Work vehicles

Abstract

To provide a work vehicle capable of releasing an auto cruise by operation of a brake pedal with a compact configuration.SOLUTION: A work vehicle includes: gear shift pedals 18f, 18r for operating a non-stage transmission 41; a brake pedal 19 for controlling a vehicle body; and a cruise arm 82 for fixing the gear shift pedal 18f at a predetermined stamping position in cooperation with a cruise lever 85. A cruise release coordination link 88 connects the brake pedal 19 and the cruise arm 82 so that the cruise arm 82 is operated in a release direction by stamping the brake pedal 19, and is arranged facing a brake pedal arm 19b across the gear shift pedal 18f.SELECTED DRAWING: Figure 13

Description

Technical Field

[0001] The present invention relates to a work vehicle such as an agricultural tractor.

Background Art

[0002] There is a known work vehicle that includes a brake pedal at the driver's left foot area facing the forward direction, a brake mechanism on the side of the transmission case in the lower right side, and an auto cruise on / off lever configured on the fender on the side of the driver's seat. When the brake pedal is depressed, the auto cruise engaged state is released (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] With such a configuration, it is possible to operate the auto cruise on with the auto cruise on / off lever on the fender, and to release the auto cruise engaged state by depressing the brake pedal. However, in the above configuration, the brake pedal and the auto cruise on / off lever are connected by a push-pull wire, so that depressing the brake pedal acts on the auto cruise mechanism. Since the brake pedal and the auto cruise on / off lever are arranged at a separated position, a long wire is required. Further, since the brake pedal operation acts on the auto cruise mechanism via the auto cruise on / off lever, the transmission path of the action has become enlarged.

[0005] An object of the present invention is to provide a work vehicle that can be compactly configured and can cancel auto cruise by operating a brake pedal.

Means for Solving the Problems

[0006] The first invention is, In a work vehicle equipped with a continuously variable transmission (41) and a gear shift pedal (18f, 18r) for operating the gear shift pedal (18f) and a brake pedal (19) for braking the vehicle body, a cruise arm (82) is provided that is linked to a cruise lever (85) to fix the gear shift pedal (18f) in a predetermined depressed position, and the brake pedal (19) and the cruise arm (82) are connected by a cruise release linkage (88), so that when the brake pedal (19) is pressed, the cruise arm (82) is operated in the release direction. The brake pedal (19) is configured to be rotatable around the pedal interlocking shaft (76) by means of a brake pedal arm (19b) and a bracket member (19c) integrated with the brake pedal arm (19b). The pedal arm (18a) of the gear shift pedal (18f) is provided with a sawtooth-shaped engaging claw (81), The cruise arm (82) has a cruise fixing claw (83) formed at the tip of the L-shaped arm that engages with the engagement claw (81), The cruise control release link (88) is configured to be located inside the pedal arm (18a) and includes a bracket (84b) that rotates the cruise control arm (82), and a relay rod (87) that connects the bracket member (19c), which is integrated with the brake pedal arm (19b), to the bracket (84b). The cruise arm shaft (84) is configured to extend from the inside to the outside of the pedal arm (18a), while the cruise arm (82) and the engaging claw (81) are configured on the outside of the pedal arm (18a). The cruise control release link (88) is a work vehicle characterized by being configured to overlap with the pedal arm (18a) in a side view when the forward pedal (18f) is locked in a predetermined depressed position. The second aspect of the present invention is: The first work vehicle of the present invention is configured such that an elongated hole (87a) is provided in the relay rod (87), and when the cruise arm (82) is operated without the brake pedal (19) being pressed, the connection between the cruise arm (82) and the relay rod (87) moves within the range of the elongated hole (87a). First invention related to the present invention In a work vehicle equipped with a continuously variable transmission 41, gear shift pedals 18f and 18r for operating the gear shift pedal 41, and a brake pedal 19 for braking the vehicle body, a cruise arm 82 is provided that locks the gear shift pedal 18f in a predetermined depressed position in conjunction with the cruise lever 85, and the brake pedal 19 and the cruise arm 82 are connected by a cruise release linkage link 88, so that when the brake pedal 19 is pressed, the cruise arm 82 is moved in the release direction.

[0007] A second invention related to the present invention is the same as the first invention related to the present invention. In this configuration, the cruise control release link 88 is positioned to face the brake pedal arm 19b, with the gear shift pedal 18f in between.

[0008] A third invention related to the present invention is a first or second invention related to the present invention. In this configuration, the cruise control release link 88 includes a relay rod 87 that connects the pedal interlocking shaft 76 of the brake pedal 19 to the cruise arm shaft 84. The cruise arm shaft 84 is positioned below the gear shift pedal 18f, with the cruise arm 82 positioned on one side of the gear shift pedal 18f and the relay rod 87 on the other side.

[0009] A fourth invention related to the present invention is a third invention related to the present invention. In this configuration, an elongated hole 87a is provided in the relay rod 87, and when the cruise arm 82 is operated without the brake pedal 19 being pressed, the connection between the cruise arm 82 and the relay rod 87 moves within the range of the elongated hole 87a. [Effects of the Invention]

[0010] According to the present invention, it is possible to disengage the auto cruise by operating the brake pedal 19 with a compact configuration. In particular, the cruise arm shaft 84 is configured to extend from the inside to the outside of the pedal arm 18a, and the cruise arm 82 and the engaging claw 81 are configured on the outside of the pedal arm 18a. Furthermore, the cruise disengagement link 88 is configured to overlap with the pedal arm 18a in a side view when the forward pedal 18f is locked in a predetermined depressed position, so that the cruise mechanism can be configured compactly. Inventions 1 to 3 related to the present invention According to the present invention, the compact configuration enables the release of the auto cruise by operating the brake pedal 19. In particular, according to the invention described in claim 3, while the shift pedal 18f and the brake pedal 19 are arranged close to each other, the cruise arm 82 and the relay rod 87 are arranged opposite to each other via the cruise arm shaft 84 below the shift pedal 18f, so that a narrow space can be effectively utilized.

[0011] According to the fourth invention related to the present invention, the third invention related to the present invention In addition to the above effects, the relay rod 87 and thus the cruise release linkage 88 can be configured not to interfere with the operation of the cruise arm 82.

Brief Description of the Drawings

[0012] [Figure 1] It is a left side view of a tractor according to an embodiment of the work vehicle of the present invention. [Figure 2] It is a plan view of the tractor of FIG. 1. [Figure 3] It is a power transmission line diagram of the power transmission device of the tractor. [Figure 4] It is a schematic diagram showing the configuration and operating state of the hydrostatic continuously variable transmission of the tractor. [Figure 5] It is a perspective view showing the brake pedal and the linkage mechanism of the tractor. [Figure 6] It is a side view showing the cruise mechanism and the parking mechanism of the tractor. [Figure 7] It is a plan view of FIG. 6. [Figure 8] It is a perspective view of the right side step portion of the cab of the tractor. [Figure 9] It is a plan view of FIG. 8. [Figure 10] It is a side view showing the arrangement of the shift pedal and the brake pedal of the tractor. [Figure 11] It is a right side view showing the operating state of the shift pedal of the tractor. [Figure 12] It is a left side view showing the operating state of the shift pedal of the tractor. [Figure 13]This is a perspective view showing the cruise control status of the tractor. [Figure 14] This is a perspective view of the gear shift pedal, brake pedal, and surrounding area of ​​the tractor. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described below with reference to the drawings.

[0014] Figures 1 and 2 show a tractor 1, which is an example of a work vehicle according to an embodiment of the present invention.

[0015] This tractor 1 has a running body 2 on which an engine 3, a power transmission system 4, a pair of left and right front wheels 5 and rear wheels 6, a driver's seat 7, and other equipment are mounted or provided on a support frame (not shown). The engine 3 is covered by a hood cover 11 that can be opened and closed. The power transmission system 4 consists of a hydrostatic continuously variable transmission (HST) 41, a sub-transmission 51, etc., located in a transmission case 40.

[0016] Furthermore, the tractor 1 is capable of switching between a four-wheel drive (4WD) system, in which the rotational power of the engine 3 is transmitted to the left and right front wheels 5 and left and right rear wheels 6 via a power transmission device 4, and a two-wheel drive (2WD) system, in which the power is transmitted to the left and right rear wheels 6, and it will run in either of these drive systems.

[0017] Furthermore, the tractor 1 can perform desired work by attaching implements such as a rotary tiller (not shown) to the rear of the vehicle body 2 via mounting parts such as a lower link 29. The rear of the vehicle body 2 is provided with a PTO shaft 59 for outputting rotational power from the engine 3 to the attached implement.

[0018] The cockpit 7 has a seat section 7a where the driver sits and a step floor section 7b on which the driver places their feet when getting in or driving.

[0019] In front of the cockpit 7, a steering wheel 12 is provided, which is supported by a steering post 20 on the support frame of the vehicle body 2 and steers the front wheels 5. In front of the steering wheel 12, a display panel 13 is provided that displays information related to the operation (driving speed, operating status, etc.) to the driver.

[0020] At the upper end of the handle post 20 and below the left end of the steering handle 12, there is a forward / reverse selector lever 14 that is operated when switching between forward and reverse driving.

[0021] Furthermore, an accelerator lever 15 for changing the rotational speed of the engine 3 is provided at the other end of the handle post 20, above the steering handle 12. The accelerator lever 15 is an example of an accelerator control device and is used during work driving.

[0022] The step floor 7b of the cockpit 7 is equipped with an accelerator pedal 16, an HST pedal 18, a brake pedal 19, etc., to the right of the steering column 20.

[0023] The accelerator pedal 16 is an example of an accelerator control device, and is a pedal that is operated to increase the engine speed and, consequently, the vehicle speed of the vehicle 2, depending on the amount it is pressed. This accelerator pedal 16 is primarily used when driving on a road.

[0024] The gear shift pedal (hereinafter referred to as the HST pedal) 18 is an example of a gear shifting device and consists of a pair of forward pedals 18f located on the inside of the vehicle body and reverse pedals 18r located on the outside. It is a foot-operated pedal used to adjust the rotational speed (revolutions per minute) output from the continuously variable transmission 41 consisting of the HST, and consequently the vehicle speed of the vehicle body 2, according to the amount the pedal is pressed. These HST pedals 18f and 18r are mainly used during work driving.

[0025] On the left side of the cockpit 7 in the forward direction, there are auxiliary transmission levers 21, PTO clutch levers 22, main transmission levers 23, etc.

[0026] The sub-transmission lever 21 is operated to select the rotational speed of the rotational power transmitted to the sub-transmission device 51, for example, from one of the low, medium, or high speed gears (vehicle speed ranges). Of these gears, the low and medium speeds are suitable vehicle speed ranges for driving within a field when performing work in the field, while the high speed is suitable for driving on roads when moving between fields, etc. The PTO clutch lever 22 is operated to intermittently transmit power to the PTO shaft 59. The main transmission lever 23 is another example of a transmission control device, and is a lever that operates the trunnion shaft 47 of the continuously variable transmission 41 to change gears.

[0027] As shown in Figure 2, a position lever 24 for raising and lowering the work equipment, an adjustment panel 25, and the like are provided on the right side of the cockpit 7 relative to the forward direction.

[0028] The position lever 24 is an operating lever for adjusting the height when raising or lowering the implement. The adjustment panel 25 is a section where dials, switches, etc., are located for setting necessary adjustments to some of the operations of the tractor 1.

[0029] As shown in Figure 3, the power transmission device 4 is configured such that the rotational power from the output shaft of the engine 3 is first transmitted to the input shaft 32 of the transmission case 40 via the main clutch 31, where it is accelerated by the speed-increasing gears 33a and 33b, and then transmitted to the input shaft 42 of the continuously variable transmission 41. The main clutch 31 operates depending on whether or not the clutch pedal is pressed.

[0030] The continuously variable transmission 41 incorporates the above-mentioned HST and is an integrated device combining a hydraulic pump 43 and a hydraulic motor 44.

[0031] The hydraulic pump 43 is a variable displacement hydraulic pump that operates using the rotational power of the engine 3 input through the input shaft 42. It adjusts the discharge state (direction and flow rate (including zero)) of the hydraulic fluid sent to the hydraulic motor 44 by changing the inclination angle of the swash plate 45 inside the pump. The hydraulic motor 44 is, for example, a fixed displacement hydraulic motor that rotates the motor output shaft 44a in a predetermined direction and at a predetermined rotational speed (number of rotations) according to the state of the hydraulic fluid discharged from the hydraulic pump 43.

[0032] Then, in the power transmission device 4, as shown in Figure 3, the rotational power of the motor output shaft 44a of the hydraulic motor 44 in the continuously variable transmission 41 is output through the drive output shaft 34 via the auxiliary transmission 51 and then transmitted to the left and right rear wheels 6 via the rear wheel differential gear device 35.

[0033] Furthermore, in the power transmission device 4, when the drive switching device 36, which includes the connecting gear, is switched to the four-wheel drive side, the rotational power output from the auxiliary transmission device 51 through the drive output shaft 34 is transmitted to the front wheel relay shaft 37 via the drive switching device 36, and then transmitted to the left and right front wheels 5 via the front wheel speed booster 38 and the front wheel differential gear device 39. The front wheels 5 receive rotational power that is faster than that of the rear wheels 6 only when the front wheel speed booster 38 is activated and speed boosting is performed, but otherwise they receive rotational power at the same rotational speed as the rear wheels 6.

[0034] Furthermore, as shown in Figure 3, the power transmission device 4 is equipped with a pump output shaft 43a that rotates similarly to the input shaft 42 of the hydraulic pump 43 in the continuously variable transmission 41. As a result, in the power transmission device 4, the rotational power of the pump output shaft 43a is transmitted to the PTO relay shaft 57 via the PTO forward / reverse clutch 56, and then transmitted to the PTO shaft 59 via the PTO transmission 58.

[0035] In the continuously variable transmission 41, the swash plate 45 of the hydraulic pump 43 is in the forward output position, neutral position, It can be switched to either the reverse output position or the other position.

[0036] When the swash plate 45 of the continuously variable transmission 41 is switched to the forward output position, the hydraulic motor 44 outputs power from the motor output shaft 44a that rotates in the forward direction and at a rotational speed corresponding to the tilt angle. When the swash plate 45 is switched to the reverse output position, the hydraulic motor 44 outputs power from the motor output shaft 44a that rotates in the reverse direction and at a rotational speed corresponding to the tilt angle. On the other hand, when the swash plate 45 of the continuously variable transmission 41 is switched to the neutral position, the hydraulic motor 44 does not rotate the motor output shaft 44a and does not output power.

[0037] Furthermore, as shown in Figure 4, the continuously variable transmission 41 has a trunnion shaft 47 that rotates to adjust the tilt angle of the swash plate 45 in the hydraulic pump 43. The trunnion shaft 47 is rotated via a trunnion arm 48 that moves by the operation of the shaft rotation mechanism 60.

[0038] The pivot mechanism 60 includes a hydraulic cylinder mechanism 61 that serves as a drive source and a link mechanism 65 that transmits the power from the hydraulic cylinder mechanism 61 to the trunnion arm 48.

[0039] The hydraulic cylinder mechanism 61 consists of a double-acting hydraulic cylinder 62 and a control valve 63 that operates the hydraulic cylinder 62.

[0040] The link mechanism 65 consists of a first swing arm 67, one end of which is connected to the tip of the piston rod 62a of the hydraulic cylinder 62 in the hydraulic cylinder mechanism 61 and is rotatably supported on a first fixed shaft 66a; a second swing arm 68, one end of which is connected to the rear end of the trunnion arm 48 and is rotatably supported on a second fixed shaft 66b; and a connecting arm 69 that rotatably connects the other end of the first swing arm 67 and the other end of the second swing arm 68.

[0041] The control valve 63 supplies hydraulic fluid, sent from a hydraulic pump for a cylinder (not shown), to one end and the other end of the double-acting cylinder section 62b at the required timing, thereby extending or retracting the piston rod 62a. The control valve 63 is an electromagnetic hydraulic proportional valve equipped with a pair of solenoids 63a and 63b that control the hydraulic fluid supply operation, with one solenoid 63a acting for extension and the other solenoid 63b acting for retraction. In Figure 4, the reference numeral 64 indicates the oil supply pipes connecting the control valve 63 to one end and the other end of the cylinder section 62b, respectively.

[0042] In this axial rotation mechanism 60, when the hydraulic fluid supply operation of the control valve 63 extends the piston rod 61a of the hydraulic cylinder mechanism 61 from a position corresponding to the neutral position shown in Figure 4 in the direction indicated by arrow D1, the force of the extending piston rod 61a is transmitted to the trunnion arm 48 via the link mechanism 65, and the trunnion arm 48 then operates to rotate the trunnion shaft 47 in the direction indicated by arrow E1. In this case, the swash plate 45 of the hydraulic pump 43 is moved to tilt toward the forward output position.

[0043] Furthermore, when the piston rod 61a of the hydraulic cylinder mechanism 61 is shortened from the neutral position in the direction indicated by arrow D2 by the hydraulic fluid supply operation of the control valve 63, the force of the shortened piston rod 61a is transmitted to the trunnion arm 48 via the link mechanism 65, and the trunnion arm 48 then operates to rotate the trunnion shaft 47 in the direction indicated by arrow E2. In this case, the swash plate 45 of the hydraulic pump 43 is moved to tilt toward the reverse output position.

[0044] Furthermore, as shown in Figure 4, the continuously variable transmission 41 is equipped with a neutral holding mechanism 49 that holds the trunnion shaft 47, which rotates the swash plate 45, and the trunnion arm 48 in a neutral position.

[0045] The neutral holding mechanism 49 has a cam plate 49a configured to rotate together with the trunnion shaft 47 as a support shaft and return to the neutral position, and a roller 49b which is pressed against the recessed peripheral cam portion of the cam plate 49a with elastic biasing force. The trunnion shaft 47 has one end rotatably connected to a part of the cam plate 49a relative to this neutral holding mechanism 49.

[0046] In the continuously variable transmission 41, when the pivot mechanism 60 is not operating, the neutral holding mechanism 49 holds the trunnion arm 48 in the neutral position (see Figure 4), thereby returning the swash plate 45 to the neutral position.

[0047] In the continuously variable transmission 41, when the amount of operation of the shift lever 23 is detected by the main shift position sensor (not shown) or when the amount of depression of the HST pedals 18f and 18r is detected by the HST pedal position sensor (not shown), the drive current values ​​supplied to the solenoids 63a and 63b of the control valve 63 in the shaft rotation mechanism 60 are controlled according to the detected values. As a result, in the continuously variable transmission 41, the trunnion shaft 47 is rotated in the required direction by a required angle corresponding to the amount of depression via the trunnion arm 48.

[0048] As a result, in the continuously variable transmission 41, the inclination angle of the swash plate 45 in the hydraulic pump 43 is arbitrarily changed in conjunction with the rotation of the trunnion shaft 47, thereby adjusting the direction and flow rate of the hydraulic fluid discharged from the hydraulic pump 43 to the hydraulic motor 44. This allows the hydraulic motor 44 to output rotational power that rotates in the required direction and is continuously changed to the required rotational speed (rotational speed) through the motor output shaft 44a.

[0049] In the power transmission device 4, the rotational power of the motor output shaft 44a of the hydraulic motor 44 in the continuously variable transmission 41 is output through the drive output shaft 34 via the auxiliary transmission 51 and then transmitted to the left and right rear wheels 6 via the rear wheel differential gear device 35.

[0050] Furthermore, the left and right differential output shafts 70L and 70R of the rear wheel differential gear device 35 are equipped with left and right brake mechanisms 71L and 71R at their respective ends. Between the left and right differential output shafts 70L and 70R and the rear axles 72L and 72R that support the left and right rear wheels 6L and 6R, a final reduction mechanism 73L and 73R, consisting of a combination of spur gears, is formed.

[0051] The configuration and interlocking configuration of the left and right brake mechanisms 71L and 71R will now be described. Since the left and right brake mechanisms 71L and 71R have a common configuration, the symbols L, which means the left side, and R, which means the right side, will be omitted as appropriate in the description. The brake mechanism 71 is a known configuration that includes a brake disc fitted to the differential output shaft 70 and slidable in the axial direction, a pair of brake cam discs, a cam mechanism consisting of a rotating cam plate and a ball, etc. The differential output shaft 70 can be braked by pressing the brake disc against the fixed wall while it is being pushed open by the cam mechanism.

[0052] An axle case (not shown) that supports and covers the differential output shaft 70 and the rear axle 72 is connected to the transmission case 40. Brake arms 74L and 74R, which interlock the cam mechanisms of the brake mechanisms 71L and 71R, are provided at the left and right ends of a brake operating shaft 75 that is rotatable around a horizontal axis on the left and right axle cases.

[0053] The brake pedal 19 that operates the brake mechanisms 71L and 71R is rotatably mounted around a horizontal axis. More specifically, a pedal interlocking shaft 76 is provided below the step floor portion 7b of the cockpit 7. The base boss 19a of the brake pedal 19 is mounted on the right side of the pedal interlocking shaft 76 so as to pass through it. A left pedal arm 77L and a right pedal arm 77R are provided at the left and right ends of the pedal interlocking shaft 76. The left pedal arm 77L and the left brake arm 74L are connected via a left brake rod 78L and a left brake link 79L, and the right pedal arm 77R and the right brake arm 74R are connected via a right brake rod 78R and a right brake link 79R. Therefore, when the brake pedal 19 is pressed, the left and right brake rods 78L and 78R and the left and right brake links 79L and 79R are linked, and the left and right brake arms 74L and 74R are simultaneously operated, putting both brake mechanisms 71L and 71R into a braking state. Furthermore, the arm 19b of the brake pedal 19 is positioned between the forward pedal 18f and the reverse pedal 18r and is configured to move up and down by rotational operation.

[0054] Next, the cruise mechanism C for maintaining the HST pedal 18 in a depressed state in the forward operating range or releasing the HST pedal 18 maintained state will be described. Of the HST pedals 18, the pedal arm 18a of the forward pedal 18f is provided with a sawtooth-shaped engaging claw 81, and by engaging this with a cruise fixing claw 83 provided on the cruise arm 82, the forward pedal 18f can maintain a predetermined depressed position and stop. The cruise arm 82 is formed as an L-shaped arm and has a cruise fixing claw 83 at its tip that faces the engaging claw 81, and is configured to rotate in forward and reverse directions around the cruise arm axis 84 so that the cruise fixing claw 83 can move closer to or away from the engaging claw 81.

[0055] A cruise lever 85 is provided on the right side of the handle post 20, and a connecting rod 86 connects the cruise lever 85 to a first bracket 84a integrally provided at the end of the cruise arm shaft 84. By operating the cruise lever 85, the connecting rod 86 is pushed down (arrow Y direction in Figure 13), which rotates the cruise arm shaft 84 (arrow Z direction in the same figure), pressing the cruise fixing claw 83 against the engaging claw 81 and locking the pedal support shaft 80 in a predetermined depressed position. When the cruise lever 85 is operated to the opposite side, the connecting rod 86 is pulled up, and the cruise fixing claw 83 can be separated from the engaging claw 81. Thereafter, the connecting rod 86 returns to its original position due to the biasing force of the spring 86b, and the restriction on the pedal support shaft 80 and the forward pedal 18f is released.

[0056] Furthermore, a cruise release linkage linkage 88 is configured between the pedal interlocking shaft 76 of the brake pedal 19 and the cruise arm 82, which interlocks the cruise arm 82 to the cruise release side. Specifically, a relay rod 87, consisting of a plate member 87b with an elongated hole 87a and a screw adjustment rod 87c formed to allow adjustment of the shaft length, is rotatably connected to a bracket member 19c that is integrated with the pedal interlocking shaft 76 or the brake pedal arm 19b, and a linkage pin 84c at the tip of a second bracket 84b fixed to the middle part of the cruise arm shaft 84 is positioned to protrude through the elongated hole 87a. These bracket member 76a, relay rod 87, second bracket 84b, etc. constitute the cruise release linkage linkage linkage 88.

[0057] Therefore, when the forward pedal 18f is locked in a predetermined depressed position by operating the cruise lever 85, pressing the brake pedal 19 causes the cruise arm 82 to rotate in the direction of the reverse arrow Z in Figure 13 via the pedal interlocking shaft 76, bracket member 76a, relay rod 87, linkage pin 84c, and second bracket 84b, allowing the cruise fixing claw 83 to be separated from the engaging claw 81, and releasing the forward pedal 18f from the depressed position.

[0058] Furthermore, since the linking pin 84c of the second bracket 84b is slidable along the elongated hole 87a, the cruise control arm 82 can be released in a non-braking state when the brake pedal 19 is not pressed. In other words, since the intermediate rod 87 is provided with an elongated hole 87a, when the cruise control arm 82 is operated without the brake pedal 19 being pressed, the linking pin 84c, which is the connection between the cruise control arm 82 and the intermediate rod 87, moves within the range of the elongated hole 87a. As a result, the cruise control release operation by the cruise control lever 85 can be performed without being affected by the brake pedal 19, that is, the intermediate rod 87 and thus the cruise control release link 88 do not hinder the operation of the cruise control arm 82.

[0059] Furthermore, the relay rod 87 and the second bracket 84b of the cruise control release link 88 are positioned below the pedal arm 18a of the forward pedal 18f and inside the vehicle body, and the cruise control arm 82 is positioned between the pedal arm 18a of the forward pedal 18f and the pedal arm 19b of the brake pedal 19. The cruise control arm shaft 84 is also positioned below the pressing of each pedal arm 18a and 19b. As a result, the interlocking configuration of the cruise control mechanism can be arranged compactly, shortening the length of the link mechanism and wire routing, and thus reducing bulk.

[0060] Therefore, the cruise locking mechanism C1 is formed by an engaging claw 81 on the pedal arm 18a of the forward pedal 18f of the HST pedal 18, a cruise arm 82 having a cruise locking claw 83, a cruise lever 85, etc. On the brake pedal 19 side, a cruise release mechanism C2 is configured to link the cruise arm 82 to the cruise release side via a cruise release linkage link 88. The cruise mechanism C consists of the cruise locking mechanism C1, the cruise release mechanism C2, the cruise lever 85, etc.

[0061] In Figures 6 and 7, the interlocking shaft 12a of the steering handle 12 is supported and erected on the frame portion 20a of the handle post 20. The cruise lever 85 is then supported on one side of this frame portion 20a (the right side in the illustrated example). [Explanation of symbols]

[0062] 18f Forward pedal (gear shift pedal) 18r Reverse pedal (gear shift pedal) 19 Brake pedal 19b Brake pedal arm 41 Continuously Variable Transmission 76 Pedal linkage axis 82 Cruise Arm 84 Cruise Arm Axis 85 Cruise Lever 87 Intermediate Rod 87a long hole 88 Cruise Deactivation Link

Claims

1. In a work vehicle equipped with a continuously variable transmission (41) and a gear shift pedal (18f, 18r) for operating the gear shift pedal (18f), a cruise arm (82) is provided that locks the gear shift pedal (18f) in a predetermined depressed position in conjunction with a cruise lever (85), and the brake pedal (19) and the cruise arm (82) are connected by a cruise release linkage (88), so that when the brake pedal (19) is depressed, the cruise arm (82) is operated in the release direction. The brake pedal (19) is configured to be rotatable around the pedal interlocking shaft (76) by means of a brake pedal arm (19b) and a bracket member (19c) integrated with the brake pedal arm (19b). The pedal arm (18a) of the gear shift pedal (18f) is provided with an engagement claw (81) formed in the shape of a saw blade. The cruise arm (82) has a cruise fixing claw (83) formed at the tip of the L-shaped arm that engages with the engagement claw (81), The cruise control release link (88) is configured to be located inside the pedal arm (18a) and includes a bracket (84b) that rotates the cruise control arm (82), and a relay rod (87) that connects the bracket member (19c) which is integrated with the brake pedal arm (19b) to the bracket (84b). The cruise arm shaft (84) is configured to extend from the inside to the outside of the pedal arm (18a), while the cruise arm (82) and the engaging claw (81) are configured on the outside of the pedal arm (18a). The cruise control release link (88) is configured to overlap with the pedal arm (18a) in a side view when the forward pedal (18f) is locked in a predetermined depressed position, making it a work vehicle.

2. The work vehicle according to claim 1, wherein the intermediate rod (87) is provided with an elongated hole (87a), and when the cruise arm (82) is operated without the brake pedal (19) being pressed, the connecting portion between the cruise arm (82) and the intermediate rod (87) moves within the range of the elongated hole (87a).

Images