JP6242266B2 - Work vehicle - Google Patents

Description

  The present invention relates to a work vehicle equipped with left and right fenders including a vertical plate component that covers an inner surface of a traveling device from the inside of a vehicle body and a top plate component that covers an upper portion of the traveling device from above.

  The work vehicle as described above includes a vertical plate component (standing wall-shaped mounting plate 1) and a top plate component (circumferential covering body 2) projecting outward in a direction orthogonal to the vertical plate component. The top plate component is provided long in the front-rear direction, and the left and right mounting tongues 5 and 6 having the same shape are provided on the inner side and the outer side of the top plate component, and one of the left and right mounting tongues 5 and 6 is the vertical plate component. There is a structure in which the left and right fenders 3 and 4 are configured in a symmetrical shape by being attached to (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 5-58345

  In the above configuration, the top plate parts in the left and right fenders can be configured as left and right symmetrical parts with left and right symmetrical shapes, thereby reducing costs and facilitating parts management by sharing the left and right top plate parts. Can be planned.

  However, since the vertical plate component is a left / right dedicated component, there is room for improvement in further reducing cost and facilitating component management in the left / right fenders.

  An object of the present invention is to make it possible to further reduce costs and facilitate parts management with respect to left and right fenders.

The problem solving means of the present invention is:
In a work vehicle equipped with left and right fenders including a vertical plate part that covers the inner surface of the traveling device from the inside of the vehicle body and a top plate component that covers the upper part of the traveling device from above,
The top plate component is configured in a symmetrical shape, and each of the vertical plate component and the top plate component is configured as a left and right common component.

  According to this means, two left and right common top plate parts that can be used by inverting the front and rear, and two left and right common vertical plate parts, which are symmetrically shaped, are prepared, and the corresponding top plate The left and right fenders can be configured by connecting the parts and the vertical plate parts.

  Therefore, compared with the case where both the vertical plate parts and the top plate parts in the left and right fenders, or one of them is configured as the left and right dedicated parts, the right and left of each mold for the vertical plate parts and the top plate parts are used. It is possible to reduce the cost by sharing, and facilitate the management of parts by sharing the left and right vertical plate parts and top plate parts.

As one of the means for making the present invention more suitable,
The vertical plate parts are configured in a symmetrical shape.

  According to this means, two left and right common top plate parts and vertical plate parts that can be used by reversing the front and back because of the symmetrical shape are prepared, and one left and right side of each top plate part By connecting the vertical plate parts to the part, it is possible to configure a common left and right fender that can be used by inverting the front and rear.

  Therefore, the fender formed by connecting the top plate component and the vertical plate component can also be made to be the left and right common components, thereby further facilitating component management.

As one of the means for making the present invention more suitable,
The vertical plate parts are configured in a symmetrical shape.

  According to this means, the left and right top plate parts that can be used by reversing the front and rear because it is a symmetrical shape, and the left and right common that are used left and right in a predetermined front and rear orientation because of the left and right symmetrical shape Two vertical plate components are prepared, one vertical plate component is connected to one left and right side of one top plate component, and the other vertical plate component is connected to the left and right other side portion of the other top plate component. By connecting, left and right fenders can be configured.

  Therefore, while reducing the cost by using the left and right molds for the vertical plate component and the top plate component, and simplifying the component management by sharing the left and right vertical plate components and the top plate components, The left and right fenders can be configured with a high degree of freedom in the shape in which the vertical plate parts that cover the inner surface from the inside of the vehicle body can be formed in an asymmetric shape.

As one of the means for making the present invention more suitable,
The left and right fenders include a front cover part that covers a front side of the traveling device,
The front cover part is configured as a left-right common part having a vertically symmetrical shape.

  According to this means, since it has a vertically symmetrical shape, it is provided with a common left and right front cover part that can be used upside down, thereby reducing costs by using a left and right mold for the front cover part. Further, while facilitating component management by sharing the left and right front cover components, it is possible to prevent forward scattering of mud and the like that the traveling device jumps up.

As one of the means for making the present invention more suitable,
The support bracket for supporting the vertical plate component is configured as a left and right symmetric common component.

  According to this means, by providing a left and right support bracket that can be used by reversing the front and rear because it is a symmetrical shape, cost reduction due to the left and right use of the mold for the support bracket, and Parts management can be facilitated by using a common left and right support bracket.

As one of the means for making the present invention more suitable,
The support bracket is provided with a front-rear symmetrical center arrangement of a left connection part that arranges the vertical plate part closer to the front and rear and a right connection part that is arranged closer to the other front and rear with respect to the front-rear center of the support bracket.

  According to this means, the left and right fenders can be connected to the left and right support brackets in a state where the vertical plate parts are arranged at one side of the front and rear with respect to the front and rear centers of the left and right support brackets. That is, the left and right fenders can be arranged at positions closer to the rear than the front and rear centers of the left and right support brackets.

  As a result, the top plate part that covers the upper part of the traveling device from above is configured as a left and right symmetrical part that can be used by inverting the front and back, but the front and rear length of the top plate part is unnecessary. The top plate component can be extended to the rear of the traveling device without increasing the length of the top plate component. Can be received more reliably.

  As a result, it is possible to effectively suppress the scattering of the mud and the like splashed back by the traveling device while reducing the cost by shortening the front and rear length of the top plate component.

As one of the means for making the present invention more suitable,
The top plate component includes a connecting arm that connects to the support bracket,
The vertical plate component and the connection arm are coupled to the support bracket by fastening.

  According to this means, the assemblability can be improved as compared with the case where the vertical plate component and the connecting arm are individually connected to the support bracket.

It is a perspective view of a tractor. It is a rear view of the principal part which shows structures, such as a fender. It is a partially longitudinal left side view of the fender. It is a decomposition | disassembly left view of a fender. It is a partially vertical left view which shows the structure of the fender in another embodiment provided with the front side cover component. It is a partially longitudinal left side view showing a configuration of a fender in another embodiment provided with a front cover part having a vertically symmetrical shape. It is a partially vertical left view which shows the structure of the fender in another embodiment provided with the front side vertical board part. It is a perspective view of the principal part which shows the shape of the guard member with which the fender was equipped, and the handrail. It is a perspective view of the principal part which shows the structure of footrest components. It is a left view of the principal part which shows the structure of footrest components. It is a partially vertical left side view of the main part showing the configuration of the footrest component in another embodiment. It is a vertical side view of the principal part which shows the brake release structure of a brake. It is a front view of the separator plate which shows the brake release structure of a brake. It is a linkage diagram showing the operation structure of the PTO clutch. It is a cross-sectional top view of the principal part which shows the structure of an interlock mechanism. It is a partially vertical left side view of a main part showing a connection start state in a trailer connection operation structure using a top link. It is a partial longitudinal left side view of the principal part showing a state in the middle of connection in the trailer connection operation structure using the top link. It is a partial longitudinal cross-sectional left view of the principal part which shows the connection completion state in the trailer connection operation structure of top link utilization.

  Hereinafter, as an example of an embodiment for carrying out the present invention, an embodiment in which the present invention is applied to a tractor that is an example of a work vehicle will be described with reference to the drawings.

  As shown in FIGS. 1, 9, and 10, the tractor exemplified in this embodiment includes a driving unit 2 in the front half of the body frame 1 and a boarding operation unit 3 in the rear half of the body frame 1. . And the front wheel 4 as a steering wheel that can be driven to the left and right of the driving unit 2 is provided as a traveling device, and the rear wheel 5 as a driving wheel that can be braked to the left and right of the boarding operation unit 3 is provided as a traveling device. It is configured as a wheel drive type.

  The vehicle body frame 1 includes a water-cooled vertical diesel engine (hereinafter referred to as an engine) 9 at the rear part of a front axle frame 7 that supports a front axle case 6 via left and right side members 8 made of steel strip. The housing unit 10 that forms the rear half of the vehicle body frame 1 is connected to the lower portion of the engine 9. A front-rear direction gate-shaped steering frame 11 is erected at the front end of the housing unit 10.

  As shown in FIG. 1, the driving unit 2 is configured by arranging an engine 9 and the like in an engine room formed by a bonnet 12 and the like. The boarding driver 3 includes a steering wheel 13 for steering the front wheels, a driver seat 14 whose position can be adjusted in the front-rear direction, and the like.

  As shown in FIGS. 1 to 4, the housing unit 10 includes a rear axle case 15 that extends left and right from its rear part. Each of the left and right rear axle cases 15 includes a mounting portion 15A for mounting a support bracket 17 that supports a fender 16 for a rear wheel, and the support bracket 17 is detachably connected to the mounting portion 15A by bolts. . Each mounting portion 15A is integrally formed at a predetermined position of the corresponding rear axle case 15 so that the front and rear centers of the support brackets 17 connected to the bolts are aligned with the rotation center of the rear wheel 5 in the front and rear direction.

  As shown in FIGS. 2 to 4, each of the left and right fenders 16 includes a vertical plate part 18 that covers the upper inner surface of the corresponding rear wheel 5 from the inside of the vehicle body, and a top plate that covers the upper part of the corresponding rear wheel 5 from above. A two-piece structure including a plate component 19 is provided.

  Each of the left and right vertical plate parts 18 has a horizontal and short lower edge 18a, and a front and rear one side edge 18b having the same length extending from the both ends of the lower edge 18a toward the upper outer side at the same inclination angle. The front and rear one end upper edge 18d and the front and rear other end side upper edge of the same length extending inward and upward from the upper end of the other side edge 18c, the front and rear one side edge 18b, or the front and rear other side edge 18c. 18e and a substantially hexagonal front-rear symmetrical shape similar to a sector having a horizontal and long upper edge 18f extending from the upper end of the upper edge 18d of the front and rear end side to the upper end of the upper edge 18e of the front and rear other end side. doing. Further, the lower side thereof is formed as a vertical plate portion 18A standing along the rear wheel 5 and the upper edge portion is formed as an inclined portion 18B inclined laterally outward. And by these, it is comprised in the right-and-left common component which can be used by reversing front and back.

  Each of the left and right top plate parts 19 has a U-shaped top plate 20 whose cross-sectional shape when viewed in the front-rear direction, and extends from the top plate 20 to the support bracket 17 along the outer surface of the vertical plate component 3. A connecting arm 21 is provided. Each top plate 20 includes a horizontal portion 20A along the upper edge 18f of the vertical plate component 18, the one end side inclined portion 20B along the front and rear one end upper edge 18d or the front and rear other end side upper edge 18e of the vertical plate component 18, and the like. It is formed in a longitudinally symmetrical shape having an end-side inclined portion 20C. Each connecting arm 21 is formed into a substantially inverted L shape having a joining portion 21A that joins the back surface of the top plate 20 and an extending portion 21B that extends along the outer surface of the vertical plate component 18. . Then, the connecting arm 21 at one end of the front and rear is welded to one end of the top plate 20 at an inclined posture along the front and rear side edge 18 b of the vertical plate component 18. Further, the connecting arms 21 on the front and rear other ends are welded to the front and rear other ends of the top plate 20 in an inclined posture along the front and rear other side edges 18 c of the vertical plate component 18. Furthermore, the front and rear intermediate connecting arms 21 are welded to the front and rear intermediate portions of the horizontal portion 20A in a hanging posture. In this way, the left and right top plate parts 19 are configured in a symmetric shape in the front-rear direction, and are configured as a left-right common part that can be used by inverting the front-back.

  The left and right fenders 16 spot weld the left and right side edges of the top plate 20 of the top plate component 19 to the upper edge portion of the vertical plate component 18, and connect the extending portions 21 </ b> B of the connecting arms 21 to the vertical plate component 18. By spot welding to the outer surface, it is configured as a left and right common part that can be used by inverting the front and back in a symmetric shape. Each connecting arm 21 is configured to function as a reinforcing rib for the vertical plate component 18 and the top plate 20.

  Each of the left and right support brackets 17 includes a flange 17A that enables bolt connection to the rear axle case 15, a vertical wall 17B that enables bolt connection to the lower side in the front and rear center region of the fender 16, and a plurality of reinforcing ribs. 17C, etc., are integrally formed of a casting. Also, the horizontal lower edge 17a, the front and rear one side edge 17b and the front and rear other side edge 17c, the front and rear one side edge 17b extending from the both ends of the lower edge 17a toward the outer upper side at the same inclination angle or the front and rear The same length front and rear one end upper edge 17d and front and rear other end side upper edge 17e extending from the upper end of the other side edge 17c at the same inclination angle and the upper end and front and rear ends of the front and rear one end side upper edge 17d It is formed in a substantially hexagonal front-rear symmetrical shape in a side view having a horizontal and long upper edge 17f, etc., extending across the upper end of the other end side upper edge 17e. Each flange 17A is formed in a rectangular shape in the vertical direction. Each reinforcing rib 17C is symmetrically arranged. In this way, the left and right support brackets 17 are formed in a symmetrical shape in the front-rear direction, and are configured as a left-right common part that can be used with the front-rear inverted.

  Each of the left and right support brackets 17 has the inclination angle of the front and rear one side edge 17b and the front and rear other side edge 17c set to the same angle as the inclination angle of the front and rear one side edge 18b and the front and rear other side edge 18c in the vertical plate component 18. doing. Further, the inclination angles of the front and rear one end upper edge 17d and the front and rear other end upper edge 17e are set to the same angle as the front and rear one end upper edge 18d and the front and rear other end upper edge 18e of the vertical plate component 18. doing.

  Each of the left and right vertical walls 17B has a first screw hole H1 formed in a lower portion on the front and rear center thereof, a second screw hole H2 formed in alignment at a predetermined interval from the first screw hole H1, and a third screw. A hole H3, a fourth screw hole H4, a fifth screw hole H5, a second screw hole H2 adjacent to the first screw hole H1, or a second screw hole H2 formed at the upper end portion spaced apart from the third screw hole H3 at a predetermined interval. 6 screw hole H6, 7th screw hole H7, 8th screw hole H8 formed in the upper end part spaced apart from the 1st screw hole H1 in the direction along the front-rear one side edge 17b, the front and back from the 1st screw hole H1, etc. The ninth screw hole H9 formed at the upper end portion spaced in the direction along the side edge 17c, the connection connecting the center of the first screw hole H1 and the center of the eighth screw hole H8, and the center of the third screw hole H3 A tenth screw hole H10 formed at the intersection of the connection line connecting the center of the seventh screw hole H7 and the first screw hole H7. An eleventh screw hole H11 formed at the intersection of a connection line connecting the center of the hole H1 and the center of the ninth screw hole H9 and a connection line connecting the center of the second screw hole H2 and the center of the sixth screw hole H6. A twelfth screw hole H12 formed in the upper end portion spaced apart from the screw hole H4 in the direction along the front and rear other side edge 17c, and a predetermined interval spaced from the fifth screw hole H5 in the direction along the front and rear one side edge 17b. A thirteenth screw hole H13 formed at the upper end.

  Of the screw holes H1 to H13, the first screw hole H1, the second screw hole H2, the fourth screw hole H4, the sixth screw hole H6, the eighth screw hole H8, the tenth screw hole H10, and the The twelve screw holes H12 constitute a left connecting portion 17Ba in which the fender 16 is disposed on one side of the front and rear with respect to the front and rear center of the vertical wall 17B. In addition, the first screw hole H1, the third screw hole H3, the fifth screw hole H5, the seventh screw hole H7, the ninth screw hole H9, the eleventh screw hole H11, and the thirteenth screw hole H13 form a vertical wall 17B. A right connecting portion 17Bb is provided in which the fender 16 is disposed on the other side in the front-rear direction with respect to the front-rear center. As a result, the left and right vertical walls 17B are provided with a left connecting portion 17Ba and a right connecting portion 17Bb symmetrically arranged in the front-rear direction so as to share the first screw hole H1.

  In each of the left and right fenders 16, the vertical plate component 18 forms eight through holes 18 g that enable bolt connection to the left connection portion 17Ba or the right connection portion 17Bb of the support bracket 17. The top plate component 19 has three through-holes 21a that enable bolt connection to the left connecting portion 17Ba or the right connecting portion 17Bb of the support bracket 17 in each of the connecting arms 21 on both the front and rear ends. . In addition, two through holes 21a are formed in the connecting arm 21 between the front and rear to enable bolt connection to the left connecting portion 17Ba or the right connecting portion 17Bb of the support bracket 17. Accordingly, the vertical plate component 18 and the top plate component 19 are connected to the left connecting portion 17Ba or the right connecting portion 17Bb using the through holes 18g and 21a corresponding to the left connecting portion 17Ba or the right connecting portion 17Bb. It is comprised so that the joint fastening with respect to can be performed.

  From the above configuration, each of the left and right fenders 16 and the left and right support brackets 17 can be configured as a left and right common part that can be used by inverting the front and rear in a symmetric shape. Compared with the case where each of the left and right support brackets 17 and the left and right support brackets 17 is configured as a left and right dedicated part, the cost can be reduced and the part management can be facilitated by combining the left and right molds.

  The left and right fenders 16 connect the left fender 16 to the left connecting portion 17Ba of the left support bracket 17 using seven bolts 22, and connect the right fender 16 to the right support bracket 17. By connecting the right connecting portion 17Bb with the seven bolts 22 with respect to the left and right centers of the support brackets 17, the left and right centers of the fenders 16 are moved from the left and right centers of the support brackets 17 to the rear side. It can be deployed at a position close to the rear by a set distance. In other words, the left and right fenders 16 can be arranged at positions closer to the rear with respect to the left and right rear wheels 5 with the center of the left and right of the fenders 16 separated from the center of rotation of the rear wheels 5 by a set distance. it can. Thus, while configuring the left and right fenders 16 as a left and right common part that can be used by inverting the front and rear in a symmetric shape, the front and rear lengths of the fenders 16 are not unnecessarily increased. The rearward extension length of the top plate 20 in each fender 16 with respect to the rear wheel 5 can be increased. As a result, it is possible to more reliably receive the mud and the like that the rear wheels 5 jump up at the time of traveling forward at a high speed by the top plate 20 of the fenders 16. Scattering can be effectively suppressed.

  As shown in FIG. 5, the left and right fenders 16 include, in addition to the above-described vertical plate component 18 and top plate component 19, a front cover component 23 dedicated to the left and right that covers the front side of the corresponding rear wheel 5 3. A piece structure may be used.

  In the left and right fenders 16 based on this configuration, each front cover component 23 includes a vertical plate portion 23A that covers the inner surface on the front side of the corresponding rear wheel 5 from the inside of the vehicle body, and an upper portion of the front portion of the corresponding rear wheel 5. And a front plate portion 23B that covers the side from the front.

  Each top plate component 19 has the same length in the extending direction of the one end side inclined portion 20B or the other end side inclined portion 20C from the one end side inclined portion 20B and the other end side inclined portion 20C. Are provided with extending portions 20D and 20E. And each extension part 20D and 20E is formed so that it can be used as a support part which supports the front board part 23B of the front cover part 23 corresponding to right and left.

  Each of the front cover parts 23 includes a connecting arm 24 facing in the front-rear direction at the lower end portion thereof. The left connection arm 24 has two penetrations at its rear part that allow bolt connection to the left support bracket 17 using the unused third and fifth screw holes H3 and H5 in the left support bracket 17. A hole 24a is provided. The right connection arm 24 has two penetrations at its rear part that allow bolt connection to the right support bracket 17 using the unused second screw hole H2 and the fourth screw hole H4 in the right support bracket 17. A hole 24a is provided. Accordingly, the left and right front cover parts 23 can be connected to the corresponding support brackets 17 using the two bolts 22 without newly providing screw holes for connecting the front cover parts to the left and right support brackets 17. .

  The front side of each connecting arm 24 is connected to the boarding step 25 by spot welding to the corresponding left and right outer edges of the boarding step 25 (see FIG. 1) provided in the boarding operation unit 3.

  If the left and right fenders 16 configured in such a three-piece structure are connected to the left connecting portion 17Ba or the right connecting portion 17Bb of the corresponding support bracket 17, each fender 16 is placed at the left and right center of each support bracket 17. On the other hand, it can be deployed backward. Accordingly, the front plate portion 23B of the front cover part 23 in each fender 16 can be brought closer to the front end of the rear wheel 5 while extending the rearward extension length of the top plate 20 in each fender 16 to the rear wheel 5. It is possible to widen the boarding / alighting space between the front cover part 23 and the bonnet 12. As a result, the fenders 16 can effectively suppress the scattering in the front-rear direction of the mud and the like that the rear wheels 5 jump up, and can easily get on and off the boarding / alighting space.

  As shown in FIG. 6, in the left and right fenders 16 having a three-piece structure including the front cover part 23, the left and right fenders 16 can be used by inverting the top and bottom by configuring the front cover parts 23 in a vertically symmetrical shape. You may comprise in common parts.

  As shown in FIG. 7, in the left and right fenders 16 having a two-piece structure, each vertical plate component 18 is not provided with the above-described inclined portion 18B, and the above-described front cover component 23 is provided on the vertical plate portion 18A. It may be formed so as to have a front vertical plate portion 18Aa corresponding to the vertical plate portion 23A, and may be configured as a left-right common part having a left-right asymmetric shape and a left-right symmetrical shape.

  In addition, each top plate component 19 is formed on the top plate 20 so as to have an inclined portion 20F corresponding to the inclined portion 18B of the above-described vertical plate component 18, so that the left and right asymmetric left and right asymmetric shapes are common. You may comprise in components.

  Then, a left and right common vertical plate component 18 that is used left and right in a predetermined front and rear posture and a left and right common top plate component 19 that is used left and right by inverting the front and rear are connected to form a left and right dedicated fender 16. You may make it do.

  Although not shown in the drawings, the number and shape of the connecting arms 21 provided in the top plate components 19 can be variously changed as long as the top plate component 19 can be configured as the left and right common components. . For example, each top plate component 19 may be provided with four or five connecting arms 21. Further, the connecting arm 21 may not be provided.

  As shown in FIG. 7, the left and right support brackets 17 include a flange 17 </ b> A that enables bolt connection to the rear axle case 15, and a vertical wall 17 </ b> B that enables bolt connection to the lower side of the fender 16. It may be constituted by a steel plate bent into a substantially L shape.

  Although not shown in the drawings, the left and right support brackets 17 may be configured such that the vertical walls 17 </ b> B are provided with joint portions shared on the left and right.

  Although illustration is omitted, the left and right fenders 16 and the left and right support brackets 17 may be configured for front wheels. Moreover, in the tractor comprised by the semi-crawler specification or full crawler specification provided with a crawler as a traveling apparatus, you may be comprised for crawlers.

  As shown in FIGS. 1, 2, and 8, the left and right fenders 16 include a horizontal portion 20 </ b> A so that the top plate 20 can be used as a loading platform. And each horizontal part 20A is equipped with the guard member 26 which prevents the mounting object mounted in them from dropping out of the vehicle.

  Each guard member 26 is formed by bending a round steel material into a front-rear symmetrical shape having front and rear leg portions 26A that are L-shaped when viewed in the front-rear direction and a U-shaped guard portion 26B that extends across them. It can be used as a left-right common part with a symmetrical shape.

  Accordingly, it is possible to prevent the placed object placed on the horizontal portion 20A of each fender 16 from dropping outside the vehicle while reducing the processing cost by using the left and right guard member 26 and facilitating parts management. it can.

  As shown in FIGS. 1 and 3, the left and right fenders 16 are connected to each other by connecting the rear upper parts of the vertical plate parts 18 with connecting members 27 facing left and right across the vertical plate parts 18. The shape strength is increased. Thereby, the high shape retention strength which can use the horizontal part 20A of each fender 16 as a loading platform can be ensured more reliably.

  As shown in FIGS. 1, 2, and 8, the left and right fenders 16 are equipped with handrails 28 used at the time of getting on and off at the front end portions of the top plates 20. Each handrail 28 includes a front and rear leg portions 28A and 28B connecting the round steel material to the top plate 20 of the corresponding fender 16, a rear rising slope portion 28C extending rearward from the front leg portion 28A, and a rear rising position. The horizontal part 28D extending from the inclined part 28C to the rear leg part 28B is bent and formed into a left-right asymmetrical shape, which is a left-right common part used left and right in a predetermined front-back orientation. The horizontal portions 28D are arranged at positions on the driver's seat side in the respective fenders 16 so that the horizontal portions 28D can be used for an elbow rest or the like during driving.

  As a result, it is possible to easily get on and off while reducing the processing cost by using the left and right handrail 28 and facilitating parts management, and it is possible to ease the riding posture during driving and the like. .

  Although illustration is omitted, the boarding operation unit 3 includes a position-holding type hand accelerator lever that enables constant speed traveling at an arbitrary traveling speed.

  As shown in FIGS. 9 and 10, the boarding operation unit 3 is provided with left and right side brake pedals 29 as operation pedals on the right side of the steering frame 11. Further, a clutch pedal 30 is provided as an operation pedal at a left side portion of the steering frame 11.

  The steering frame 11 is erected at a position in front of the driver seat 14 in the vehicle body frame 1 via a rubber vibration-proof member 31. Further, a control unit 33 of a power steering mechanism 32 configured in a fully hydraulic manner is disposed between the left and right side plates 11A. And the lower cover 34 attached to 11 A of left and right side plates in the state which covers the steering frame 11 with the control unit 33 from back is provided. The lower cover 34 is equipped with a footrest component 35 used by the driver seated on the driver seat 14.

  The footrest part 35 is made of sheet metal bent and formed so as to form a storage space between a round steel footrest portion 35A bent in a U shape in plan view and the lower cover 34. A portion 35B is provided. The storage portion 35B is connected to the lower portion of the footrest portion 35A so that a space formed between the lower cover 34 and the footrest portion 35A becomes an opening. The footrest portion 35A has a lower cover so that the height position of the footrest surface 35a formed by the upper edge thereof is higher than the height positions of the tread surface 29a of each side brake pedal 29 and the tread surface 30a of the clutch pedal 30. 34 is provided on the upper side of the left and right central portion.

  As a result, during constant speed travel where the left and right side brake pedals 29 and the clutch pedal 30 do not need to be depressed, both feet are not on the boarding step where they easily come into contact with the left and right side brake pedals 29 and the clutch pedal 30. By being positioned above the boarding step 25, the footrest component 35 can stably stabilize the footrest component 35 that can reduce the possibility that both feet touch the left and right side brake pedals 29, the clutch pedal 30, etc. Can be put on.

  As a result, for example, when the vehicle body shakes greatly during traveling, unexpected brake operation or clutch operation may be performed due to both feet touching the left and right side brake pedals 29, the clutch pedal 30, and the like. Can be avoided more reliably.

  In addition, since the footrest component 35 is positioned at the left and right central portion of the boarding operation unit 3, it is possible to avoid the possibility that the footrest component 35 becomes an obstacle when getting on and off the boarding / alighting space described above.

  In addition, since the height position of the footrest surface 35a in the footrest component 35 is higher than the height position of the tread surfaces 29a, 30a of the pedals 29, 30, both feet placed on the footrest component 35 are left and right side brake pedals. The possibility of contact with the clutch 29 and the clutch pedal 30 can be avoided more reliably. In addition, it is easy to perform a step changing operation from the footrest component 35 to the left and right side brake pedals 29 and the clutch pedal 30 before the left and right side brake pedals 29 and the clutch pedal 30 are depressed.

  Since the footrest component 35 is provided in the steering frame 11 erected on the vehicle body frame 1 in a vibration-proof state, it is possible to make it difficult for vibration from the vehicle body frame side to be transmitted to the foot placed on the footrest component 35.

  Furthermore, the space below the footrest component 35 can be effectively used as a storage space, and tools, working tools, and the like can be stored.

  In addition, when performing maintenance on the control unit 33 provided between the left and right side plates of the steering frame 11, the footrest component 35 can be removed from the steering frame 11 together with the lower cover 34. Thereby, for example, when the footrest component 35 is provided in the boarding step 25, the footrest component 35 remains on the boarding step even if the lower cover 34 is removed from the steering frame 11, thereby maintaining the control unit 33 and the like. It is possible to avoid the occurrence of inconvenience such that it is difficult to perform.

  As shown in FIG. 11, as the footrest component 35, instead of the round steel footrest portion 35A, the opening formed between the upper edge of the storage portion 35B and the lower cover 34 is closed so as to be openable and closable. It may be configured to use a sheet metal lid 35C as the footrest portion 35A.

  Although not shown, the footrest component 35 may include only a footrest portion 35A made of round steel, square steel, or pipe. Further, the height position of the footrest surface 35a is the same as the height position of the tread surface 29a of each side brake pedal 29 and the tread surface 30a of the clutch pedal 30, or slightly lower than those height positions. It may be equipped to the lower cover 34 so as to become.

  As shown in FIGS. 12 and 13, the left and right side brakes 36 that are linked to the left and right side brake pedals 29 are a plurality of brakes that are externally fitted so as to rotate integrally with each other so as to be able to slide relative to the brake shaft 37. The disc 38 and a plurality of separator plates 40 fitted in the brake case 39 so as to be relatively slidable and relatively non-rotatable are alternately arranged in a multi-plate type. And the predetermined separator plate 40 located every other one among several separator plates 40 acts on the separator plate 40 adjacent to the area | region of the outer peripheral side located in the outer side rather than the outer periphery of the brake disc 38 in those. A plurality (three in FIG. 13) of elastic bodies 41 are arranged and arranged at a constant pitch (120 ° pitch in FIG. 13) in the circumferential direction.

  Each elastic body 41 is made of an elastically deformable resin material such as rubber. And it has column-shaped internal fitting part 41A which fits in the several through-hole 40a formed in the predetermined separator plate 40 for elastic body mounting | wearing, and a pair of action part 41B which acts on the separator plate 40 which adjoins. Is formed. Each action portion 41B has a small-diameter portion having a smaller diameter than the through-hole 40a that facilitates mounting to the through-hole 40a, and a large-diameter portion having a larger diameter than the through-hole 40a that prevents detachment from the through-hole 40a. It has a truncated cone shape. Further, the extension length from the inner fitting portion 41 </ b> A is formed to be larger than the plate thickness of the brake disc 38. When the brake discs 38 and the separator plate 40 are brought into pressure contact with each other by depressing the corresponding side brake pedal 29, they are elastically deformed so as to allow the pressure contact, and the corresponding side brake pedal 29 is depressed. When the pressure contact between the brake discs 38 and the separator plate 40 is released by the operation, the elastic return is performed so that the pressure contact is released, and the initial state is accompanied by the return of the corresponding side brake pedal 29 to the depression release position. It is configured to restore the shape.

  With this configuration, the separation distance between the adjacent separator plates 40 can be made larger than the plate thickness of the brake disc 38 in the brake release state without adversely affecting the braking operation. Can be separated more reliably. As a result, in the brake release state, the adjacent brake disc 38 and separator plate 40 are not sufficiently separated from each other, and the transmission loss occurs in each side brake 36 due to the sliding contact between them and the fuel consumption decreases, or Unnecessary wear of the brake disk 38 and the separator plate 40 can be prevented.

  Although illustration is omitted, in each side brake 36, various changes can be made to the number and arrangement intervals of the elastic bodies 41 in the predetermined separator plate 40. Specifically, the four elastic bodies 41 may be arranged and arranged at a pitch of 90 degrees, or the five elastic bodies 41 may be arranged and arranged at a pitch of 72 degrees.

  Further, each side brake 36 is adjacent to a region on the inner peripheral side located on the inner side of the inner periphery of the separator plate 40 in a predetermined brake disc 38 located every other one of the plurality of brake discs 38. A plurality of elastic bodies 41 acting on the brake disc 38 may be arranged and arranged at a constant pitch in the circumferential direction.

  Further, a plurality of elastic bodies 41 are arranged and arranged at a constant pitch in the circumferential direction in an outer peripheral region located outside the outer periphery of the brake disk 38 in the predetermined separator plate 40, and the separator plate in the predetermined brake disk 38 is provided. A plurality of elastic bodies 41 may be arranged and arranged at a constant pitch in the circumferential direction in a region on the inner circumferential side located inside the inner circumference of 40.

  Further, the elastic body 41 is formed in a ring shape of a large diameter provided between the outer peripheral side regions located outside the outer periphery of the brake disk 38 in the adjacent separator plate 40, or the adjacent brake disk 38. It may be formed in a ring shape of a small diameter equipped between the inner peripheral regions located inside the inner periphery of the separator plate 40 in FIG.

  As shown in FIG. 14, at the left side portion of the driver's seat 14 in the boarding operation unit 3, a lower clutch engagement position and an upper clutch are provided in a front region of the support shaft 42 with a left and right support shaft 42 as a fulcrum. A clutch lever 43 that swings over the cut position is provided. The clutch lever 43 is linked to a release fork 45 for interrupting work power provided in an independent dual clutch 44 built in the housing unit 10 via a mechanical link mechanism 46 for interrupting work power. In the dual clutch 44, work power is interrupted from a work power cut-off state in which the release fork 45 for work power interruption is located at the rear clutch disengagement position by the action of a built-in work biasing spring (not shown). The release fork 45 is configured to return to the working power connection state located at the front clutch engagement position.

  The mechanical link mechanism 46 for interrupting work power includes an operating arm 47, a first linkage rod 48, a short first arm 49, a long second arm 50, a second linkage rod 51, and the like. . The operation arm 47 swings integrally with the clutch lever 43 in the front region of the support shaft 42 with the support shaft 42 as a fulcrum. One end of the first linkage rod 48 is pin-connected to the free end of the operation arm 47, and the other end is pin-connected to the free end of the first arm 49. The first arm 49 and the second arm 50 swing integrally in the vertical direction in the rear region of the support shaft 52 with a left-right support shaft 52 provided at the front and lower side of the support shaft 42 as a fulcrum. The second linking rod 51 is formed in an elastically deformable bent shape, one end of which is pin-connected to the free end of the second arm 50, and the other end is disposed in front of the support shaft 52. The release fork 45 is connected to a pin. In a state where the clutch lever 43 is positioned at the lower clutch engagement position, the connection point P between the second arm 50 and the second linkage rod 51 is positioned below the dead point with respect to the operation of the work engagement biasing spring. In the state where the clutch lever 43 is located at the upper clutch disengagement position, the connection point P is set so as to be located above the dead point. The release fork 45 for interrupting the working power is positioned at the front clutch engagement position with the clutch lever 43 positioned at the lower clutch engagement position, and the clutch lever 43 approaches the upper clutch disengagement position. The connection point P is set so as to be positioned at the rear clutch disengagement position when approaching the lower side of the dead point.

  With this configuration, in the state where the clutch lever 43 is positioned at the lower clutch engagement position, the dual clutch 44 is moved to the front clutch engagement position by the action of the work biasing spring. It can be held in a working power connection position. When the clutch lever 43 in the clutch engagement position is swung toward the upper clutch disengagement position against the action of the work biasing spring, the second arm 50 and the second linkage rod are operated by this operation. When the connection point P with 51 is close to the lower side of the dead point described above, the release fork 45 for interrupting the working power reaches the clutch disengagement position and the dual clutch 44 is switched to the working power shut-off state. Thereafter, when the clutch lever 43 is further swung upward, the second linkage rod 51 is elastically deformed, and the connection point P exceeds the dead point and the clutch lever 43 reaches the clutch disengagement position. The clutch lever 43 reaches the clutch disengagement position, and the second linkage rod 51 is restored to the initial shape. Accordingly, the clutch lever 43 can be held at the upper clutch disengagement position by the action of the work energizing spring, and the dual clutch 44 is connected to the release fork 45 for interrupting the work power by the rear clutch. The work power can be held in the cut-off position. When the clutch lever 43 in the clutch disengagement position is swung toward the lower clutch engagement position, the second linkage rod 51 is elastically deformed so that the connection point P exceeds the dead point and is below the dead point. When the connection point P moves below the dead point, the second linkage rod 51 is restored to the initial shape. Thereafter, as the clutch lever 43 reaches the clutch engagement position, the release fork 45 for interrupting the work power reaches the clutch engagement position on the front side, and the dual clutch 44 is switched to the work power connection state. Due to the action of the urging spring, the dual clutch 44 can be held in a working power connection state in which the release fork 45 for interrupting the working power is located at the front clutch engagement position.

  That is, due to the operation of the work biasing spring built in the dual clutch 44 by the switching operation beyond the dead point using the elastic deformation of the second linkage rod 51, the dual clutch 44 is connected to the release fork for intermittent operation power. The work power connection state in which 45 is located at the front clutch engagement position and the work power interruption state in which the release fork 45 for interrupting work power is located at the rear clutch disengagement position can be switched and held, and the clutch lever 43 can be switched and held between the lower clutch engaged position and the upper clutch disengaged position.

  Although illustration is omitted, the clutch lever 43 and the mechanical link mechanism 46 for interrupting the working power move the clutch lever 43 to the upper clutch engagement position by a switching operation exceeding the dead point using the elastic deformation of the second linkage rod 51. And may be configured to be switched and held between the lower clutch disengagement position.

  Although not shown in the drawings, the dual clutch 44 has a release fork for intermittent driving power linked to the clutch pedal 30 via a mechanical link mechanism for intermittent driving power. In this state, when the depression operation of the clutch pedal 30 is released by this linkage, the clutch pedal 30 is engaged with the clutch by the action of a running energizing spring (not shown) provided in the dual clutch 44. The dual clutch 44 can be held in the driving power connected state where the release fork for driving power interruption is positioned at the front clutch engagement position. Then, when the clutch pedal 30 is depressed from the clutch engaged position to the clutch disengaged position against the action of the travel energizing spring, the dual clutch 44 is reached as the clutch pedal 30 reaches the clutch disengaged position. Can be switched to the traveling power cut-off state in which the release fork for traveling power interruption is located at the rear clutch disengagement position. Thereafter, when the depression operation of the clutch pedal 30 is released, the clutch pedal 30 can be returned from the clutch disengagement position to the clutch engagement position by the action of the energizing spring for travel, and held at the clutch engagement position. The dual clutch 44 can be held in the traveling power connected state by switching to the traveling power connected state where the release fork for traveling power interruption is located at the front clutch engagement position.

  Although not shown, the housing unit 10 includes a gear-type main transmission, a gear-type sub-transmission, and the like that change the power for traveling from the engine 9 via the dual clutch 44.

  As shown in FIG. 15, an interlock mechanism 53 is provided outside the housing unit 10 to prevent the double transmission state in the auxiliary transmission. The interlock mechanism 53 includes a swing fulcrum shaft 56 of the first swing arm 55 that slides the first shift fork 54 of the sub-transmission device between a reverse position and a forward low-speed position across the neutral position, and the sub-transmission device. The swing fulcrum shaft 59 of the second swing arm 58 that slides the second shift fork 57 between the neutral position and the forward high speed position, and the check member 60 disposed between the swing fulcrum shafts 56 and 59. , Etc. The swing fulcrum shafts 56 and 59 are provided with recesses 56A and 59A formed so that the first shift fork 54 and the second shift fork 57 face each other in the neutral state of the sub-transmission device located at the neutral position. Yes. The restraining member 60 is arranged so that the ball portions 60A and 60B at both ends thereof are opposed to the recess forming portions of the corresponding swing fulcrum shafts 56 and 59. In the neutral state of the auxiliary transmission, the first shift fork 54 is located between the recesses 56A and 59A of the swing fulcrum shafts 56 and 59 with a predetermined amount of clearance therebetween. Alternatively, sliding displacement from the neutral position of the second shift fork 57 to another operation position is allowed. In the state where the first shift fork 54 is located at the reverse drive position or the forward low speed position, one of the ball portions 60A contacts the circumferential portion 56B of the swing fulcrum shaft 56 of the first swing arm 55, and When the other ball portion 60B comes into contact with the recess 59A in the swing fulcrum shaft 59 of the second swing arm 58, sliding displacement from the neutral position of the second shift fork 57 to the forward high speed position is prevented. On the contrary, in the state where the second shift fork 57 is located at the forward high speed position, the other ball portion 60B contacts the circumferential portion 59B of the swing fulcrum shaft 59 of the second swing arm 58, and one of them. When the ball portion 60A of the first swing fork 54 contacts the recess 56A of the swing fulcrum shaft 56 of the first swing arm 55, sliding displacement from the neutral position of the first shift fork 54 to the reverse drive position or the forward low speed position is prevented.

  In other words, the interlock mechanism 53 is provided outside the housing unit 10, and the sub-transmission is performed while improving the assembling property and maintainability of the interlock mechanism 53 as compared with the case where the interlock mechanism 53 is provided inside the housing unit 10. Occurrence of a double biting state in the apparatus can be prevented.

  Although not shown, the interlock mechanism 53 may be formed by forming grooves or chamfered portions on the swing fulcrum shafts 56 and 59 instead of the concave portions 56A and 59A.

  As shown in FIGS. 2 and 16 to 18, at the rear end of the housing unit 10, the left and right that enable the lifting / lowering operation of a working device (not shown) such as a rotary tiller or plow connected to the rear of the tractor. A pair of lift arms 61, a hydraulic lift cylinder 62 that swings and drives the left and right lift arms 61 in the vertical direction, and a three-point link mechanism 63 that enables connection of a working device such as a rotary tiller to the rear of the tractor. , Etc. are equipped. The three-point link mechanism 63 includes a single top link 64 and left and right lower links 65, and the left and right lower links 65 are connected to corresponding lift arms 61 via a lift rod 66 so as to be swingable in the vertical direction. doing. The top link 64 includes a connection shaft 64B that enables connection between the ball joint 64A and the free ends of the left and right lower links 65 at both ends thereof. The left and right lower links 65 include ball joints 65A at both ends thereof.

  With the above configuration, the trailer connecting hitch 69 is provided at the rear end of the housing unit 10, and the towing ring 68 provided at the tip of the towing arm 67 in the trailer (not shown) is pin-connected to the hitch 69. In this case, the top link 64 that is not used at the time of towing the trailer is removed from the rear end of the housing unit 10 and passed below the towing arm 67 of the trailer, and then the connecting shafts 64B at both ends of the top link are connected to the left and right lower links 65. It connects with the ball joint 65A of the free end part. As a result, the lift cylinder 62 provided at the rear end of the housing unit 10 is actuated so that the trailer pulling arm 67 can be connected to a pin at the tip of the pulling ring 68 and the hitch 69 at the rear end of the housing unit. Can be raised to the vertical position. Thereafter, the tractor is moved backward so that the front and rear positions of the hitch 69 at the rear end portion of the housing unit and the pulling ring 68 of the pulling arm 67 are matched, so that the hitch 69 at the rear end portion of the housing unit and the pulling ring 68 of the pulling arm 67 Can be connected to each other.

  That is, the trailer can be easily connected to the hitch 69 provided at the rear end of the housing unit 10 by effectively using the top link 64 that is not used when the trailer is towed for trailer connection.

  The present invention provides a tractor, a riding mower, or a riding rice transplanter equipped with left and right fenders including a vertical plate part that covers an inner surface of a traveling device from the inside of a vehicle body and a top plate component that covers an upper part of the traveling device from above. , Etc. can be applied to work vehicles.

5 traveling device 16 fender 17 support bracket 17Ba connecting part (for left)
17Bb connecting part (for right)
18 Vertical plate parts 19 Top plate parts
20A horizontal part 23 Front cover part 24 Connecting arm

Claims (6)

In a work vehicle equipped with left and right fenders including a vertical plate part that covers the inner surface of the traveling device from the inside of the vehicle body and a top plate component that covers the upper part of the traveling device from above,
The top plate component is configured in a symmetric shape, and each of the vertical plate component and the top plate component is configured as a left and right common component,
The left and right fenders include a front cover part that covers a front side of the traveling device,
A work vehicle in which the front cover part is configured as a left and right symmetrical part having a vertically symmetrical shape. In a work vehicle equipped with left and right fenders including a vertical plate part that covers the inner surface of the traveling device from the inside of the vehicle body and a top plate component that covers the upper part of the traveling device from above,
The top plate component is configured in a symmetric shape, and each of the vertical plate component and the top plate component is configured as a left and right common component,
The left and right fenders include a front cover part that covers a front side of the traveling device,
The front cover part is configured as a left-right common part having a vertically symmetrical shape
A work vehicle in which a support bracket for supporting the vertical plate component is configured as a left-right common component having a symmetrical shape. In a work vehicle equipped with left and right fenders including a vertical plate part that covers the inner surface of the traveling device from the inside of the vehicle body and a top plate component that covers the upper part of the traveling device from above,
The top plate component is configured in a symmetric shape, and each of the vertical plate component and the top plate component is configured as a left and right common component,
The support bracket for supporting the vertical plate component is configured as a left-right common component having a symmetrical shape, and
The support bracket has a front-rear symmetrical arrangement of a left-side connecting portion that arranges the vertical plate part closer to the front and rear and a right-side connecting portion that is arranged closer to the other front and rear with respect to the front-rear center of the support bracket. car. In a work vehicle equipped with left and right fenders including a vertical plate part that covers the inner surface of the traveling device from the inside of the vehicle body and a top plate component that covers the upper part of the traveling device from above,
The top plate component is configured in a symmetric shape, and each of the vertical plate component and the top plate component is configured as a left and right common component,
The support bracket for supporting the vertical plate component is configured as a left-right common component having a symmetrical shape, and
The top plate component includes a connecting arm that connects to the support bracket,
A work vehicle in which the vertical plate component and the connecting arm are connected to the support bracket by fastening. The work vehicle according to any one of claims 1 to 4 , wherein the vertical plate component is configured in a symmetrical shape. The work vehicle according to any one of claims 1 to 4 , wherein the vertical plate component is configured in a bilaterally symmetric shape.

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