Position control mechanism and vehicle

Abstract

To provide a position control mechanism for controlling a position of a shift lever in accordance with a brake operation.SOLUTION: A position control mechanism (100) for a shift lever (52) for operating a transmission (25) of a vehicle (2) includes: the shift lever (52) for controlling the transmission (25) to any one of a forward state of advancing the vehicle (2), a neutral state of preventing power from being transmitted to the vehicle (2) and a backward state of retreating the vehicle (2); a brake pedal (60) for controlling braking of the vehicle (2); a wire device (70) which has a base end connected to the brake pedal (60) and has a tip displaced in accordance with stepping on the brake pedal (60); and a transmission mechanism (80) which transmits the displacement of the tip of the wire device (70) to the shift lever (52) so that the position of the shift lever (52) is controlled to the neutral state when a user steps on the brake pedal (60).SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a position control mechanism and a vehicle. [Background technology]

[0002] Patent Document 1 discloses a riding pest control machine. This riding pest control machine travels forward and backward with a hydraulic continuously variable transmission. When the shift lever is tilted forward, the machine moves forward. When the shift lever is tilted backward, the machine moves backward. When the shift lever is in the middle between the forward and reverse positions, the machine is in neutral with the gears disconnected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-295378 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the case where forward, neutral and reverse are controlled by tilting the gear lever, as in the technology described in Patent Document 1, the gear lever is usually returned to the neutral position after the vehicle brakes are applied. If the gear lever is not returned to the neutral position after the brakes are applied, there is a risk that the vehicle will unintentionally start moving after the brakes are released.

[0005] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to provide a position control mechanism that controls the position of a gear shift lever in response to a brake operation. [Means for solving the problem]

[0006] The position control mechanism (100) according to the present invention is a position control mechanism for a gear shift lever (52) for operating a transmission (25) of a vehicle (2), and includes: a gear shift lever (52) that controls the transmission (25) to one of a forward state in which the vehicle (2) is driven forward, a neutral state in which no power is transmitted to the vehicle (2), and a reverse state in which the vehicle (2) is driven backward; a brake pedal (60) that controls braking of the vehicle (2); a wire device (70) whose base end is connected to the brake pedal (60) and whose tip is displaced in response to depression of the brake pedal (60); and a transmission mechanism (80) that transmits the displacement of the tip of the wire device (70) to the gear shift lever (52) so as to control the position of the gear shift lever (52) to the neutral state when the brake pedal (60) is depressed.

[0007] In the above-described position control mechanism (100), when the vehicle (2) is moving forward or backward, the brake pedal (60) is depressed to stop the vehicle (2). The base end of the wire device (70) is connected to the brake pedal (60), and when the brake pedal (60) is depressed, the tip of the wire device (70) is displaced. The transmission mechanism (80) transmits the displacement of the tip of the wire device (70) to the gear shift lever (52), and the position of the gear shift lever (52) is controlled to a neutral state. In this way, the gear shift lever (52) is controlled to return to the neutral state in response to the brake operation, so that the vehicle (2) is prevented from starting unintentionally after the brake is released.

[0008] The wire device (70) has an outer wire (71) and an inner wire (72) inserted inside the outer wire (71), and the transmission mechanism (80) includes a pair of brackets (81, 82) one of which is connected to the outer wire (71) and the other of which is connected to the inner wire (72), and an engagement pin (55b) provided on the shift lever (52) and disposed between the pair of brackets (81, 82), and the pair of brackets (81, 82) may hold the engagement pin (55b) at a predetermined position in response to a change in the relative position between the outer wire (71) and the inner wire (72) in the axial direction. In this configuration, the engagement pin (55b), which is shifted from the predetermined position, is displaced to the predetermined position by being pressed by one or the other bracket (81, 82) in response to a change in the relative position between the outer wire (71) and the inner wire (72) in the axial direction. Accordingly, the speed change lever (52) is controlled to return to the neutral state.

[0009] The device may further include a fixed pin (91c) disposed between the pair of brackets (81, 82), and the pair of brackets (81, 82) may hold the fixed pin (91c) while holding the engagement pin (55b) between them. In this configuration, the position of the pair of brackets (81, 82) is restricted to a predetermined position by the fixed pin (91c). Therefore, the engagement pin (55b) can be moved to the predetermined position with a simple configuration.

[0010] One bracket (82) connected to the outer wire (71) may have a pivot shaft (91a) for rotatably supporting the bracket (82) at a position above the connection position with the outer wire (71), and the other bracket (81) connected to the inner wire (72) may have a pivot shaft (91b) for rotatably supporting the bracket (81) at a position above the connection position with the inner wire (72). In this configuration, the movement of the pair of brackets (81, 82) is regulated by the pivot shafts (91a, 91b).

[0011] The base end 72a of the wire device (70) may be connected to the brake pedal (60) via a spring (73). In this configuration, play can be provided in the interlocking between the operation of the wire device (70) and the operation of the brake pedal (60).

[0012] A vehicle (2) of the present invention includes any one of the position control mechanisms (100) described above. Effect of the Invention

[0013] According to the present invention, it is possible to provide a position control mechanism that controls the position of a gear shift lever in response to brake operation. [Brief description of the drawings]

[0014] [Figure 1] FIG. 2 is a side view showing an example of a riding management machine. [Diagram 2] FIG. 2 is a perspective view for explaining a brake and a gear shift lever mounted on the riding management machine. [Diagram 3] FIG. 3 is a perspective view for explaining a brake and a gear shift lever, seen from an angle different from that of FIG. 2. [Figure 4] FIG. 4 is a diagram for explaining the interlocking of a brake and a gear shift lever. [Diagram 5] FIG. 4 is a diagram for explaining the interlocking of a brake and a gear shift lever. [Figure 6] FIG. 4 is a diagram for explaining the interlocking of a brake and a gear shift lever. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are given the same reference numerals, and duplicated description will be omitted.

[0016] As shown in Figure 1, a self-propelled boom sprayer 1 as a riding management machine is composed of a vehicle 2 and a boom nozzle device 3 which is a chemical solution spraying device. In the following description, "front", "rear", "left" and "right" are based on the vehicle 2 unless otherwise specified.

[0017] The vehicle 2 has a rectangular body frame 4 that is long in the front-rear direction. Front and rear wheels 6, 7 are attached to the front and rear of the body frame 4 via knuckles 8a, 9a that extend vertically from axles that extend in the width direction of the vehicle 2. The self-propelled boom sprayer 1 is capable of four-wheel drive travel by the driving rotation of these front and rear wheels 6, 7.

[0018] A four-bar link device 13 is installed to extend forward at the front end of the body frame 4. The boom nozzle device 3 is supported by the body frame 4 via the four-bar link device 13. When this four-bar link device 13 is operated by the extension and contraction of a hydraulic cylinder 14, a center boom 16 of the boom nozzle device 3 fixed to the front link of the four-bar link device 13 is raised and lowered. This allows the vertical position of the boom nozzle device 3 to be adjusted.

[0019] The center boom 16 of the boom nozzle device 3 extends in the left-right direction of the vehicle body frame 4. Side booms 17, 17 are connected to both left and right ends of the center boom 16. The side booms 17, 17 are rotatable relative to the center boom 16 around both ends of the center boom 16 as the center of rotation. Nozzle pipes are attached to the center boom 16 and each side boom 17, and nozzles 20 are provided at equal intervals on each nozzle pipe.

[0020] A liquid medicine tank 10 is disposed in the center of the vehicle body frame 4 in the front-rear direction. A recess is formed in the center of the front end of the liquid medicine tank 10, and a driver's seat 11 is provided in this recess. An operating unit 12 equipped with operating devices for driving and operating devices for spraying the liquid medicine (medicinal solution) is disposed at a distance in front of the driver's seat 11 at the front end of the vehicle body frame 4. An engine unit 15 is disposed in the vehicle body frame 4 behind the liquid medicine tank 10. An engine 21 is housed in the engine unit 15.

[0021] The operation unit 12 is provided with a steering wheel 51, an auxiliary speed change lever 53, and a main speed change lever (speed change lever) 52. The auxiliary speed change lever 53 is connected to the auxiliary transmission 24 arranged on the lower side of the body frame 4. The auxiliary speed change lever 53 is operated to change the speed to high, medium, or low. The main speed change lever 52 is connected to a hydraulic static transmission (hereinafter, referred to as HST) 25 (see FIG. 2, etc.) for transmitting the power of the engine 21 to the auxiliary transmission 24. The HST 25 is a mechanism for generating hydraulic pressure using the power of the engine 21, and supplying a rotational driving force to the wheels 6, 7 by the hydraulic pressure, thereby causing the vehicle 2 to travel. By operating the main speed change lever 52, the HST 25 is controlled to any one of a forward state in which the vehicle 2 is moved forward, a neutral state in which no power is transmitted to the vehicle 2 (drive wheels), and a reverse state in which the vehicle 2 is moved backward.

[0022] Next, the main shift lever position control mechanism will be described in detail with reference to Figures 2 to 6. An example position control mechanism 100 includes a main shift lever 52, a brake pedal 60, a wire device 70, and a transmission mechanism 80.

[0023] The main shift lever 52 has a gripping portion 52a that is gripped by an operator, and a lever 52b that extends downward from the gripping portion 52a. The lever 52b includes a lever body 55 connected to the HST 25, and a connecting portion 56 that connects the lever body 55 and the gripping portion 52a. The connecting portion 56 in the illustrated example is formed by a curved pipe, but the shape of the connecting portion 56 is not particularly limited. The lever body 55 has, for example, a plate shape and extends in one direction (the up-down direction in FIG. 2) as the longitudinal direction. The lever body 55 is disposed so that the plate thickness direction coincides with the left-right direction of the vehicle 2. The connecting portion 56 is connected to the upper end of the lever body 55. The lower end of the lever body 55 is connected to the HST 25 by, for example, a mechanical connecting mechanism. A rotation shaft 55a is provided between the upper end and the lower end of the lever body 55. In the illustrated example, the pivot shaft 55a extends in the plate thickness direction at a position lower than the longitudinal center of the lever main body 55. The pivot shaft 55a is fixed to the body frame 4. Note that "fixed to the body frame" means that the position of the pivot shaft 55a does not change relative to the body frame 4 by being directly fixed to the body frame 4 or being fixed to the body frame 4 via an intermediate member.

[0024] The lever body 55 is rotatable around the pivot shaft 55a as the center of rotation. That is, the operator can tilt the lever body 55 by pushing the grip portion 52a forward or pulling it toward the operator (rearward). The position of the lower end of the lever body 55 moves with the tilt of the lever body 55, thereby operating the HST 25. In one example, when the grip portion 52a is pushed forward and the upper end of the lever body 55 is operated to tilt forward, the lower end of the lever body 55 moves rearward, and the HST 25 is controlled to a forward movement state in which the vehicle 2 moves forward. Also, when the grip portion 52a is pulled toward the operator and the upper end of the lever body 55 is operated to tilt rearward, the lower end of the lever body 55 moves forward, and the HST 25 is controlled to a reverse movement state in which the vehicle 2 moves backward. In addition, when the grip portion 52a is positioned midway between the position of the grip portion 52a in the forward drive state and the position of the grip portion 52a in the reverse drive state, the HST 25 is controlled to a neutral state in which no power is supplied from the engine to the vehicle 2.

[0025] An engagement pin 55b is provided at the center of the lever body 55 in the longitudinal direction and above the rotation shaft 55a (see FIG. 4). The engagement pin 55b has, for example, a cylindrical shape and protrudes in the thickness direction of the lever body 55.

[0026] The brake pedal 60 controls the braking of the vehicle 2. The brake pedal 60 of one example includes a pedal body 61 that is stepped on by an operator, and a support rod 62 fixed to the pedal body 61. The pedal body 61 of one example is plate-shaped and disposed at the lower part of the operation unit 12. For example, the brake pedal 60 is operated by an operator sitting in the driver's seat 11 stepping on the upper surface of the pedal body 61. The support rod 62 is shaped like a cylinder extending in one direction. One end of the support rod 62 is fixed to the lower surface of the pedal body 61. The other end of the support rod 62 is connected to a rotating shaft 63. The rotating shaft 63 extends in the same direction as the extending direction of the rotating shaft 55a of the main shift lever 52. The rotating shaft 63 is provided with a first arm 65 and a second arm 66 that protrude in the radial direction. The tip of the first arm 65 is connected to a brake device BS that brakes the vehicle 2, for example, by a mechanical connecting mechanism. When the pedal body 61 is depressed downward, the support rod 62 rotates about the rotating shaft 63, and the rotating shaft 63 also rotates. As the rotating shaft 63 rotates, the tip of the first arm 65 moves in an arc. In one example, since the first arm 65 protrudes downward from the rotating shaft 63, the tip of the first arm 65 moves slightly upward and forward. As the tip of the first arm 65 moves, the brake device BS connected to the tip of the first arm 65 operates, and the braking of the vehicle 2 is controlled.

[0027] The base end of the wire device 70 is connected to the tip of the second arm 66. That is, the base end of the wire device 70 is connected to the pedal body 61 via the second arm 66. In the illustrated example, a pin 66a extending in the same direction as the extending direction of the rotating shaft 63 is fixed to the tip of the second arm 66, and the base end of the wire device 70 is connected to this pin 66a. When the pedal body 61 is stepped on downward, the support rod 62 rotates around the rotating shaft 63, and the rotating shaft 63 rotates. With the rotation of the rotating shaft 63, the tip of the second arm 66 moves in a circular arc. Therefore, the base end of the wire device 70 is displaced according to the depression of the pedal body 61. In one example, a biasing member (for example, a spring) may be connected to the pin 66a in order to rotate the rotating shaft 63 and return the position of the pedal body 61 to the position before the depression.

[0028] The wire device 70 transmits the operation of the brake pedal 60 to the transmission mechanism 80. An example of the wire device 70 includes a so-called pull wire. That is, the wire device 70 has a cylindrical outer wire 71 and an inner wire 72 inserted inside the outer wire 71. The length of the inner wire 72 is longer than that of the outer wire 71, and ends of the inner wire 72 are exposed from both ends of the outer wire 71. The inner wire 72 is movable relative to the outer wire 71 in the axial direction. One end (base end 72a) of the inner wire 72 is connected to the second arm 66 (see FIG. 3). In one example, a tension spring 73 is connected to the base end 72a of the inner wire 72, and the tension spring 73 is connected to a pin 66a fixed to the second arm 66. One end (base end 71a) of the outer wire 71 is fixed to the vehicle body frame 4 by, for example, a nut-shaped fixing member 78. The other end (tip 72 b ) of the inner wire 72 and the other end (tip 71 b ) of the outer wire 71 are connected to a transmission mechanism 80 .

[0029] When the brake pedal 60 is depressed, the transmission mechanism 80 transmits the displacement of the tip of the wire device 70 to the main shift lever 52 so as to control the position of the main shift lever 52 to a neutral state. An example of the transmission mechanism 80 includes a pair of brackets 81, 82. The transmission mechanism 80 is supported by a support piece 90 fixed to the body frame 4. The support piece 90 has a pair of side walls 91, 92 facing each other and an upper wall 93 connecting upper ends of the pair of side walls 91, 92. A slit 93a is formed in the upper wall 93, and a part of the lever body 55 is housed in the slit 93a.

[0030] One side wall 91 is provided with a pair of rotation shafts 91a, 91b that protrude from the side wall 91 and extend in the same direction as the extension direction of the rotation shaft 63. In one example, the pair of rotation shafts 91a, 91b are provided at the same height position and spaced apart from each other in the front-rear direction. In addition, the side wall 91 is provided with a fixed pin 91c that protrudes in the same direction as the extension direction of the rotation shafts 91a, 91b at a position intermediate the pair of rotation shafts 91a, 91b in the front-rear direction and lower than the rotation shafts 91a, 91b. The fixed pin 91c has, for example, a cylindrical shape.

[0031] An upper end of the bracket 81 is rotatably supported by a rear pivot shaft 91b. The bracket 81 is, for example, substantially plate-shaped. A connection pin 81a (see FIG. 4) protruding from the bracket 81 in the plate thickness direction of the lever body 55 is provided on the lower side of the bracket 81. A tip end 72b of the inner wire 72 is rotatably connected to the connection pin 81a by a connection member 74. That is, the bracket 81 connected to the inner wire 72 has a pivot shaft 91b that rotatably supports the bracket 81 at a position above the connection position with the inner wire 72.

[0032] An upper end of the bracket 82 is rotatably supported by a front pivot shaft 91a. The bracket 82 is, for example, substantially plate-shaped. A protruding piece 82a that protrudes from the bracket 82 in the plate thickness direction of the lever body 55 is provided at the lower front end of the bracket 82. A tip end 71b of the outer wire 71 is fixed to the protruding piece 82a by a nut-shaped fixing member 75. In other words, the bracket 82 connected to the outer wire 71 has a pivot shaft 91a that rotatably supports the bracket 82 at a position above the connection position with the outer wire 71.

[0033] Between the pair of brackets 81, 82, an engagement pin 55b provided on the main shift lever 52 and a fixed pin 91c provided on the side wall 91 are disposed. In one example, the engagement pin 55b and the fixed pin 91c are cylindrical and have the same diameter. The rotation of the bracket 81 is restricted by the bracket 81 abutting against the fixed pin 91c. The rotation of the bracket 82 is restricted by the bracket 82 abutting against the fixed pin 91c.

[0034] Next, the operation of the position control mechanism 100 of the main shift lever 52 will be described. Figures 4 to 6 are diagrams for explaining the position control mechanism that controls the position of the main shift lever 52 by the operation of the brake pedal 60. Figure 4 is a diagram showing the vicinity of the transmission mechanism 80 when the main shift lever 52 is in a neutral position. Figure 5 is a diagram showing the vicinity of the transmission mechanism 80 when the main shift lever 52 is in a forward position. Figure 6 is a diagram showing the vicinity of the transmission mechanism 80 when the main shift lever 52 is in a reverse position. In the following description, clockwise and counterclockwise directions are based on Figures 4 to 6.

[0035] As shown in Fig. 4, in one example of the position control mechanism 100, when the main shift lever 52 is in the neutral state, the positions of the fixed pin 91c and the engagement pin 55b in the front-rear direction (the left-right direction on the paper surface of Fig. 4) are the same. In Fig. 4, the inner wire 72 is pulled toward the base end 72a, and the engagement pin 55b and the fixed pin 91c are clamped by the pair of brackets 81, 82.

[0036] When the operator moves the vehicle 2 forward, i.e., when the main shift lever 52 is in a forward movement state, the main shift lever 52 rotates counterclockwise from the position in the neutral state as shown in Fig. 5. Therefore, the engagement pin 55b moves forward from the position in the neutral state. Pressed by the engagement pin 55b, the bracket 82 rotates clockwise from the position in Fig. 4. With the movement of the bracket 82, the tip 72b side of the inner wire 72 is pulled out relatively from the outer wire 71.

[0037] When the brake pedal 60 is depressed by an operator in the state shown in Fig. 5, the brake device BS is operated and the inner wire 72 is pulled toward the base end 72a by the second arm 66. Accordingly, the tip end 72b side of the inner wire 72 is pulled into the outer wire 71. In the state shown in Fig. 5, the rotation of the bracket 81 is restricted by the fixing pin 91c, so that the bracket 82 rotates counterclockwise in response to a change in the relative position in the axial direction between the outer wire 71 and the inner wire 72. As the bracket 82 rotates, the engaging pin 55b engaged with the bracket 82 also moves, so that the main shift lever 52 rotates clockwise.

[0038] When the bracket 82 comes into contact with the fixed pin 91c, the rotation of the bracket 82 is restricted, resulting in the state shown in Fig. 4, i.e., the neutral state. In this state, the rotation of both the bracket 81 and the bracket 82 is restricted by the fixed pin 91c. Therefore, when the brake pedal 60 is further depressed, the tension spring 73 connected to the base end 72a of the inner wire 72 may expand.

[0039] When the operator reverses the vehicle 2, that is, when the main shift lever 52 is in the reverse state, the main shift lever 52 rotates clockwise from the position in the neutral state as shown in Fig. 6. Therefore, the engagement pin 55b moves rearward from the position in the neutral state. Pressed by the engagement pin 55b, the bracket 81 rotates counterclockwise from the position in Fig. 4. With the movement of the bracket 81, the tip 72b side of the inner wire 72 is pulled out from the outer wire 71.

[0040] When the brake pedal 60 is depressed by the operator in the state shown in FIG. 6, the brake device BS is operated and the inner wire 72 is pulled toward the base end 72a by the second arm 66. Accordingly, the tip end 72b side of the inner wire 72 is pulled into the outer wire 71. In the state shown in FIG. 6, the rotation of the bracket 82 is restricted by the fixed pin 91c, so that the bracket 81 rotates clockwise in response to a change in the relative position of the outer wire 71 and the inner wire 72 in the axial direction. As the bracket 81 rotates, the engagement pin 55b engaged with the bracket 81 also moves, so that the main shift lever 52 rotates counterclockwise. Then, when the bracket 81 abuts against the fixed pin 91c, the rotation of the bracket 81 is restricted, and the state returns to the state shown in FIG. 4, i.e., the neutral state. In this state, the rotation of both the bracket 81 and the bracket 82 is restricted, so that when the brake pedal 60 is further depressed, the tension spring 73 connected to the base end 72a of the inner wire 72 may be stretched.

[0041] As described above, in the position control mechanism 100, when the vehicle 2 is moving forward or backward, the brake pedal 60 is depressed to stop the vehicle 2. The base end of the wire device 70 is connected to the brake pedal 60, and when the brake pedal 60 is depressed, the tip of the wire device 70 is displaced. The transmission mechanism 80 transmits the displacement of the tip of the wire device 70 to the main shift lever 52, and the position of the main shift lever 52 returns to the neutral state. In this way, the main shift lever 52 is controlled to return to the neutral state in response to the brake operation, so that unintended starting of the vehicle 2 after the brake is released is suppressed.

[0042] In one example, the wire device 70 has an outer wire 71 and an inner wire 72 slidably inserted inside the outer wire 71. The transmission mechanism 80 includes a pair of brackets 81, 82, one of which is connected to the outer wire 71 and the other of which is connected to the inner wire 72. Therefore, the movement of the pair of brackets 81, 82 can be controlled according to the relative positions of the outer wire 71 and the inner wire 72 in the axial direction. An engagement pin 55b provided on the main shift lever 52 is disposed between the pair of brackets 81, 82, and the pair of brackets 81, 82 clamp the engagement pin 55b at a predetermined position according to the change in the relative positions of the outer wire 71 and the inner wire 72 in the axial direction. In this configuration, the engagement pin 55b, which is in a position displaced from the predetermined position, is displaced to a predetermined position by being pressed by one or the other bracket according to the change in the relative positions of the outer wire 71 and the inner wire 72 in the axial direction. In this case, a state in which the engaging pin 55b is in a predetermined position corresponds to a neutral state, and a state in which the engaging pin 55b is displaced from the predetermined position corresponds to a forward state and a reverse state.

[0043] As described above, the change in the relative position between the outer wire 71 and the inner wire 72 in the axial direction controls the movement of the pair of brackets 81, 82. The movement of the pair of brackets 81, 82 can be restricted by the fixed pin 91c disposed between the pair of brackets 81, 82. In particular, in one example, when the engagement pin 55b is held between the pair of brackets 81, 82, the fixed pin 91c is also held between the pair of brackets 81, 82. That is, when the movement of the pair of brackets 81, 82 is restricted by the fixed pin 91c, the engagement pin 55b is held at a predetermined position. Since the trajectory of the engagement pin 55b is determined, when both the fixed pin 91c and the engagement pin 55b are held between the brackets 81, 82, the position of the engagement pin 55b is uniquely determined. Therefore, the engagement pin 55b can be easily returned to the predetermined position.

[0044] One bracket 82 connected to the outer wire 71 has a rotation shaft 91a that rotatably supports the bracket 82 at a position above the connection position with the outer wire 71, and the other bracket 81 connected to the inner wire 72 has a rotation shaft 91b that rotatably supports the bracket 81 at a position above the connection position with the inner wire 72. In this configuration, the movement of the pair of brackets 81, 82 is regulated by the rotation shafts 91a, 91b, making it easy to control the movement of the pair of brackets 81, 82.

[0045] The base end of the wire device 70 is connected to the brake pedal 60 (in one example, a pin 66a linked to the brake pedal 60) via a tension spring 73. In this configuration, a play can be provided in the linkage between the operation of the wire device 70 and the operation of the brake pedal 60. For example, when the brake pedal 60 is further depressed after the main shift lever 52 has returned to the neutral state, the tension spring 73 is extended by the inner wire 72. This reduces the load on the rotating shaft 63 connected to the brake pedal 60 and the like.

[0046] Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment. For example, the present invention is not limited to the vehicle 2 of the self-propelled boom sprayer 1, but may be applied to other riding management machine vehicles. The present invention is not limited to agricultural work machine vehicles, but may be applied to vehicles other than agricultural work machines equipped with HST (for example, construction machines, snow removal machines, etc.). [Explanation of symbols]

[0047] 2...vehicle, 25...HST (hydrostatic transmission), 52...main shift lever (shift lever), 60...brake pedal, 70...wire device, 100...position control mechanism.

Claims

1. A position control mechanism (100) for a gear shift lever (52) for operating a transmission (25) of a vehicle (2), comprising: the gear shift lever (52) for controlling the transmission (25) to any one of a forward state for moving the vehicle (2) forward, a neutral state for not transmitting power to the vehicle (2), and a reverse state for moving the vehicle (2) backward; A brake pedal (60) for controlling braking of the vehicle (2); a wire device (70) whose base end is connected to the brake pedal (60) and whose tip is displaced in response to depression of the brake pedal (60); a transmission mechanism (80) that transmits the displacement of the tip of the wire device (70) to the shift lever (52) so as to control the position of the shift lever (52) to the neutral state when the brake pedal (60) is depressed; The wire device (70) has an outer wire (71) and an inner wire (72) inserted inside the outer wire (71), The transmission mechanism (80) a pair of brackets (81, 82) one of which is connected to the outer wire (71) and the other of which is connected to the inner wire (72); an engagement pin (55b) provided on the shift lever (52) and disposed between the pair of brackets (81, 82), The speed change lever (52) is provided to be rotatable along a rotation surface with a first rotation shaft (55a) as a rotation center, The engagement pin (55b) protrudes from the shift lever (52) in a direction perpendicular to the rotation surface, When the brake pedal (60) is depressed, the pair of brackets (81, 82) clamp the engagement pin (55b) at a predetermined position in response to a change in the relative position of the outer wire (71) and the inner wire (72) in the axial direction, The one bracket (82) connected to the outer wire (71) has a second rotation shaft (91a) different from the first rotation shaft (55a) for rotatably supporting the bracket (82) at a position above the connection position with the outer wire (71), the other bracket (81) connected to the inner wire (72) has a third rotation shaft (91b) different from the first rotation shaft (55a) and the second rotation shaft (91a) and rotatably supporting the bracket (81) at a position above the connection position with the inner wire (72); The second rotation shaft (91a) and the third rotation shaft (91b) extend along a direction in which the engagement pin (55b) projects.

2. The bracket further includes a fixing pin (91c) disposed between the pair of brackets (81, 82), 2. The position control mechanism (100) according to claim 1, wherein the pair of brackets (81, 82) sandwich the fixed pin (91c) while sandwiching the engagement pin (55b).

3. 3. The position control mechanism (100) according to claim 1 or 2, wherein the base end of the wire device (70) is connected to a brake pedal (60) via a spring (73).

4. A position control mechanism (100) described in any one of claims 1 to 3, wherein the engagement pin (55b) is located above the first rotating shaft (55a).

5. A vehicle comprising a position control mechanism (100) according to any one of claims 1 to 4.

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