tube 12a. By adjusting the length of the handle rod 12, the length of the steering handle 11 can be changed.

[0041] As shown in FIGS. 1 and 2, the steering handle 11 has a fixing mechanism 15 that fixes the length of the handle rod 12. The fixing mechanism 15 has a pivotable lever (not shown) and a pawl member 15a that moves in conjunction with the pivoting of the lever. When the lever is pivoted to one side, the tip of the pawl member 15a is inserted into a hole formed in the inner tube 12b and the outer tube 12a, fixing the inner tube 12b to the outer tube 12a. This fixes the length of the handle rod 12. When the lever is pivoted to the other side, the tip of the pawl member 15a is released from the hole formed in the inner tube 12b and the outer tube 12a, releasing the fixation between the inner tube 12b and the outer tube 12a. This makes it possible to adjust the length of the handle rod 12. However, the configuration of the fixing mechanism 15 is not limited thereto. For example, the fixing mechanism 15 may have a screw or a pin that is inserted into and removed from holes formed in the inner tube 12b and the outer tube 12a.

[0042] The mounting portion 13 is provided on one end side of the steering handle 11. More specifically, the mounting portion 13 is provided on one end side of the handle rod 12 (more specifically, the outer tube 12a) and is attached to the handle attachment portion 10. As a result, one end side of the handle rod 12 (one end side of the steering handle 11) is attached to the aircraft body 2.

[0043] The handle grip 14 is a portion that is held by the operator. The handle grip 14 is provided on the other end side of the operating handle 11. More specifically, the handle grip 14 is provided on the other end side of the handle rod 12 (more specifically, the inner cylinder 12b).

[0044] The control handle 11 is attached so as to be rotatable about a vertical axis (an axis extending in the vertical direction) relative to the aircraft body 2. More specifically, the attachment portion 13 of the control handle 11 is attached to the handle mounting portion 10 so as to be positionally changeable (rotatable) about the vertical axis.

[0045] As shown in Figure 10, the handle attachment portion 10 has a first lock plate 16 and a first lock pin 17. The first lock plate 16 is circular in top view. A plurality of first lock holes 16a are formed at intervals in the first lock plate 16. The plurality of first lock holes 16a are arranged in an arc shape centered on an axis AX1 in the vertical direction.

[0046] A flange plate 18 is provided on the mounting portion 13. The flange plate 18 is arranged parallel to the first lock plate 16 so as to overlap above the first lock plate 16. A first cylinder 19 extending in the vertical direction is fixed to the upper surface of the flange plate 18. As shown in FIG. 11 , a through hole 18a is formed in the flange plate 18. This through hole 18a is positioned so as to overlap the inner hole of the first cylinder 19 and also so as to overlap one of the multiple first lock holes 16a. A first lock pin 17 is inserted into the first cylinder 19. The lower end of the first lock pin 17 is retractable from the first cylinder 19. When the lower end of the first lock pin 17 protrudes from the first cylinder 19, it is inserted into the through hole 18a and one of the multiple first lock holes 16a (see FIGS. 10 and 11 ).

[0047] As shown in FIG. 11, a first operating wire 21 is connected to the base end side of the first lock pin 17. The first operating wire 21 is connected to a handle position adjustment lever 59 (see FIG. 18), which will be described later. When the handle position adjustment lever 59 is operated rearward, the first operating wire 21 is pulled upward, and the first lock pin 17 is released from the first lock hole 16a. When the operation of the handle position adjustment lever 59 is released, the biasing force of the first spring 22 housed in the first cylinder 19 moves the first lock pin 17 downward together with the first operating wire 21, and they are inserted into the first lock hole 16a.

[0048] In this way, by operating the handle position adjustment lever 59 and causing the first lock pin 17 to protrude and retract from the first cylinder 19, the first lock pin 17 can be changed between a state in which it is inserted into the first lock hole 16a (locked state) and a state in which it is not inserted (unlocked state).

[0049] In an unlocked state where first lock pin 17 is not inserted into first lock hole 16a, handle rod 12 is rotatable about axis AX1 in the vertical direction. In a locked state where first lock pin 17 is inserted into first lock hole 16a, handle rod 12 is not rotatable about axis AX1 in the vertical direction.

[0050] In the unlocked state, the position of the steering handle 11 about the vertical axis AX1 can be fixed by rotating the handle rod 12 about the vertical axis AX1 and inserting the first lock pin 17 into one of the multiple first lock holes 16a that corresponds to the position of the handle rod 12. Furthermore, the position of the steering handle 11 about the vertical axis AX1 can be fixed at another position by further rotating the handle rod 12 about the vertical axis AX1 and inserting the first lock pin 17 into another first lock hole 16a.

[0051] Using the method described above, the position of the steering handle 11 around the vertical axis AX1 can be changed. Specifically, the position of the steering handle 11 around the vertical axis AX1 can be changed within the range indicated by arrow J1 in FIG. 2. Therefore, the steering handle 11 can be moved between a first position (see the right diagram in FIG. 10 and FIG. 2) in which it extends in the alignment direction of the front wheels 4F and the rear wheels 4R (front-rear direction), and a second position (see the left diagram in FIG. 10 and FIG. 3) in which it extends in a direction perpendicular to the alignment direction (left-right direction). When the steering handle 11 is in the first position, the steering handle 11 extends rearward from the handle mounting part 10. When the steering handle 11 is in the second position, the steering handle 11 extends leftward from the handle mounting part 10.

[0052] The control handle 11 is attached to the aircraft body 2 so as to be rotatable about a horizontal axis (an axis extending horizontally). More specifically, the attachment portion 13 of the handle rod 12 of the control handle 11 is attached so as to be able to change its position (rotate) about the horizontal axis relative to the aircraft body 2. The control handle 11 can change its tilt angle relative to the horizontal direction by rotating about the horizontal axis.

[0053] As shown in FIG. 12 , the handle attachment portion 10 has a second lock plate 25 and a second lock pin 26. In a side view, the second lock plate 25 is formed in an arc shape centered on a horizontal axis AX2. A plurality of second lock holes 25a are formed at intervals in the second lock plate 25. The plurality of second lock holes 25a are arranged side by side on an arc centered on the horizontal axis AX2. The second lock pin 26 is inserted into a second cylinder 27 provided on one end of the handle rod 12 so as to be able to protrude and retract. The second cylinder 27 is rotatable together with the handle rod 12 about the horizontal axis AX2.

[0054] The second cylinder 27 rotates around the horizontal axis AX2 together with the handle bar 12, thereby moving along the second lock plate 25. As the second cylinder 27 moves, the inner hole of the second cylinder 27 and the second lock pin 26 are positioned so as to selectively overlap one of the plurality of second lock holes 25a.

[0055] A second operating wire 28 is connected to the base end side of the second lock pin 26. The second operating wire 28 is connected to a handle height adjustment lever 58 (see FIG. 18), which will be described later. When the handle height adjustment lever 58 is operated rearward, the second operating wire 28 is pulled rearward, and the second lock pin 26 is released from the second lock hole 25a. When the operation of the handle height adjustment lever 58 is released, the biasing force of the second spring 29 housed in the second cylinder 27 moves the second lock pin 26 forward together with the second operating wire 28, and they are inserted into the second lock hole 25a.

[0056] In this way, by operating the handle height adjustment lever 58 and causing the second lock pin 26 to protrude from and retract into the second cylinder 27, the second lock pin 26 can be changed between a state in which it is inserted into the second lock hole 25a (locked state) and a state in which it is not inserted (unlocked state).

[0057] In an unlocked state where second lock pin 26 is not inserted into second lock hole 25a, handle rod 12 is rotatable about horizontal axis AX2. In a locked state where second lock pin 26 is inserted into second lock hole 25a, handle rod 12 is not rotatable about horizontal axis AX2.

[0058] In the unlocked state, the tilt angle of the steering handle 11 relative to the horizontal direction (position about the horizontal axis AX2) can be fixed by rotating the steering rod 12 about the horizontal axis AX2 and inserting the second lock pin 26 into one of the multiple second lock holes 25a that corresponds to the position (angle) of the steering handle 12. Furthermore, by further rotating the steering rod 12 about the horizontal axis AX2 and inserting the second lock pin 26 into another second lock hole 25a, the tilt angle of the steering handle 11 relative to the horizontal direction can be fixed at a different angle.

[0059] By using the method described above, the tilt angle of the steering handle 11 relative to the horizontal direction can be changed. In this embodiment, the tilt angle of the steering handle 11 relative to the horizontal direction can be changed within the range indicated by the arrow J2 in Fig. 1. However, the changeable range J2 of the tilt angle of the steering handle 11 may be larger than the range shown in Fig. 1.

[0060] 13 and 14 show the state in which the tilt angle α of the steering handle 11 relative to the horizontal is at its maximum angle. Fig. 13 shows the state in which the steering handle 11 is at its maximum length. Fig. 14 shows the state in which the steering handle 11 is at its minimum length. The maximum tilt angle α is preferably in the range of 70° to 90°, and more preferably in the range of 80° to 90°.

[0061] 13 and 14, when the front wheels 4F and the rear wheels 4R are in contact with the horizontal plane H1 and the tilt angle of the steering handle 11 is at its maximum, the upper end (the end on one side) of the steering handle 11 is located between the front end of the front wheel 4F and the rear end of the rear wheel 4R in the longitudinal direction (see arrow M10). More specifically, when the front wheels 4F and the rear wheels 4R are in contact with the horizontal plane H1 and the tilt angle of the steering handle 11 is at its maximum, the upper end of the steering handle 11 is located between the center of the front wheel 4F and the center of the rear wheel 4R (see arrow M20).

[0062] By positioning the upper end of the steering handle 11 in this way, the steering handle 11 does not protrude forward beyond the front wheels 4F, nor does it protrude rearward beyond the rear wheels 4R. This makes it possible to make the length of the brush cutter 1 in the front-to-rear direction compact. This makes it easy to store and transport the brush cutter 1.

[0063] 13 and 14, whether the steering handle 11 is at its maximum length or its minimum length, the upper end of the steering handle 11 is located between the front wheels 4F and the rear wheels 4R in the front-to-rear direction when the front wheels 4F and the rear wheels 4R are in contact with the horizontal plane H1 and the tilt angle of the steering handle 11 is at its maximum angle. Therefore, regardless of the length of the steering handle 11 (without shortening the length of the steering handle 11), the length of the brush cutter 1 in the front-to-rear direction can be made compact.

[0064] 13 and 14, when the front wheels 4F and rear wheels 4R are in contact with the horizontal plane H1 and the tilt angle of the steering handle 11 is at its maximum angle, the engine switch 33 (described later) is positioned in the fore-and-aft direction so as to overlap with the engine E1 in the fore-and-aft direction. This allows the engine switch 33 and the engine E1 to be positioned close to each other in the fore-and-aft direction, making it possible to operate the engine switch 33 to quickly start or stop the engine E1 as needed during maintenance of the engine E1.

[0065] 15 and 16 show the brush cutter 1 in a lying position with the other end of the steering handle 11 in contact with a horizontal plane H1, with the steering handle 11 in the first position and at the maximum inclination angle relative to the horizontal (hereinafter referred to as the "maximum inclination state"). FIG. 15 shows the state in which the steering handle 11 is at its maximum length. FIG. 16 shows the state in which the steering handle 11 is at its minimum length. In the lying positions shown in FIGS. 15 and 16, a forward / reverse switching lever 55 (described later) provided on the other end of the steering handle 11 is in contact with the horizontal plane H1.

[0066] The "decummated position with the other end of the steering handle 11 in contact with a horizontal surface" includes "a state in which the other end of the steering handle 11 itself is in contact with a horizontal surface" and "a state in which a member (forward / reverse selector lever 55) arranged on the other end of the steering handle 11 is in contact with a horizontal surface." More specifically, the "decummated position with the other end of the steering handle 11 in contact with a horizontal surface" includes "a state in which the handle grip 14 of the steering handle 11 is in contact with a horizontal surface" and "a state in which a member (forward / reverse selector lever 55) arranged below (on the back side of) the handle grip 14 of the steering handle 11 is in contact with a horizontal surface."

[0067] 15 and 16, when the steering handle 11 is in the maximum inclination state and the other end of the steering handle 11 is in a lying-down position with the other end in contact with a horizontal plane H1, an imaginary line VL1 connecting the centers of the front wheels 4F and the rear wheels 4R of the brush cutter 1 is inclined toward the other end of the steering handle 11 with respect to the vertical direction (direction perpendicular to the horizontal direction) VD1 (see arrow N). For example, when the steering handle 11 is in the maximum inclination state and the other end of the steering handle 11 is in a lying-down position with the other end of the steering handle 11 in contact with a horizontal plane H1, if the other end of the steering handle 11 is located rearward of the machine body 2, the imaginary line VL1 is inclined rearward with respect to the vertical direction VD1.

[0068] The above-mentioned imaginary line VL1 is, more specifically, an imaginary line connecting the center of the left front wheel 4FL and the center of the left rear wheel 4RL, or an imaginary line connecting the center of the right front wheel 4FR and the center of the right rear wheel 4RR.

[0069] Also, as shown in Figures 15 and 16, when the steering handle 11 is in the maximum inclination state and the other end of the steering handle 11 is in a lying position in contact with the horizontal plane H1, the rotation axis 5a of the cutting blade 5 inclines upward as it moves away from the engine E1.

[0070] As described above, with the brush cutter 1 of this embodiment, when the tilt angle of the steering handle 11 is at its maximum and the machine body 2 is in a lying position, the imaginary line VL1 can be tilted toward the other end of the steering handle 11 relative to the vertical direction. This allows the machine body 2 to be tilted at an angle exceeding 90° relative to the horizontal plane. Furthermore, the rotation shaft 5a of the cutting blade 5 can be tilted upward as it moves away from the engine E1. This allows the operator to access the cutting blade 5 from diagonally above, improving the ease of maintenance (replacement, etc.) of the cutting blade 5.

[0071] Furthermore, when the machine body 2 is in a lying position, the machine body 2 can be supported on the ground (horizontal plane H1) by the upper end of the steering handle 11 and the rear wheels 4R (or the front wheels 4F). In other words, the steering handle 11 can function as a support leg that supports the machine body 2 on the ground. This prevents the machine body 2 from tipping on the side opposite the steering handle 11 (the side of arrow P1 in Figures 15 and 16) during maintenance (replacement, etc.) of the cutting blade 5. Therefore, the machine body 2 will not tip toward the worker together with the cutting blade 5, and maintenance work on the cutting blade 5 can be performed safely.

[0072] 15 and 16, whether the steering handle 11 is at its maximum length or its minimum length, in the lying-down position described above, the imaginary line VL1 connecting the center of the front wheel 4F and the center of the rear wheel 4R is inclined toward the other end of the steering handle 11 with respect to the vertical. Therefore, regardless of the length of the steering handle 11, the machine body 2 can be prevented from tipping toward the opposite side of the steering handle 11 (the side of arrow P1) during maintenance (replacement, etc.) of the cutting blade 5, allowing maintenance work to be performed safely.

[0073] 15 and 16, when the steering handle 11 is at its maximum tilt angle and in a lying-down position with the other end of the steering handle 11 in contact with a horizontal plane H1, the center of gravity G1 of the main body 20 of the brush cutter 1 (the part that includes the machine body 2, traveling device 3, and cutting blade 5, but does not include the steering handle 11) is located between the position PS1 where the other end of the steering handle 11 contacts the horizontal plane and the position PS2 where the wheel (rear wheel 4R) contacts the horizontal plane H1 in the fore-and-aft direction. This reliably prevents the machine body 2 from tipping over to the side opposite the steering handle 11 (the side of arrow P1).

[0074] As described above, with the brush cutter 1 of this embodiment, when maintenance of the cutting blade 5 is performed with the body 2 in a lying position, the cutting blade 5 can be accessed from diagonally above, and the control handle 11 can function as a support leg that supports the body 2 (and cutting blade 5) to prevent it from tipping toward the operator, making it possible to perform maintenance work easily and safely.

[0075] As shown in FIG. 17, engine E1 has an engine main body 30, a rotation speed control unit 31, and a starting device 32. The engine main body 30 has a crankcase 30a, and a crankshaft 30b and a cylinder 30c housed in the crankcase 30a. A piston 30d is housed in the cylinder 30c. The piston 30d is connected to the crankshaft 30b via a connecting rod 30e. The interior of the cylinder 30c forms a combustion chamber 30g, which is a space for burning an air-fuel mixture containing fuel and air. An ignition plug 30h is attached to the engine main body 30 to ignite the air-fuel mixture in the combustion chamber 30g.

[0076] The rotation speed control unit 31 controls the rotation speed of the engine E1. The rotation speed control unit 31 has an ignition coil 31a and a carburetor (carburetor) 31b. The ignition coil 31a is connected to a spark plug 30h and applies a high voltage to the spark plug 30h to cause it to discharge. The spark plug 30h burns the air-fuel mixture in the combustion chamber 30g with the spark generated by this discharge. The ignition coil 31a controls ignition by the spark plug 30h and controls the rotation of the engine E1. A control circuit for controlling the ignition timing of the engine E1 is built into the ignition coil 31a.

[0077] The carburetor 31b mixes fuel and air to create an air-fuel mixture and supplies this mixture to the combustion chamber 30g. The carburetor 31b has a throttle (throttle valve) 31c that adjusts the amount of air used to create the air-fuel mixture. The carburetor 31b (by adjusting the opening of the throttle 31c) can change the rotation speed of the engine E1 from idling rotation speed (the rotation speed of the engine E1 when idling) to maximum rotation speed (the rotation speed of the engine E1 when fully throttled).

[0078] The starting device 32 is a device that allows an operator to manually start the engine E1. The starting device 32 is composed of a recoil starter. The recoil starter, which is the starting device 32, has a reel (pulley) around which a rope is wound, and the reel rotates when a handle 32a (see Figures 1 and 3) attached to the rope is pulled. The rotational power of this reel is transmitted to the crankshaft 30b.

[0079] An engine switch 33 that switches the engine E1 between operation and stop is connected to the rotation speed control unit 31. The engine switch 33 has a normally open contact. When starting the engine E1, the normally open contact of the engine switch 33 is closed. More specifically, to start the engine E1, the crankshaft 30b is rotated by the starting device 32 with the normally open contact of the engine switch 33 closed. This generates electricity, and current flows through the primary coil of the ignition coil 31a.

[0080] The ignition coil 31a generates a high voltage in the secondary coil due to mutual induction of electromagnetic induction in response to changes in the current flowing through the primary coil, causing a spark to be generated in the spark plug 30h. This starts the engine E1. To stop the engine E1, the normally open contact of the engine switch 33 is opened, which stops the ignition function of the spark plug 30h. As a result, the engine E1 stops.

[0081] As shown in Figure 17, the brush cutter 1 has an accelerator lever (accelerator operating device) 34 that changes the rotation speed of the engine E1 depending on the amount of operation. The accelerator lever 34 is connected to the throttle 31c via a linkage member 35. The accelerator lever 34 is supported by the handle grip 14 so that it can swing. The accelerator lever 34 can be operated to reciprocate between a start position X1 and an end position X2 of an operation range Q. The start position X1 is a position where the accelerator lever 34 is not operated, and corresponds to the idling rotation speed of the engine E1.

[0082] That is, when the accelerator lever 34 is at the start end position X1, the engine E1 is idling. By operating the accelerator lever 34 from the start end position X1 toward the end position X2, the engine E1's rotation speed increases in proportion to the amount of operation. Therefore, when the accelerator lever 34 is at the end position X2, the engine E1's rotation speed is at its maximum. The accelerator lever 34 can be swung between the start end position X1 (first position), where it is not operated, and the end position X2 (second position), where the amount of operation is maximum.

[0083] As shown in Figure 17, the brush cutter 1 has a main clutch 36 that can intermittently transmit power from the engine E1. The main clutch 36 is configured as an automatic centrifugal clutch. The main clutch 36 has a power transmission element 36a that rotates integrally with the crankshaft 30b, and a clutch drum 36b to which power is transmitted when the power transmission element 36a is pressed against the clutch drum 36b.

[0084] The power transmission body 36a has clutch shoes and linings, and the clutch shoes and linings do not come into contact with the clutch drum 36b when the engine E1 is idling. In other words, the main clutch 36 is in a power-disconnected state in which power is not transmitted from the power transmission body 36a to the clutch drum 36b. When the engine E1 speed increases to a certain level, the clutch shoes and linings move toward the clutch drum 36b and come into contact with the clutch drum 36b. In other words, the main clutch 36 is in a power-connected state in which power is transmitted from the power transmission body 36a to the clutch drum 36b.

[0085] The rotational power output from the engine E1 (the rotational power of the crankshaft 30b) is transmitted intermittently to a first transmission shaft 37 via a main clutch 36. The power transmitted to the first transmission shaft 37 is then transmitted to a second transmission shaft 39 via a gear transmission mechanism 38. A brake 40 that brakes the first transmission shaft 37 is provided between the main clutch 36 and the gear transmission mechanism 38. The brake 40 is configured, for example, by a band brake. The brake 40 is interlocked with the accelerator lever 34, and is in a state in which the first transmission shaft 37 is braked when the accelerator lever 34 is not operated. When the accelerator lever 34 is operated, the braking of the first transmission shaft 37 is released.

[0086] The power transmitted to the second transmission shaft 39 is transmitted to the third transmission shaft 42 and the fourth transmission shaft 43 via a transmission mechanism 41. The transmission mechanism 41 is composed of a worm and a worm wheel, and the third transmission shaft 42 rotates at the same speed as the second transmission shaft 39, and the power from the second transmission shaft 39 is transmitted to the fourth transmission shaft 43 at a reduced speed. The power transmitted to the third transmission shaft 42 is transmitted intermittently to the rotating shaft 5a of the cutting blade 5 via a cutting blade clutch 44. Operation of the cutting blade clutch 44 allows or blocks the transmission of power from the engine E1 to the cutting blade 5.

[0087] The power transmitted to the fourth transmission shaft 43 is transmitted to a fifth transmission shaft 47 via a speed change mechanism 46. The power transmitted to the fifth transmission shaft 47 is transmitted to a sixth transmission shaft 49 via a forward / reverse switching mechanism 48. The forward / reverse switching mechanism 48 is switchable between a neutral position in which no power is transmitted, a forward position in which forward power is transmitted, and a reverse position in which reverse power is transmitted. The power transmitted to the sixth transmission shaft 49 is transmitted to a first axle 51 and a second axle 52 via a traveling power transmission mechanism 50. A left front wheel 4FL and a right front wheel 4FR are attached to the first axle 51 so as to be rotatable together, and a left rear wheel 4RL and a right rear wheel 4RR are attached to the second axle 52 so as to be rotatable together.

[0088] The engine switch 33 is formed of a rotary switch. The engine switch 33 is operated to switch between a position for starting the engine E1 and a position for stopping the engine E1 by rotating it. The engine switch 33 will be described in detail later.

[0089] As shown in Figures 1 and 2, a forward / reverse switch lever 55 for operating the forward / reverse switching mechanism 48 is disposed on the other end of the steering handle 11. The forward / reverse switch lever 55 is disposed below the handle grip 14. The forward / reverse switch lever 55 is disposed so as to protrude rearward beyond the handle grip 14. The forward / reverse switch lever 55 can be pivoted left and right. By pivoting the forward / reverse switch lever 55 left and right, it is possible to switch between forward, neutral, and reverse.

[0090] As shown in Figures 2 and 18, a speed change lever 56 and a blade clutch lever 57 are provided on the other end of the control handle 11. The speed change lever 56 and the blade clutch lever 57 are operating levers that change the movement of the drive unit that is driven by the power of the engine E1. The speed change lever 56 is a lever that operates the transmission mechanism 46 to change the vehicle speed. The blade clutch lever 57 is a lever that operates the blade clutch 44 to allow or block the transmission of power to the blade 5.

[0091] When the operating lever is the speed change lever 56, the drive unit corresponding to the operating lever is the traveling device 3. By operating the speed change mechanism 46 with the speed change lever 56, the rotational speed of the wheels 4 of the traveling device 3 can be changed. When the operating lever is the blade clutch lever 57, the drive unit corresponding to the operating lever is the cutting blade 5. By operating the cutting blade clutch 44 with the cutting blade clutch lever 57, the transmission of power from the engine E1 to the cutting blade 5 is allowed or blocked.

[0092] As shown in Figures 2 and 18, a handle height adjustment lever 58 and a handle position adjustment lever 59 are provided on the other end of the operating handle 11. The handle height adjustment lever 58 is a lever for changing the position of the handle rod 12 around a horizontal axis. By operating the handle height adjustment lever 58, the second lock pin 26 described above can be moved. The handle position adjustment lever 59 is a lever for changing the position of the handle rod 12 around a vertical axis. By operating the handle position adjustment lever 59, the first lock pin 17 described above can be moved.

[0093] As shown in Figure 18, the gear shift lever 56 and the handle position adjustment lever 59 are disposed on the left side of the handle rod 12. The gear shift lever 56 is disposed in front of the handle position adjustment lever 59. The cutting blade clutch lever 57 and the handle height adjustment lever 58 are disposed on the right side of the handle rod 12. The cutting blade clutch lever 57 is disposed in front of the handle height adjustment lever 58.

[0094] The gearshift lever 56 can swing in the forward and backward direction K1. The gearshift lever 56 has a swing fulcrum on its right side (the side facing the handlebar 12). The gearshift lever 56 has a grip 56a on its left side (the side opposite the handlebar 12) that is held by the operator. When the gearshift lever 56 is in the forward position, the vehicle speed is low. When the gearshift lever 56 is in the rearward position, the vehicle speed is high. Figure 18 shows the gearshift lever 56 in the rearward position.

[0095] The blade clutch lever 57 can swing in the front-to-rear direction K1. The blade clutch lever 57 has a swing fulcrum on its left side (the side facing the handlebar 12). The blade clutch lever 57 has a grip 57a on its right side (the side opposite the handlebar 12) that is held by the operator. When the blade clutch lever 57 is in the forward position, the blade clutch 44 is in the "on" state (connected state). When the blade clutch lever 57 is in the rear position, the blade clutch 44 is in the "off" state (disconnected state). Figure 18 shows the blade clutch 44 in the forward position.

[0096] As shown in Figure 18, the handle grip 14 has a handle body 14A and a covering member 14B that covers the handle body 14A. The handle body 14A is formed from a cylindrical pipe. The handle body 14A has a first section 141, a second section 142, a third section 143, a fourth section 144, and a fifth section 145. The first section 141, the second section 142, the third section 143, the fourth section 144, and the fifth section 145 are integrally formed.

[0097] The handlebar main body 14A is formed in a loop shape (elliptical ring shape) with an open front portion in a plan view. The first portion 141 is fixed to the other end (rear end) of the handlebar rod 12 and extends to the right and left from the portion where the handlebar rod 12 is fixed. The second portion 142 is an arc-shaped portion that curves back from the left end of the first portion 141 toward the handlebar rod 12. The third portion 143 is an arc-shaped portion that curves back from the right end of the first portion 141 toward the handlebar rod 12. The fourth portion 144 is located in front of the left portion of the first portion 141 and parallel to the left portion. The left end of the fourth portion 144 is connected to the second portion 142. The fifth portion 145 is located in front of the right portion of the first portion 141 and parallel to the right portion. The right end of the fifth portion 145 is connected to the third portion 143.

[0098] The covering member 14B is made of a soft material (elastically deformable material) such as resin or rubber. The covering member 14B covers the handle body 14A made of metal. The covering member 14B covers the left and right parts of the first portion 141, the second portion 142, and the third portion 143. The center portion of the first portion 141 in the left-right direction, and the fourth portion 144 and the fifth portion 145 are exposed and not covered by the covering member 14B.

[0099] The gear shift lever 56 and the handle position adjustment lever 59 are disposed in an area (space) surrounded by the left part of the handle body 14A (the left part of the first part 141, the second part 142, and the fourth part 144) and the control handle 11. The cutting blade clutch lever 57 and the handle height adjustment lever 58 are disposed in an area (space) surrounded by the right part of the handle body 14A (the right part of the first part 141, the third part 143, and the fifth part 145) and the control handle 11.

[0100] As shown in Figures 1, 2, etc., the accelerator lever 34 is provided on the other end side (the side opposite to the machine body 2) of the control handle 11. Figures 19 to 23 are diagrams showing the overall shape of the accelerator lever 34. The accelerator lever 34 has a first mounting portion 61 and a second mounting portion 62. The first mounting portion 61 and the second mounting portion 62 are attached to the handle main body 14A.

[0101] As shown in FIG. 18, the first attachment portion 61 is attached to a fourth portion 144 of the handle body 14A. The second attachment portion 62 is attached to a fifth portion 145 of the handle body 14A. A circular through-hole 61a is formed in the first attachment portion 61. The fourth portion 144 of the handle body 14A is inserted into this through-hole 61a. The second attachment portion 62 is formed to a circular through-hole 62a. The fifth portion 145 of the handle body 14A is inserted into this through-hole 62a. This allows the accelerator lever 34 to rotate about an axis extending in the vehicle width direction K2 relative to the front portion of the handle body 14A.

[0102] A first locking portion 63 is formed in the front portion of the accelerator lever 34. The first locking portion 63 is a locking hole that penetrates the front portion of the accelerator lever 34. A spring (not shown) connected to the throttle wire 35a (see FIG. 25), which is a component of the interlocking member 35 described above, is locked to the first locking portion 63.

[0103] As shown in Figures 21 to 23, a second locking portion 64 is formed on the back surface of the accelerator lever 34. The second locking portion 64 has a locking shaft 64a extending in the left-right direction (machine body width direction), a first support portion 64b that supports the left end of the locking shaft 64a, and a second support portion 64c that supports the right end of the locking shaft 64a. The first support portion 64b and the second support portion 64c protrude downward (away from the back surface) from the back surface of the accelerator lever 34. A spring (not shown) connected to a brake wire 40a (see Figure 25) that operates in conjunction with the brake 40 is locked to the locking shaft 64a.

[0104] 24, at the start position X1 (first position), the accelerator lever 34 is inclined upward as it moves rearward, and is separated from the handle grip 14. When the accelerator lever 34 is swung downward from the start position X1 (see arrow R), the throttle wire 35a engaged with the first engaging portion 63 moves, operating the throttle 31c in the opening direction, and the brake wire 40a engaged with the engaging shaft 64a moves, releasing the braking applied to the first transmission shaft 37.

[0105] As shown in Figures 21 to 23, a restricting portion 65 is formed on the back surface of the accelerator lever 34. The restricting portion 65 is a portion that restricts operation of the cutting blade clutch lever 57 when the accelerator lever 34 is in the terminal position X2 (second position). The restricting portion 65 is a portion that is common to the second support portion 64c. In other words, the second support portion 64c also serves as the restricting portion 65.

[0106] The restricting portion 65 (second support portion 64c) has an inclined surface 65a that transitions rearward as it moves away from the back surface of the accelerator lever 34. When the accelerator lever 34 is swung from the start position X1 (first position) to the end position X2 (second position) with the blade clutch lever 57 in the forward position, the inclined surface 65a comes into contact with the rear edge of the blade clutch lever 57. Therefore, the restricting portion 65 restricts (prevents) the blade clutch lever 57 from swinging rearward. This makes it possible to prevent the blade clutch lever 57, which is in the forward position, from being swung rearward when the accelerator lever 34 is operated (set to the second position).

[0107] As shown in the right diagram of FIG. 24, at terminal position X2, the accelerator lever 34 abuts against and is aligned with the handle grip 14. Therefore, at terminal position X2, the accelerator lever 34 can be gripped together with the handle grip 14. This allows the accelerator lever 34 to be stably held at terminal position X2. Normally, grass cutting is performed with the accelerator lever 34 gripped together with the handle grip 14 and the engine E1 at its maximum rotation speed. When the accelerator lever 34 is released while in this terminal position X2, the accelerator lever 34 is returned to the start position X1 by a return spring (not shown) and maintained at the start position X1.

[0108] As described above, the accelerator lever 34 can be swung between a start position X1, which is a position (first position) where the accelerator lever 34 is not operated, and an end position X2, which is a position (second position) where the amount of operation is maximum (see FIG. 24). When the accelerator lever 34 is in the first position (start position X1), it is separated from the surface of the handle grip 14. When the accelerator lever 34 is in the second position (end position X2), it abuts against the surface of the handle grip 14 (including the surface of the covering member 14B).

[0109] The accelerator lever 34 is made of resin. This makes the accelerator lever 34 softer (less hard) than the handle body 14A, which is made of metal. This makes the accelerator lever 34 comfortable to grip. Furthermore, the accelerator lever 34, which is made of resin, is less likely to become hot when exposed to sunlight than metal. This means that the operator's hands do not get tired easily even when mowing for a long period of time while holding (gripping) the accelerator lever 34 in the second position (end position X2).

[0110] As shown in Figures 19, 20, etc., the accelerator lever 34 has a first annular portion 81, a second annular portion 82, and a central portion 83. The first annular portion 81 and the second annular portion 82 are arranged side by side with a gap in the left-right direction. The central portion 83 is arranged between the first annular portion 81 and the second annular portion 82 and connects the first annular portion 81 and the second annular portion 82. The first annular portion 81 is provided on the left side of the accelerator lever 34. The second annular portion 82 is provided on the right side of the accelerator lever 34. The central portion 83 is provided in the center of the accelerator lever 34 in the left-right direction.

[0111] The first annular portion 81 and the second annular portion 82 are formed in a loop shape in a plan view. The first annular portion 81 covers the surface of the left portion of the handle body 14A (the left portion of the first portion 141, the second portion 142, and the fourth portion 144) when the accelerator lever 34 is in the second position (end position X2). The second annular portion 82 covers the surface of the right portion of the handle body 14A (the right portion of the first portion 141, the third portion 143, and the fifth portion 145) when the accelerator lever 34 is in the second position (end position X2).

[0112] The above-mentioned first attachment portion 61 is provided on the back surface of the front portion of the first annular portion 81. The first attachment portion 61 is composed of a protruding piece that protrudes from the back surface of the front portion of the first annular portion 81. The first attachment portion 61 is attached to the fourth portion 144 of the handle body 14A, whereby the first annular portion 81 is attached to the fourth portion 144.

[0113] The above-mentioned second attachment portion 62 is provided on the back surface of the front portion of the second annular portion 82. The second attachment portion 62 is composed of a protruding piece that protrudes from the back surface of the front portion of the second annular portion 82. The second attachment portion 62 is attached to the fifth portion 145 of the handle body 14A, whereby the second annular portion 82 is attached to the fifth portion 145.

[0114] 21 and 22, the protruding pieces that make up the first mounting portion 61 are provided from the front end to the rear end of the front part of the first annular portion 81. The protruding pieces that make up the second mounting portion 62 are provided from the front end to the rear end of the front part of the second annular portion 82. As a result, each protruding piece functions as a rib that reinforces the first annular portion 81 and the second annular portion 82, and the strength of the first annular portion 81 and the second annular portion 82 can be improved.

[0115] 21 and 22, an outer rib 34a is formed on the back surface of the accelerator lever 34, standing up from the back surface and extending along the outer edge of the accelerator lever 34. In addition, an inner rib 34b is formed on the back surface of the accelerator lever 34, standing up from the back surface and extending along the inner edge of the accelerator lever 34. The protruding pieces that make up the first mounting portion 61 and the second mounting portion 62 connect the outer rib 34a and the inner rib 34b on the back surface of the accelerator lever 34. This improves the strength of the first annular portion 81 and the second annular portion 82.

[0116] 21 and 22, lattice ribs 34c are formed on the back surface of the accelerator lever 34. The lattice ribs 34c stand upright from the back surface and are arranged in a lattice pattern. The lattice ribs 34c connect the outer ribs 34a and the inner ribs 34b on the back surface of the accelerator lever 34. This improves the strength of the accelerator lever 34.

[0117] The central portion 83 of the accelerator lever 34 is formed in a plate shape. The shortest width W1 (see FIG. 19) of the central portion 83 in the left-right direction is wider than the width W2 (see FIG. 18) of the handlebar 12 of the steering wheel 11 in the left-right direction. As a result, the central portion 83 covers the entire surface of the handlebar 12 located between the left and right portions of the handlebar main body 14A when the accelerator lever 34 is in the second position (terminal position X2).

[0118] 19 and 20, the accelerator lever 34 has a wide portion 34d. The wide portion 34d is provided in the front portion of the accelerator lever 34. The wide portion 34d is formed to be wider than the handle grip 14. The width of the wide portion 34d is larger than the thickness (outer diameter) of the pipe that constitutes the handle grip 14.

[0119] The wide portion 34d includes a first wide portion 34d1 and a second wide portion 34d2. The first annular portion 81 has the first wide portion 34d1 formed with a width wider than the fourth portion 144 of the handle grip 14. The second annular portion 82 has the second wide portion 34d2 formed with a width wider than the fifth portion 145 of the handle grip 14.

[0120] The first wide portion 34d1 is provided in the front of the first annular portion 81. The first wide portion 34d1 is formed to be wider than other portions (portions other than the front) of the first annular portion 81. Therefore, the front portion of the first annular portion 81 is formed to be wider than other portions. In this embodiment, the first annular portion 81 has portions other than the front portion (portions other than the first wide portion 34d1) that are wider than the thickness (outer diameter) of the pipe that constitutes the handle grip 14, but the first wide portion 34d1 is formed to be the widest.

[0121] The second wide portion 34d2 is provided at the front of the second annular portion 82. The second wide portion 34d2 is formed to be wider than other portions of the second annular portion 82 (portions other than the front portion). Therefore, the front portion of the second annular portion 82 is formed to be wider than other portions. In this embodiment, the second annular portion 82 has portions other than the front portion (portions other than the second wide portion 34d2) that are wider than the thickness (outer diameter) of the pipe that constitutes the handle grip 14, but the second wide portion 34d2 is formed to be the widest.

[0122] The first wide portion 34d1 has a portion 34d11 that overlaps with the handle grip 14 (fourth portion 144) when the accelerator lever 34 is in the second position (terminal position X2), and a portion 34d12 that widens toward the rear (the other end side of the steering handle 11) of the overlapping portion 34d11. The second wide portion 34d2 has a portion 34d21 that overlaps with the handle grip 14 (fifth portion 145) when the accelerator lever 34 is in the second position (terminal position X2), and a portion 34d22 that widens toward the rear (the other end side of the steering handle 11) of the overlapping portion.

[0123] The first annular portion 81, the second annular portion 82, and the central portion 83 each have a flat surface. The first annular portion 81 has a first flat surface 81a in the first wide portion 34d1. The second annular portion 82 has a second flat surface 82a in the second wide portion 34d2. The central portion 83 has a third flat surface 83a provided between the first annular portion 81 and the second annular portion 82, and a fourth flat surface 83b connecting the first flat surface 81a and the second flat surface 82a. The first flat surface 81a, the second flat surface 82a, and the fourth flat surface 83b are continuous in the left-right direction at the front of the accelerator lever 34. The third flat surface 83a and the fourth flat surface 83b are continuous in the front-rear direction at the center of the accelerator lever 34 in the left-right direction.

[0124] As shown in Figures 19 and 20, the accelerator lever 34 has a covering portion 84. The covering portion 84 includes a first covering portion 841 and a second covering portion 842. The first covering portion 841 is provided on the first annular portion 81. The second covering portion 842 is provided on the second annular portion 82. The first covering portion 841 is provided on the first wide portion 34d1 of the first annular portion 81. The second covering portion 842 is provided on the second wide portion 34d2 of the second annular portion 82.

[0125] More specifically, the first covering portion 841 is provided on a portion 34d12 that widens rearward (toward the other end of the steering handle 11) from a portion that overlaps with the fourth location 144 of the first wide portion 34d1 of the first annular portion 81. The second covering portion 842 is provided on a portion 34d22 that widens rearward (toward the other end of the steering handle 11) from a portion that overlaps with the fifth location 145 of the second wide portion 34d2 of the second annular portion 82.

[0126] The first covering portion 841 may be provided only on the portion 34d12, or may be provided on the portions 34d11 and 34d12. The second covering portion 842 may be provided only on the portion 34d22, or may be provided on the portions 34d21 and 34d22. In this embodiment, the first covering portion 841 is provided on the portions 34d11 and 34d12, and the second covering portion 842 is provided on the portions 34d21 and 34d22.

[0127] The second covering portion 842 covers at least a portion (all or a part) of the blade clutch lever 57 when the accelerator lever 34 is in the second position (terminal position X2). As shown in Fig. 25 , the second covering portion 842 covers at least a portion (all or a part) of the blade clutch lever 57 when the accelerator lever 34 is in the second position and the blade clutch lever 57 is in the forward position. In the example shown in Fig. 25 , the second covering portion 842 covers only a part, but not the entirety, of the blade clutch lever 57 when the accelerator lever 34 is in the second position and the blade clutch lever 57 is in the forward position, but the second covering portion 842 may be configured to cover the entirety of the blade clutch lever 57.

[0128] The second covering portion 842 does not cover the blade clutch lever 57 when the accelerator lever 34 is in the first position (starting end position X1). The second covering portion 842 does not cover the blade clutch lever 57 when the blade clutch lever 57 is in the rear position. However, the second covering portion 842 may be configured to cover the blade clutch lever 57 whether the blade clutch lever 57 is in the forward position or the rear position.

[0129] When the accelerator lever 34 is in the second position (terminal position X2), the second covering portion 842 overlaps from above at least a portion (all or a part) of the blade clutch lever 57, which is in the forward position, thereby covering at least the portion from above. When the accelerator lever 34 is in the second position (terminal position X2), the second covering portion 842 covers at least a portion of the grip portion 57a ​​of the blade clutch lever 57, which is in the forward position. When the accelerator lever 34 is in the second position (terminal position X2), the second covering portion 842 covers at least the front half of the blade clutch lever 57, which is in the forward position.

[0130] A space SP1 (see FIG. 18 ) formed between the blade clutch lever 57 and the front portion (fifth portion 145) of the handle grip 14 is covered by the second covering portion 842 when the accelerator lever 34 is in the second position (terminal position X2) and the blade clutch lever 57 is in the forward position. Therefore, the operator cannot insert his / her hand into the space SP1 formed between the blade clutch lever 57 and the fifth portion 145 of the handle grip 14. This makes it difficult for the operator to operate (swing rearward) the blade clutch lever 57 when the accelerator lever 34 is in the second position. As a result, it is possible to prevent the blade clutch lever 57 from being operated while the accelerator lever 34 is being operated.

[0131] 25, in this embodiment, the covering portion 84 (second covering portion 842) covers at least the entire front edge (front edge) of the blade clutch lever 57 in the forward position when the accelerator lever 34 is in the second position (terminal position X2). This more reliably prevents the blade clutch lever 57 from being operated while the accelerator lever 34 is being operated.

[0132] The blade clutch lever 57 is operated when the accelerator lever 34 is not being operated (when the accelerator lever 34 is in the first position (starting position X1)). After operating the blade clutch lever 57, the accelerator lever 34 can be operated to rotate the blade 5. On the other hand, if the blade clutch lever 57 is operated when the accelerator lever 34 is being operated (when the accelerator lever 34 is in the second position (final position X2)), there is a risk that the blade clutch 44 will be damaged.

[0133] In the present embodiment, as described above, the accelerator lever 34 has the second covering portion 842, which prevents the blade clutch lever 57 from being operated while the accelerator lever 34 is being operated, thereby making it possible to prevent damage to the blade clutch 44.

[0134] Furthermore, as described above, when the accelerator lever 34 is being operated (when the accelerator lever 34 is in the second position (terminal position X2)), the rearward swing of the blade clutch lever 57 (from the forward position to the rearward position) is restricted (blocked) by the restricting portion 65. This makes it possible to more reliably prevent damage to the blade clutch 44.

[0135] The first covering portion 841 covers at least a portion (entire or partial) of the gearshift lever 56 when the accelerator lever 34 is in the second position (terminal position X2). The imaginary line (two-dot chain line) in FIG. 25 indicates a state in which the gearshift lever 56 is in the forward position. As shown in FIG. 25, the first covering portion 841 covers at least a portion (entire or partial) of the gearshift lever 56 when the accelerator lever 34 is in the second position and the gearshift lever 56 is in the forward position. In the example shown in FIG. 25, the first covering portion 841 covers only a portion, not the entirety, of the gearshift lever 56 when the accelerator lever 34 is in the second position and the gearshift lever 56 is in the forward position, but a configuration in which the first covering portion 841 covers the entirety of the gearshift lever 56 is also possible.

[0136] The first covering portion 841 does not cover the gearshift lever 56 when the accelerator lever 34 is in the first position (starting end position X1). The first covering portion 841 does not cover the gearshift lever 56 when the gearshift lever 56 is in the rear position. However, the first covering portion 841 may be configured to cover the gearshift lever 56 whether the gearshift lever 56 is in the forward position or the rearward position.

[0137] 25, when the accelerator lever 34 is in the second position (terminal position X2), the first covering portion 841 overlaps from above at least a portion (all or part) of the gearshift lever 56, which is in the forward position, thereby covering at least that portion from above. When the accelerator lever 34 is in the second position (terminal position X2), the first covering portion 841 covers at least a portion of the grip portion 56a of the gearshift lever 56, which is in the forward position. When the accelerator lever 34 is in the second position (terminal position X2), the first covering portion 841 covers at least the front half of the gearshift lever 56, which is in the forward position.

[0138] The space SP2 (see FIG. 18 ) formed between the shift lever 56 and the front portion (fourth portion 144) of the handle grip 14 is covered by the first covering portion 841 when the accelerator lever 34 is in the second position (end position X2) and the shift lever 56 is in the forward position. This prevents the operator from inserting their hand into the space SP2 formed between the shift lever 56 and the fourth portion 144 of the handle grip 14. This makes it difficult for the operator to operate (swing rearward) the shift lever 56 when the accelerator lever 34 is in the second position. As a result, it is possible to prevent the shift lever 56 from being unintentionally operated while the accelerator lever 34 is being operated.

[0139] 25, in this embodiment, the first covering portion 841 covers most of the gearshift lever 56 in the forward position when the accelerator lever 34 is in the second position (terminal position X2). More specifically, the first covering portion 841 covers at least the entire front edge (front edge) of the gearshift lever 56 in the forward position when the accelerator lever 34 is in the second position (terminal position X2). This more reliably prevents the gearshift lever 56 from being operated while the accelerator lever 34 is being operated.

[0140] It is preferable to operate the gearshift lever 56 when the accelerator lever 34 is not being operated (when the accelerator lever 34 is in the first position (starting position X1)). If the gearshift lever 56 is operated when the accelerator lever 34 is being operated (when the accelerator lever 34 is in the second position (ending position X2)), gear changes may not be performed smoothly.

[0141] In the present embodiment, as described above, the accelerator lever 34 has the first covering portion 841, which prevents the gearshift lever 56 from being operated while the accelerator lever 34 is being operated, thereby preventing a situation in which gear changes cannot be performed smoothly.

[0142] As described above, in this embodiment, the covering portion 84 (first covering portion 841, second covering portion 842) of the accelerator lever 34 covers at least a portion of the blade clutch lever 57 and at least a portion of the shift lever 56 when the accelerator lever 34 is in the second position (terminal position X2). This makes it possible to prevent undesirable operation of both the blade clutch lever 57 and the shift lever 56. However, the covering portion 84 of the accelerator lever 34 may cover either at least a portion of the blade clutch lever 57 or at least a portion of the shift lever 56 when the accelerator lever 34 is in the second position (terminal position X2).

[0143] As shown in Figures 1 to 3, the machine body 2 is provided with a starting device 32. The starting device 32 is mounted on the top of the machine body 2. More specifically, the starting device 32 is mounted on top of the engine E1. As shown in Figures 2 and 3, the starting device 32 is disposed on the left side of the center in the left-right direction of the machine body 2 (machine body width direction K2). In other words, the starting device 32 is disposed on the side closer to the steering handle 11 than the center in the left-right direction of the machine body 2. Note that "the side closer to the steering handle 11" refers to "the side closer to the handle attachment part 10."

[0144] The starting device 32 is disposed in the center of the fore-and-aft direction of the aircraft body 2. As shown in Figure 26, when the control handle 11 is in the second position, the starting device 32 is located on an extension line EL1 that extends the center line of the control handle 11 toward the aircraft body 2.

[0145] 1 and 3, the recoil starter, which is the starting device 32, has a handle 32a attached to a rope wound around a reel (pulley). By pulling the handle 32a, the rope is pulled and the reel rotates, and the rotational power of the reel is transmitted to the crankshaft 30b of the engine E1.

[0146] The handle 32a is provided at the rear of the starting device 32. The handle 32a is located to the left (closer to the steering handle 11) of the center in the left-right direction of the machine body 2 (machine body width direction K2). The direction in which the handle 32a is pulled (the direction of arrow F in FIG. 3) is set to the rear left. In other words, the direction in which the handle 32a is pulled is set to the rear on the side closer to the steering handle 11 (left side).

[0147] The starting device 32 starts the engine E1 when the engine switch 33 is switched to drive. When the engine switch 33 is switched to drive, the engine E1 starts when the handle 32a of the starting device 32 is pulled. On the other hand, when the engine switch 33 is switched to stop, the engine E1 does not start when the handle 32a of the starting device 32 is pulled. In this way, when operating the starting device 32, it is necessary to operate the engine switch 33 (switch to drive).

[0148] As shown in Figures 1 and 2, the engine switch 33 is attached to the steering wheel 11. More specifically, the engine switch 33 is attached to the steering rod 12. A mounting base 90 (see Figure 24) on which the engine switch 33 is attached is fixed to the surface of the steering rod 12. The mounting base 90 is formed so as to protrude from the surface of the steering rod 12. By being attached to the mounting base 90, the engine switch 33 is positioned above the surface of the steering rod 12.

[0149] As shown in Figures 1, 2 and 26, the engine switch 33 is disposed at a position away from the handle grip 14 and closer to the vehicle body 2 than the handle grip 14. The engine switch 33 is attached to the handle stick 12 at a position away from the handle grip 14. The engine switch 33 is attached to the inner cylinder 12b of the handle stick 12. The engine switch 33 is disposed at a position closer to the vehicle body 2 than the accelerator lever 34.

[0150] 24, when the accelerator lever 34 is in the first position (starting position X1), the height H10 of the accelerator lever 34 (height from the surface of the steering rod 12) is higher than the height H20 of the engine switch 33 (height from the surface of the steering rod 12). At this time, the center portion 83 of the accelerator lever 34 and the engine switch 33 are positioned so as to overlap when viewed from the other end of the steering wheel 11.

[0151] Therefore, when the accelerator lever 34 is in the first position, the engine switch 33 is in a position where it is hidden by the accelerator lever 34 when viewed from the other end side of the steering wheel 11. More specifically, when the accelerator lever 34 is in the first position, the engine switch 33 is in a position where it is hidden by (overlapping with) the center portion 83 of the accelerator lever 34 when viewing one end side of the steering wheel 11 in a direction along the surface of the steering rod 12 from the other end side of the steering wheel 11 (when viewed in the direction of arrow S in FIG. 24 ).

[0152] This makes it possible to prevent an operator holding the steering wheel 11 from unintentionally touching and operating the engine switch 33 when the accelerator lever 34 is in the first position.

[0153] 24, the engine switch 33 is in a position where it is not covered by the accelerator lever 34 when the accelerator lever 34 is in the second position (terminal position X2). Because the engine switch 33 is in a position away from the handle grip 14, it is not covered by the accelerator lever 34 even when the accelerator lever 34 is in the second position and in contact with the surface of the handle grip 14.

[0154] Also, as shown in the right diagram of Figure 24, when the accelerator lever 34 is in the second position, the height H10 of the accelerator lever 34 (height from the surface of the steering wheel 12) is lower than the height H20 of the engine switch 33 (height from the surface of the steering wheel 12).

[0155] Therefore, when the accelerator lever 34 is in the second position, the engine switch 33 is not hidden by the accelerator lever 34 when viewed from the other end of the steering wheel 11. More specifically, when the accelerator lever 34 is in the second position, the engine switch 33 is not hidden by (does not overlap with) the center portion 83 of the accelerator lever 34 when viewing one end of the steering wheel 11 from the other end of the steering wheel 11 in a direction along the surface of the steering rod 12 (when viewed in the direction of arrow S in Figure 24).

[0156] This allows the operator to easily see the engine switch 33 while operating (gripping) the accelerator lever 34. Therefore, when the operator is operating the accelerator lever 34 and a situation arises in which the engine E1 must be stopped in an emergency, the operator can quickly operate the engine switch 33 to stop the engine E1 in an emergency.

[0157] As shown in FIG. 27, the engine switch 33 has a knob 33a that an operator grips during operation. The engine switch 33 can switch between running (ON) and stopping (OFF) the engine E1 by gripping the knob 33a and rotating it about a vertical axis. Specifically, the knob 33a of the engine switch 33 can be rotated left or right (see arrow T in FIG. 27) with a reference position being a direction (left-right direction) perpendicular to the longitudinal direction of the steering handle 11 (the longitudinal direction of the steering rod 12). This allows the operator to easily swing the knob 33a of the engine switch 33 left and right to switch between on and off from either the front side (arrow A1 side) or the rear side (arrow A2 side) of the steering handle 11.

[0158] When the operating handle 11 is in the second position (see FIG. 26 ), the distance D1 between the starting device 32 and the engine switch 33 is such that the operator who operates the starting device 32 with one hand can reach the engine switch 33 with the other hand. The distance D1 is the distance between the handle 32 a of the starting device 32 and the engine switch 33.

[0159] In the case of the grass cutter 1 shown in Fig. 26, the distance D1 is the distance when the length of the handle rod 12 is the minimum length. However, the distance D1 may be the distance when the length of the handle rod 12 is the maximum length, or may be the distance when the length of the handle rod 12 is an intermediate length between the maximum length and the minimum length.

[0160] Distance D1 is shorter than distance D2 between the handle grip 14 and the engine switch 33 when the control handle 11 is in the second position. The above-mentioned "distance at which the operator can reach the engine switch 33 with one hand while operating the starting device 32 with the other hand" can be rephrased as "a distance shorter than distance D2 between the handle grip 14 and the engine switch 33 when the control handle 11 is in the second position."

[0161] As described above, in the brush cutter 1 of this embodiment, the distance D1 between the starting device 32 and the engine switch 33 is set short when the control handle 11 is in the second position. This distance D1 is achieved by arranging the engine switch 33 at a position away from the handle grip 14 and closer to the machine body 2 than the handle grip 14.

[0162] Furthermore, in order to more reliably realize the setting of this distance D1, the following configurations are adopted (a) the length of the body 2 in the left-right direction is shorter than the length in the front-to-rear direction, (b) the starting device 32 is positioned to the left of the center of the body 2 in the left-right direction (the side closer to the steering handle 11), (c) the starting device 32 is positioned on an extension line EL1 obtained by extending the center line of the steering handle 11 toward the body 2 when the steering handle 11 is in the second position, (d) the handle 32a of the starting device 32 is positioned to the left of the center of the body 2 in the left-right direction (the side closer to the steering handle 11), and (e) the direction in which the handle 32a is pulled is set rearward on the side closer to the steering handle 11 (the left side) (see Figures 3, 26, etc.).

[0163] By setting the distance D1 as described above, when the control handle 11 is in the second position, the operator can operate the starting device 32 (handle 32a) with one hand (right hand) and the engine switch 33 with the other hand (left hand) from the same position (without moving). An example of the position of the operator OP1 at this time is shown in Figure 26. In Figure 26, when the control handle 11 is in the second position, the operator OP1 is in a position between the machine body 2 and the handle grip 14 (more specifically, a position between the starting device 32 and the engine switch 33).

[0164] If the worker operates the starter 32 (pulls the handle 32a) without switching the engine switch 33 to drive (ON) (forgetting to switch it), the engine E1 cannot be started. In this case, the worker must switch the engine switch 33 to drive. At this time, if the distance D1 between the starter 32 and the engine switch 33 is large, the worker must move from the starter 32 side to the engine switch 33 side to operate the engine switch 33.

[0165] For example, if the engine switch 33 is located in a position surrounded by the control handle 11 (the position indicated by the arrow PS1 in FIG. 26), the distance between the starting device 32 and the engine switch 33 becomes large. Moreover, the accelerator lever 34 is interposed between the starting device 32 and the engine switch 33. Therefore, it becomes difficult for an operator who operates the starting device 32 with one hand (right hand) at a position between the machine body 2 and the handle grip 14 to operate the engine switch 33 with the other hand (left hand).

[0166] For this reason, an operator who operates the starting device 32 at a position between the machine body 2 and the handle grip 14 must move toward the engine switch 33 to operate the engine switch 33. After operating the engine switch 33, the operator must move toward the starting device 32 again to operate the starting device 32. In other words, the operator must move back and forth between a position near the engine switch 33 and a position near the starting device 32.

[0167] Such back-and-forth movement is extremely tiring when placing the mower 1 on a slope to perform mowing work (see Figure 28), as the operator must move along the slope. Also, if a situation arises in which the engine E1 must be stopped in an emergency immediately after operating the starter 32, it is difficult to quickly turn off the engine switch 33.

[0168] In contrast, in the case of the brush cutter 1 of this embodiment, an operator who operates the starting device 32 with one hand (right hand) can operate the engine switch 33 with the other hand (left hand) without moving to another location. This operation of the engine switch 33 can be performed more reliably because the accelerator lever 34 is not interposed between the starting device 32 and the engine switch 33.

[0169] As a result, even if the worker operates the starting device 32 without switching the engine switch 33 to the operating position, the worker can switch the engine switch 33 to the operating position without moving from the location where the starting device 32 was operated. This is particularly convenient when the worker is mowing grass on a slope, as there is no need for the worker to move back and forth across the slope. Furthermore, if a situation arises in which the engine E1 must be stopped in an emergency immediately after operating the starting device 32, the worker can easily stop the engine switch 33 quickly.

[0170] On the other hand, if the engine switch 33 is too far from the handle grip 14, it will be difficult for the operator to quickly turn off the engine switch 33 in the event of an emergency stop of the engine E1 while holding the handle grip 14 and performing grass cutting work. For this reason, the engine switch 33 is positioned not too far from the handle grip 14. Specifically, the distance D3 (see FIG. 26 ) between the engine switch 33 and the handle grip 14 is shorter than the distance D1 between the starting device 32 and the engine switch 33. The engine switch 33 is positioned between the handle grip 14 and the starting device 32, and closer to the handle grip 14 than the midpoint between the handle grip 14 and the starting device 32.

[0171] By arranging the engine switch 33 as described above, the position of the engine switch 33 is not too far from both the starting device 32 and the handle grip 14. Therefore, the operator can quickly operate the engine switch 33 to stop the mowing even immediately after operating the starting device 32 or while holding the handle grip 14 and performing grass cutting work.

[0172] The engine switch 33 is located in a position where it is not hidden by the accelerator lever 34 when looking from one end of the control handle 11 (towards the aircraft body 2) to the other end of the control handle 11 (when looking in the direction of arrow U in FIG. 26). The engine switch 33 is not hidden by the accelerator lever 34 whether the accelerator lever 34 is in the first position or the second position. This is achieved by arranging the engine switch 33 in a position away from the handle grip 14 and closer to the aircraft body 2 than the handle grip 14 and the accelerator lever 34.

[0173] In this way, because the engine switch 33 is not hidden by the accelerator lever 34, the operator can immediately (without moving) see the engine switch 33 from one end of the steering wheel 11 when attempting to operate the starter 32. This makes it possible to prevent the operator from operating the starter 32 without switching the engine switch 33 to drive (forgetting to switch it to drive). Furthermore, because the operator can immediately (without moving) see the engine switch 33 when the engine E1 does not start even after operating the starter 32, the operator can quickly determine the cause of the engine E1 not starting and take action to switch the engine switch 33 to drive.

[0174] A preferred embodiment of the present invention provides a grass cutter 1 as described in the following items.

[0175] (Item A1) A grass cutter 1 comprising a body 2, a traveling device 3 having wheels 4 that support the body 2 so that it can run, and a cutting blade 5 that is attached to the body 2 and cuts grass, wherein the wheels 4 have a wheel body 6 rotatably attached to the side of the body 2 and a plurality of lugs 7 attached to the outer surface of the wheel body 6 at intervals in the circumferential direction of the outer surface, and the lugs 7 have a base 7a fixed to the outer surface and a pair of standing claws 7b, 7c that stand up from the base 7a, the pair of standing claws 7b, 7c are spaced apart in the circumferential direction, and the distance D1 between the pair of standing claws 7b, 7c narrows from the body 2 side to the opposite side of the body 2.

[0176] According to the lawnmower 1 relating to item A1, the distance D1 between the pair of upright claws 7b, 7c of the lug 7 on the wheel 4 narrows from the body 2 side to the opposite side of the body 2, so that when the lawnmower 1 is used on a slope, the upright claws 7b, 7c of the lug 7 can fully perform their anti-slip function (the function of preventing the lawnmower 1 from skidding sideways).

[0177] (Item A2) The plurality of lugs 7 include one lug and another lug adjacent in the circumferential direction, and the wheel 4 has a first recess 8 formed between the pair of standing claws 7b, 7c of the one lug, and a second recess 9 formed between one of the pair of standing claws 7b, 7c of the one lug and the one standing claw 7b, 7c and the standing claw 7b, 7c of the other lug adjacent in the circumferential direction, and the depth of the first recess 8 is shallower than the depth of the second recess 9.

[0178] According to the brush cutter 1 of item A2, the depth of the first recess 8 is shallower than the depth of the second recess 9, which prevents difficulty in discharging foreign matter such as soil and sand that has entered the first recess 8. This prevents difficulty in discharging foreign matter from the recess due to differences in the depth of the recesses and difficulty in discharging foreign matter from the recess due to the orientation of the standing claws 7b, 7c.

[0179] (Item A3) The brush cutter 1 according to Item A2, wherein the maximum width DM1 of the first recess 8 in the circumferential direction is greater than the maximum width DM2 of the second recess 9 in the circumferential direction.

[0180] According to the brush cutter 1 relating to this item A3, it is possible to prevent foreign matter such as soil and sand that has entered the first recess 8 from becoming difficult to discharge.

[0181] (Item A4) A brush cutter 1 described in any of items A1 to A3, in which the wheel 4 has a flange portion 4e at the end on the body 2 side that is larger in diameter than the wheel main body 6, and the ends of the erecting claws 7b, 7c on the body 2 side are connected to the flange portion 4e.

[0182] According to the brush cutter 1 according to item A4, the flange 4e provides an anti-slip function (a function to prevent the brush cutter 1 from skidding). In addition, the flange 4e is reinforced by connecting the ends of the erecting claws 7b, 7c on the machine body 2 side to the flange 4e. This improves the strength of the flange 4e, making it possible to prevent deformation of the flange 4e.

[0183] (Item A5) The brush cutter 1 according to item A4, wherein the height of the upright claws 7b, 7c from the outer circumferential surface is the same as the height of the flange portion 4e from the outer circumferential surface.

[0184] According to the brush cutter 1 relating to item A5, there is no step between the standing claws 7b, 7c and the flange portion 4e, so that it is possible to prevent stress from concentrating on the standing claws 7b, 7c or the flange portion 4e due to the step.

[0185] (Item A6) A brush cutter 1 according to item 4, in which the distance between the pair of upright claws 7b, 7c is widest at the connection point with the flange portion 4e and gradually narrows as it moves away from the flange portion 4e.

[0186] According to the brush cutter 1 of item A6, when an external force acts on the flange portion 4e from the machine body 2, the external force can be effectively received by the pair of upright claws 7b, 7c. Therefore, when an external force acts on the flange portion 4e from the machine body 2, deformation of the flange portion 4e can be prevented.

[0187] (Item B1) A grass cutter 1 comprising a body 2, a traveling device 3 having front wheels 4F and rear wheels 4R that support the body 2 so that it can run, a cutting blade 5 that is provided below the body 2 and cuts grass, and a control handle 11 that is attached to the body 2 so that it can rotate about a horizontal axis, one end of the control handle 11 is attached to the body 2 and can change the angle of inclination relative to the horizontal direction by rotating about the axis, and when the other end of the control handle 11 is in a lying position with the angle of inclination at its maximum angle and in contact with a horizontal surface, an imaginary line VL1 connecting the center of the front wheels 4F and the center of the rear wheels 4R is inclined toward the other end with respect to the vertical direction.

[0188] According to the brush cutter 1 relating to item B1, by setting the tilt angle of the control handle 11 to the maximum angle and placing the body 2 in a lying position, the body 2 can be tilted at an angle of more than 90° relative to the horizontal plane, thereby improving workability and safety when performing maintenance (replacement, etc.) on the cutting blade 5.

[0189] (Item B2) The operating handle 11 is configured to be able to change its length, and in either the state where the operating handle 11 is at its maximum length or its minimum length, in the lying-down position, the imaginary line VL1 is inclined toward the other end relative to the vertical direction. This is the brush cutter 1 described in Item B1.

[0190] According to the brush cutter 1 relating to item B2, the body 2 can be tilted at an angle of more than 90° relative to the horizontal plane regardless of the length of the control handle 11, which provides excellent workability and safety when performing maintenance (replacement, etc.) on the cutting blade 5.

[0191] (Item B3) A brush cutter 1 according to item B1 or B2, which is provided with an engine E1 disposed above the cutting blade 5 to rotate the cutting blade 5, the cutting blade 5 having a rotating shaft 5a that rotates in association with the driving of the engine E1, and in the lying-down position, the rotating shaft 5a inclines upward as it moves away from the engine E1.

[0192] According to the lawnmower 1 relating to item B3, when the lawnmower 1 is in a lying position, the rotation axis 5a of the cutting blade 5 tilts upward as it moves away from the engine E1, making it easy to perform maintenance (replacement, etc.) of the cutting blade 5.

[0193] (Item B4) A brush cutter 1 described in any of items B1 to B3, in which the upper end of the steering handle 11 is positioned between the front end of the front wheel 4F and the rear end of the rear wheel 4R in the fore-and-aft direction when the front wheel 4F and the rear wheel 4R are in contact with the horizontal plane H1 and the inclination angle is at its maximum angle.

[0194] According to the brush cutter 1 according to item B4, the steering handle 11 does not protrude forward of the front wheels 4F or rearward of the rear wheels 4R, so it is possible to make the length in the front-to-rear direction of the brush cutter 1 compact. This makes it possible to store and transport the brush cutter 1 easily.

[0195] (Item B5) The steering handle 11 is rotatable around an axis in the vertical direction relative to the body 2, and can be changed between a first position extending in the direction in which the front wheels 4F and the rear wheels 4R are aligned, and a second position extending in a direction perpendicular to the alignment direction, and when the steering handle 11 is in the first position, in the lying-down posture, the imaginary line VL1 is inclined toward the other end with respect to the vertical direction. A brush cutter 1 described in any of items B1 to B4.

[0196] According to the lawnmower 1 relating to item B5, by setting the control handle 11 to the first position and placing the lawnmower 1 in a lying position, the body 2 can be tilted at an angle of more than 90° relative to the horizontal plane, making it easy to perform maintenance (replacement, etc.) of the cutting blade 5.

[0197] (Item B6) A brush cutter 1 described in any of items B1 to B6, comprising an engine E1 that drives the cutting blade 5 and an engine switch 33 that switches the engine E1 between operation and stop, wherein the engine switch 33 is positioned so that its fore-and-aft position overlaps with the engine E1 when the front wheels 4F and the rear wheels 4R are in contact with the horizontal plane H1 and the tilt angle of the steering handle 11 is at its maximum angle.

[0198] According to the brush cutter 1 relating to item B6, the engine switch 33 and the engine E1 can be positioned close to each other in the fore-and-aft direction, so that when performing maintenance on the engine E1, the engine E1 can be quickly started or stopped as needed.

[0199] (Item C1) A brush cutter 1 comprising a cutting blade 5 for cutting grass, an engine E1 for rotating the cutting blade 5, an accelerator operating device 34 for changing the rotation speed of the engine E1 according to the amount of operation, and an operating lever for changing the movement of a drive unit driven by the power of the engine E1, wherein the accelerator operating device 34 is capable of swinging between a first position where it is not operated and a second position where the amount of operation is maximum, and has a covering part 84 that covers at least a part of the operating lever when in the second position.

[0200] According to the brush cutter 1 relating to item C1, when the accelerator operating device 34 is in the second position, at least a portion of the operating lever is covered by the covering portion 84, thereby preventing other operating levers from being operated while the accelerator operating device 34 is being operated.

[0201] (Item C2) A brush cutter 1 described in Item C1, which is equipped with a blade clutch 44 that allows or blocks the transmission of power from the engine E1 to the blade 5, and a blade clutch lever 57 that operates the blade clutch 44, wherein the drive unit is the blade 5, the operating lever is the blade clutch lever 57, and the covering portion 84 covers at least a portion of the blade clutch lever 57 when in the second position.

[0202] According to the brush cutter 1 relating to item C2, when the accelerator operating device 34 is in the second position, at least a portion of the cutting blade clutch lever 57 is covered by the covering portion 84, thereby preventing the cutting blade clutch lever 57 from being operated while the accelerator operating device 34 is being operated.

[0203] (Item C3) A brush cutter 1 described in Item C1, comprising a body 2 on which the cutting blade 5 is provided, a traveling device 3 having wheels 4 that support the body 2 so that it can run, a speed change mechanism 46 that changes the rotational speed of the wheels 4, and a speed change lever 56 that operates the speed change mechanism 46, wherein the drive unit is the traveling device 3, the operating lever is the speed change lever 56, and the covering part 84 covers at least a portion of the speed change lever 56 when in the second position.

[0204] According to the brush cutter 1 relating to item C3, when the accelerator operating device 34 is in the second position, at least a portion of the shift lever 56 is covered by the covering portion 84, thereby preventing the shift lever 56 from being operated while the accelerator operating device 34 is being operated.

[0205] (Item C4) A brush cutter 1 according to any one of items C1 to C3, comprising a body 2 on which the cutting blade 5 is provided, and a control handle 11 for operating the body 2, the control handle 11 having a handle grip 14 that is held by an operator, and the accelerator operating device 34 being away from the surface of the handle grip 14 when in the first position, and being in contact with the surface of the handle grip 14 when in the second position, with the covering portion 84 covering at least a portion of the operating lever.

[0206] According to the brush cutter 1 according to item C4, by bringing the accelerator operating device 34 into contact with the surface of the handle grip 14, at least a portion of the operating lever can be covered by the covering portion 84. Therefore, at least a portion of the operating lever can be reliably covered by the covering portion 84 with a simple operation.

[0207] (Item C5) A brush cutter 1 described in Item C4, in which the accelerator operating device 34 has a wide portion 34d formed with a width wider than that of the handle grip 14, and the covering portion 84 is provided on the wide portion 34d.

[0208] According to the brush cutter 1 relating to item C5, the covering portion 84 is provided on the wide portion 34d, so that the wide portion 34d can have the function of improving the strength of the accelerator operating device 34 and the function of the covering portion 84.

[0209] (Item C6) A brush cutter 1 described in any of items C1 to C5, wherein the accelerator operating device 34 has a first annular portion 81 and a second annular portion 82 arranged side by side with a gap in the left-right direction, and a central portion 83 connecting the first annular portion 81 and the second annular portion 82.

[0210] With the brush cutter 1 according to item C6, the operator can grip the first annular portion 81 and the second annular portion 82 when operating the accelerator operating device 34, which provides excellent operability for the accelerator operating device 34. Furthermore, the presence of the central portion 83 connecting the first annular portion 81 and the second annular portion 82 improves the strength of the accelerator operating device 34.

[0211] (Item C7) The brush cutter 1 according to item C6, wherein the covering portion 84 is provided on the first annular portion 81 or the second annular portion 82.

[0212] According to the brush cutter 1 of item C7, by providing the covering portion 84 on the first annular portion 81 or the second annular portion 82, it is not necessary to form the covering portion 84 separately, and it is possible to prevent the shape of the accelerator operating device 34 from becoming complicated. In addition, the covering portion 84 can improve the strength of the first annular portion 81 or the second annular portion 82.

[0213] (Item C8) The brush cutter 1 according to any one of Items C1 to C7, wherein the accelerator operation device 34 is made of resin.

[0214] According to the brush cutter 1 of item C8, the accelerator lever 34 has an excellent gripping feel. Furthermore, the accelerator lever 34 is made of resin, so it is less likely to become hot than metal, even when exposed to sunlight for an extended period of time. Therefore, even if the operator performs long periods of mowing work while holding (gripping) the accelerator lever 34 in the second position, the operator's hands will not get tired easily.

[0215] (Item D1) A brush cutter 1 comprising a body 2, a cutting blade 5 mounted on the body 2 for cutting grass, a control handle 11 for steering the body 2, an engine E1 for driving the cutting blade 5, an engine switch 33 for switching the engine E1 between operation and stop, and a starting device 32 for starting the engine E1 when the engine switch 33 is switched to operation, wherein the control handle 11 has a handle grip 14 that is held by an operator, the starting device 32 is mounted on the body 2, and the engine switch 33 is positioned away from the handle grip 14 and closer to the body 2 than the handle grip 14.

[0216] According to the brush cutter 1 of item D1, the starting device 32 and the engine switch 33 are positioned closer to each other than when the engine switch 33 is positioned inside the handle grip 14, allowing the operator to operate the starting device 32 from a position closer to the engine switch 33. Specifically, an operator who operates the starting device 32 with one hand (right hand) can operate the engine switch 33 with the other hand (left hand) without moving from a different location. This allows the operator to switch the engine switch 33 to operation without moving from the location where the starting device 32 was operated, even if the operator operates the starting device 32 without switching the engine switch 33 to operation.

[0217] (Item D2) The operating handle 11 has a handle rod 12 attached at one end to the body 2 and a handle grip 14 provided at the other end of the handle rod 12, and the engine switch 33 is attached to the handle rod 12 at a position away from the handle grip 14. This is a brush cutter 1 described in Item D1.

[0218] According to the brush cutter 1 relating to item D2, the engine switch 33 is attached to the handle rod 12 at a position away from the handle grip 14, so that the operator can easily see the engine switch 33 and can easily operate the engine switch 33.

[0219] (Item D3) A brush cutter 1 described in item D1 or D2, which is provided with an accelerator operating device 34 that changes the rotation speed of the engine E1 depending on the amount of operation, the accelerator operating device 34 being movable between a first position where it is not operated and a second position where the amount of operation is maximum, and the engine switch 33 being in a position that is not covered by the accelerator operating device 34 when the accelerator operating device 34 is in the second position.

[0220] According to the brush cutter 1 relating to item D3, even when the accelerator operating device 34 is in the second position, the engine switch 33 can be easily seen, and therefore the engine switch 33 can be operated quickly and easily.

[0221] (Item D4) A brush cutter 1 described in Item D3, in which the engine switch 33 is located in a position hidden by the accelerator operating device 34 when viewed from the other end side of the steering handle 11 when the accelerator operating device 34 is in the first position.

[0222] According to the brush cutter 1 relating to item D4, when the accelerator operating device 34 is in the first position, it is possible to prevent the operator holding the operating handle 11 from unintentionally touching and operating the engine switch 33.

[0223] (Item D5) A brush cutter 1 described in item D3 or D4, which is provided with a running device 3 having front wheels 4F and rear wheels 4R that support the body 2 so that it can run, and the control handle 11 is rotatable around an axis in the vertical direction relative to the body 2 and can be changed between a first position extending in the direction in which the front wheels 4F and the rear wheels 4R are aligned and a second position extending in a direction perpendicular to the direction in which the wheels are aligned, and when the control handle 11 is in the second position, the distance between the starting device 32 and the engine switch 33 is such that the hand of an operator operating the starting device 32 with one hand can reach the engine switch 33 with the other hand.

[0224] With the brush cutter 1 according to item D5, for example, when the operator is mowing a slope with the brush cutter 1 with the steering handle 11 in the second position, the operator can operate the starting device 32 with one hand (right hand) and then operate the engine switch 33 with the other hand (left hand) without moving along the slope.

[0225] (Item D6) A brush cutter 1 described in any of items D1 to D5, wherein the engine switch 33 is positioned between the handle grip 14 and the starting device 32, and closer to the handle grip 14 than the midpoint between the handle grip 14 and the starting device 32.

[0226] With the brush cutter 1 according to item D6, the engine switch 33 is positioned not too far from both the starting device 32 and the handle grip 14. This allows the operator to quickly turn off the engine switch 33 even immediately after operating the starting device 32 or while holding the handle grip 14 and performing brush cutting work.

[0227] Although the embodiments of the present invention have been described above, the embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0228] 1. Lawnmower 2 aircraft 3 Running gear 4 wheels 4F front wheel 4R rear wheel 5 mower blade 5a Rotation axis 11 Control handle E1 engine VL1 An imaginary line connecting the center of the front wheel and the center of the rear wheel

Claims

1. The aircraft and a traveling device having front and rear wheels that supports the machine body so that it can travel; A cutting blade provided below the machine body for cutting grass; a control handle attached to the aircraft body so as to be rotatable about a horizontal axis; Equipped with one end of the steering handle is attached to the aircraft body, and the steering handle can be rotated around the axis to change the tilt angle with respect to the horizontal direction; When the mower is in a lying-down position with the other end of the steering handle in contact with a horizontal surface with the tilt angle at its maximum angle, an imaginary line connecting the center of the front wheel and the center of the rear wheel is inclined toward the other end with respect to the vertical direction.

2. The operating handle is configured to be changeable in length, 2. The brush cutter according to claim 1, wherein in the lying-down position, the imaginary line is inclined toward the other end with respect to the vertical direction, whether the steering handle is at its maximum length or its minimum length.

3. an engine disposed above the cutting blade to rotate the cutting blade; The cutting blade has a rotation shaft that rotates in accordance with the driving of the engine, 2. The brush cutter according to claim 1, wherein, in the lying-down position, the rotation shaft is inclined upward as it moves away from the engine.

4. 2. The brush cutter according to claim 1, wherein the upper end of the steering handle is located between the front end of the front wheel and the rear end of the rear wheel in the fore-and-aft direction when the front wheel and the rear wheel are in contact with a horizontal surface and the tilt angle is at a maximum angle.

5. the control handle is rotatable about an axis in a vertical direction relative to the aircraft body, and is changeable between a first position extending in an arrangement direction of the front wheels and the rear wheels and a second position extending in a direction perpendicular to the arrangement direction, 2. The brush cutter according to claim 1, wherein when the steering handle is in the first position, in the lying-down posture, the imaginary line is inclined toward the other end side with respect to the vertical direction.

6. an engine that drives the cutting blade; an engine switch for switching between operation and stop of the engine; Equipped with 2. The brush cutter according to claim 1, wherein the engine switch is positioned so as to overlap the engine in the front-to-rear direction when the front and rear wheels are in contact with a horizontal surface and the tilt angle of the steering handle is at a maximum angle.

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