JP2009045035A - Riding-type paddy implement - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a riding-type paddy implement, made as a similar operation state to that of a traveling state where an operator sits on a driving seat, by adding a manual operation with the operator and also making a state of suppressing propelling power, by using a manual operation tool on installing the manual operation tool to a going-over ridge arm so as to be able to perform works associated with ridge-overriding, by utilizing the going-over ridge arm with proper operability. <P>SOLUTION: This paddy implement is equipped with a holding means for holding a state of obtaining propelling power of a traveling machine body in an operation system of the manual operation tool 51 installed at the going-over ridge arm 5, imparting harness operability at the front part of the traveling machine body, in a state of alighting. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is provided with a heel-crossing arm that can apply a pressing operation force to the front part of the traveling machine body when the vehicle is getting off when overpassing or loading / unloading to a vehicle. The present invention relates to a riding-type paddy field work machine such as a riding-type rice transplanter or a riding-type paddy field direct sowing machine provided with a manipulator for suppressing and releasing the suppression.

In this type of riding-type work machine, the machine body may be largely tilted back and forth when the machine body is moved in and out of the field beyond the fence or loaded onto the truck bed. For this reason, it is desired to provide a maneuvering form in which the driver temporarily gets off the aircraft and maneuvers on the ground.
As a riding-type paddy field work machine provided with such a structure that enables maneuvering on the ground, for example, the following structure is conventionally known.
[1] A front arm of the traveling machine body is provided with a saddle-passing arm capable of applying a pressing operation force when the vehicle is getting off. A stop lever capable of operating a clutch and a brake is provided on the saddle-passing arm. It is configured so that the brake can be operated at the same time, so that the aircraft can be easily stopped in an emergency (see, for example, Patent Document 1).
[2] At the front part of the vehicle body, there is a saddle-crossing arm that can give a pressing operation force when getting off the vehicle, and this saddle-crossing arm can be switched between the clutch engagement / brake release position and the clutch disengagement / brake position. Provided with a simple auxiliary operation tool (for example, see Patent Document 2).

JP 2000-335453 A (paragraphs [0023], [0024], FIG. 1 and FIG. 11) JP 2002-154463 A (paragraph [0043], FIG. 5, FIG. 6, FIG. 8)

The arm over the arm to hold down the front part of the aircraft when getting off the vehicle is maneuvered while maintaining the standing posture at the front end of the aircraft when the operator is in the driver's seat. is not. Therefore, the human operation tool provided on the arm beyond the heel is not operated in the traveling state where the driver is seated on the driver's seat, and is operated only when the operator gets off the traveling body and operates in the getting off state. Is.
For this reason, it is difficult to adopt a structure such as a so-called deadman mechanism that automatically stops unless any operation is performed as an artificial operation tool provided on the arm over the heel, which is generally disclosed in Patent Document 1. Thus, when the operation is not performed, the clutch is engaged and the brake is released (driving state) as in the traveling state in which the operator is on board. It was configured to perform an operation that would result in a braking state (stopped state).

  Therefore, in the work mode of getting off the vehicle and operating the human operation tool provided on the arm over the heel from the ground, if the hand is released from the arm over the heel even for a moment, the clutch is engaged as in the traveling state in which the operator is on board, and Since it will be in the state of brake release, it will move without permission if it does not grasp and operate again. For this reason, it is difficult to perform operations such as standing up in front of the aircraft, pulling up the aircraft, moving to the side of the aircraft, moving objects on the aircraft, and operating other levers.

Moreover, in the thing of patent document 2, the auxiliary operation tool which can be switched to a clutch engagement / braking release position and a clutch disengagement / braking position to the over-arm arm which can press down the front part of a traveling machine body in the state of getting off. And an interchange mechanism using a release wire is provided in the interlocking system between the auxiliary operation tool and the main clutch / brake pedal. In this way, the release of the release wire is used to enable clutch disengagement / braking operation by the main clutch / brake pedal without interfering with the operation position of the auxiliary operation tool.
Even in the one described in Patent Document 2, if the clutch is not disengaged / brake by the main clutch / brake pedal, when the hand holding the auxiliary operation tool at the clutch engagement / brake release position is released, the patent is also applied. There is a defect similar to that of the structure described in Document 1.

  It is an object of the present invention to provide a manipulator on the arm over the heel for applying a pressing operation force to the front part of the traveling machine body. The propulsion capability is not limited by the operator, but the propulsion capability is not limited. The purpose is to provide a riding paddy field work machine that can perform the work related to crossing the ridges with good operability.

The technical means of the present invention taken in order to achieve the above object has the following structural features and operational effects.
[Solution 1]
As described in claim 1, the present invention is provided with a heel over arm capable of applying a pressing operation force to the front part of the traveling machine body when getting off, and the propulsion capability of the traveling machine body is suppressed on the heel over arm. In a riding paddy field work machine provided with a human operation tool for releasing suppression, the operation system of the human operation tool is provided with a holding means for holding a state in which a propulsion capability of a traveling machine body is obtained. .

[Action and effect]
According to the above configuration, since the operating system of the human operating tool provided on the arm over the heel includes the holding means for holding the state in which the propulsion capability of the traveling aircraft is obtained, the operator can sit on the seat. In the boarding operation state, it is possible to obtain a normal traveling state without any trouble by holding the human operation tool in a state where the propulsion capability of the traveling machine body is obtained.
And when the pilot gets off the fuselage and operates the manipulator on the ground, the holding state where the propulsion capability of the traveling aircraft by the holding means is obtained and the propulsion capability of the traveling aircraft By arbitrarily selecting the state in which the vehicle is restrained, there is an advantage that an artificial maneuvering operation can be performed from the ground, for example, when traveling over a ridge that requires delicate speed adjustment.

[Solution 2]
In the riding paddy field working machine according to the first aspect of the present invention, as described in the second aspect, the propulsion capability of the traveling machine body may be suppressed when the holding means is not held.

[Action and effect]
Thus, when it is configured to automatically suppress the propulsion capability of the traveling aircraft in the non-holding state of the holding means, the propulsion capability of the traveling aircraft is suppressed only by releasing the holding state of the human operating tool It becomes.
Therefore, when you want to suppress the propulsion capability of the traveling aircraft immediately, such as when crossing the ridge, you do not need to perform a special operation to switch to a state that suppresses the propulsion capability after releasing the holding of the human operation tool. Only by performing an operation of releasing the holding state by the holding means, the propulsion capability of the traveling machine body is suppressed, and there is an advantage that the switching operation can be performed quickly and easily.

[Solution 3]
According to the present invention, in the riding paddy field working machine according to the first or second aspect, as described in the third aspect, the propulsion capability of the traveling machine body is suppressed and suppressed separately from the human operation tool provided on the overarm. When the manipulating means for releasing is provided on a traveling machine body that can be operated in the riding posture, and the propulsion capability suppression state by the manipulating means is configured to be releasable by operation of the manipulating tool provided on the arm over the heel. Good.

[Action and effect]
According to the above configuration, when the aircraft is dismounted with the propulsion capability suppressed by the human operation means provided at the front portion of the vehicle in the state where the vehicle is mounted on the vehicle, the front of the vehicle It is possible to release the propulsion capability suppression state of the traveling machine body by the human operation means at the location by operating the human operation tool mounted on the arm over the fence on the ground.
Therefore, there is an advantage that it is not necessary to extend the body from a remote position on the ground to operate the manipulating operation means on the traveling aircraft or to bother to get on the aircraft.

[Solution 4]
As described in claim 4, the present invention is provided with a heel over arm that can apply a pressing operation force to the front part of the traveling machine body when getting off, and the propulsion capability of the traveling machine body is suppressed on the heel over arm. In a riding paddy field work machine equipped with a human operation tool to release suppression,
In a state in which the artificial operation tool is not operated, the automatic operation tool is automatically switched to a state in which the propulsion ability is suppressed.

[Action and effect]
According to the above configuration, when the pilot gets off the fuselage and operates the artificial operation tool on the ground, the state where the propulsion capability of the traveling aircraft can be obtained by human operation and the state where the propulsion capability is suppressed are arbitrarily set Can be selected.
When the manipulator is not operated, it automatically switches to a state where the propulsion capability is suppressed. For example, in the crossing work, the operator's hand pulling the crossing arm is moved from the crossing arm. When separated, the propulsion capability of the traveling aircraft is immediately suppressed. Therefore, there is an advantage that it is easy to avoid the occurrence of problems such as the traveling machine body traveling on its own and colliding with an obstacle or the like.

[Solution 5]
According to the present invention, in the riding paddy field working machine according to claim 1, the propulsion capability of the traveling machine body is suppressed separately from the human operation tool provided on the overarm as described in claim 5. In addition, there is a feature in that an artificial operation means for releasing the suppression is provided at the front portion of the traveling machine body that can be operated in the getting-off state.

[Action and effect]
According to the above configuration, the propulsion capability of the traveling machine body can be suppressed and released not only by the artificial operation tool provided on the arm across the heel but also by another artificial operation tool provided at the front portion of the traveling machine body. Therefore, there is an advantage that a pilot operating on the ground can operate the nearest easy-to-operate manipulative operation tool, thereby enabling quicker operation.

[Solution 6]
According to the present invention, in the riding paddy field work machine according to any one of claims 1 to 5, as described in claim 6, the heel overarm and an artificial operation tool provided on the heel overarm are used together. It is configured to be grippable.

[Action and effect]
According to the above-described configuration, the manipulating tool can be simultaneously gripped and operated when pressing down that requires gripping the arm beyond the heel. Therefore, compared to a structure in which only the manual operation tool must be gripped and operated separately from the arm over the heel, the advantage is that the arm over the heel can be gripped with both hands and the operation can be easily performed while applying the pressing operation force. There is.

Hereinafter, an example of an embodiment of the present invention will be described based on the drawings.
[Overall configuration of riding paddy field machine]
A riding type rice transplanter as an example of a riding type paddy field working machine will be described.
As shown in FIG. 1, the riding type rice transplanter has an engine 7, a transmission case 13, and a driving control unit 8 at the front part of a traveling machine body 2 supported by a drive steering type front wheel 1 </ b> A and a drive type rear wheel 1 </ b> B. And a hopper 16 for storing fertilizer in the rear part of the cockpit 9, and a four-row planting type seedling planting system configured to be movable up and down via a link mechanism 14 at the rear part of the traveling machine body 2 near the lower side thereof. The device 15 is continuously provided.

The traveling transmission structure will be described. The power from the engine 7 is transmitted to a hydrostatic continuously variable transmission 12 as a main transmission through a belt transmission mechanism 11 that also serves as a main clutch 40. In the hydrostatic continuously variable transmission 12, It is configured to be steplessly variable in a neutral position, a forward high speed side, and a reverse high speed side. As shown in FIG. 4, the hydrostatic continuously variable transmission 12 is configured to be capable of forward / reverse shift and neutral operation by a main shift lever 26 disposed on the left side of the steering handle 8A.
The power from the hydrostatic continuously variable transmission 12 is guided to the mission case 13, and the power introduced into the mission case 13 is a well-known inter-gear transmission, subtransmission, etc. provided in the mission case 13. (Not shown) and transmitted to the left and right front wheels 1A and 1A, and branched and transmitted from the transmission case 13 to the rear wheels 1B and 1B via a chain transmission mechanism and the like.

As shown in FIGS. 1 to 3, a bonnet 7 </ b> A accommodating the engine 7 is arranged at the front of the traveling machine body 2, and a reserve seedling stand 18 is erected on the left and right sides thereof. A front step 19 is formed between the bonnet 7A and the reserve seedling platform 18 as a boarding passage for allowing walking movement between the front end of the machine body and the driving unit.
Further, as shown in FIGS. 1 to 3, an overarm 5 that can swing up and down around the horizontal axis X <b> 2 is attached to the front end of the traveling machine body 2.

[Clutch operation related]
The belt transmission 11 that transmits power from the engine 7 to the hydrostatic continuously variable transmission 12 as the main transmission is also used as the main clutch 40 and is configured as follows.
That is, as shown in FIGS. 4, 6, and 10, the driving pulley 11 </ b> A provided on the output shaft 70 of the engine 7 and the driven pulley 11 </ b> B provided on the input shaft 12 a of the hydrostatic continuously variable transmission 12. The belt 11 </ b> C is wound around the belt 11 </ b> C, and a tension wheel 11 </ b> D for applying a tension force to the transmission belt 11 </ b> C is attached to the swing arm 44.

  As shown in FIGS. 4 and 6, a swing arm 44 is swingably supported around a horizontal axis X3 in the left-right direction of the fuselage frame 10, and a tension ring 11D is provided on the swing arm 44. A clutch biasing spring 43 that biases the swing arm 44 is provided on the side where the tension wheel 11D presses the transmission belt 11C. Thus, the main clutch 40 that transmits the power of the engine 7 to the hydrostatic continuously variable transmission 12 is configured by the transmission belt 11C, the swing arm 44, and the like. As shown in FIG. 4, the state in which the tension wheel 11D presses the transmission belt 11C is the transmission state of the main clutch 40, and the state in which the tension ring 11D is separated from the transmission belt 11C is the disconnected state of the main clutch 40. .

As shown in FIGS. 4 and 6, the swing arm 44 has an end on the side facing the tension wheel 11 </ b> D across the horizontal axis X <b> 3 connected to one end of the connecting rod 45, and the connecting rod 45. Is connected to the operation arm 30a.
The operation arm 30a is integrally connected and fixed to a support collar 30B of an operation pedal 30 formed by bending a round bar into an L shape in plan view (see FIG. 6). Therefore, when the stepping portion 30A of the operation pedal 30 is stepped on, the operation arm 30a swings around the axis of the support rod portion 30B, pulls the connecting rod 45, and the tension wheel 11D moves away from the transmission belt 11C. The main clutch 40 is operated to the clutch disengagement side.

Further, the base of the support collar 30B of the operation pedal 30 is supported on the upper side of the transmission case 13 so as to be swingable up and down around the horizontal axis X1 in the left-right direction of the machine body, and at the right end of the boarding step 8B. A stepping portion 30A is disposed in the vicinity (see FIG. 6).
Further, a return spring 33 for returning and urging the operation pedal 30 to the return side (clutch engagement side) is provided at the base of the support collar 30B. When the depression operation of the operation pedal 30 is released, the return spring 33 As a result, the operating rod 30 returns to the position before being depressed, and at the same time, the connecting rod 45 that has pulled the tension wheel 11D is operated by the urging action of the return spring 33 and the clutch urging spring 43. Is restored to the side in pressure contact with the transmission belt 11C to restore the main clutch 40 to the clutch engaged state.

[Brake operation-related]
Next, the operation mechanism of the traveling brake device 20 will be described.
As shown in FIG. 6, the traveling brake device 20 is disposed inside the mission case 13 and is provided so as to be swingable around the axis of the brake operation shaft 21 that is disposed to protrude outside the mission case 13. The brake operation body 22 is configured to be capable of braking and releasing by swinging operation.
As shown in FIGS. 2, 3, and 6, the brake operation body 22 is connected to an operation pedal 30 provided near the right footrest portion in the driving control unit 8. That is, a flat plate member 30e is integrally fixed to the base of the support rod portion 30B of the operation pedal 30, and one end side of the brake operation rod 23 is connected to the flat plate member 30e. The end side is inserted into a brake operation body 22 fixed to the brake operation shaft 21, and the brake operation rod 23 and the brake operation body 22 are linked with a spring 24 interposed therebetween. Although not shown, the traveling brake device 20 is internally biased and biased toward the release side.

Therefore, the pushing operation of the brake operation rod 23 accompanying the depression of the operation pedal 30 is transmitted to the brake operation body 22 via the spring 24, and the traveling brake device 20 is operated to the braking side, and the depression of the operation pedal 30 is released. The operation in the pulling direction of the brake operating rod 23 is linked so that the operation in the brake releasing direction by the reverse swing of the brake operating body 22 is performed.
As described above, the operation pedal 30 serves as an operation tool for performing both the above-described on / off operation of the main clutch 40 and the braking / braking release operation of the traveling brake device 20, and the stepping-on operation thereof. Thus, the disengagement operation of the main clutch 40 and the braking operation of the traveling brake device 20 are performed, and the engaging operation of the main clutch 40 and the braking releasing operation of the traveling brake device 20 are performed by the depression release operation.

  As shown in FIGS. 2, 3, 5, and 6, a maneuverable dismounting operation lever 31 is integrally connected to the free end portion side of the stepping portion 30 </ b> A of the operation pedal 30 and extends to the front side of the body. Has been issued. The getting-off operation lever 31 is for allowing the operator to get off the aircraft and perform artificial operations on the ground, and allows the same operation as the operation by the operation pedal 30 to be performed from the ground.

As shown in FIGS. 5 and 6, a lock lever 46 is swingably provided around the horizontal axis X <b> 4 along the front-rear direction of the vehicle body at 19 positions on the right front step on the traveling vehicle body 2.
An engagement member 31a having a U-shape in plan view is fixed to the getting-off operation lever 31 along the longitudinal direction of the machine body, and the lock lever 46 is placed at the front of the engaging member 31a of the getting-off operation lever 31. By engaging, the operation pedal 30 and the getting-off operation lever 31 can be held at the stepping position.
In this case, the base of the lock lever 46 is provided with a spring 46a that urges the lock lever 46 to the side away from the engagement member 31a of the dismounting operation lever 31, and the operation pedal 30 is simply operated to the depressed position. The lock lever 46 is not engaged with the engagement member 31a of the getting-off operation lever 31 only by being done, and the operation pedal 30 can be operated without any trouble in the return position.
In order to engage the lock lever 46 with the engagement member 31a of the dismounting operation lever 31, the lock lever 46 is resisted against the urging force of the spring 46a in a state where the dismounting operation lever 31 is pushed down (stepping position). Swinging to a position where it overlaps with the operation locus of the engagement member 31a, and restricting the return of the lock lever 46 by the spring 46a by friction due to the moving action force in the return direction to the depressing release side of the dismounting operation lever 31; The push-down posture of the getting-off operation lever 31 is maintained.

[Bridge crossing arm related]
Next, a description will be given of the operating structure when traveling over the heel.
As shown in FIGS. 1 to 4, 7, and 8, a saddle-passing arm 5 that can swing up and down around the horizontal axis X <b> 2 is attached to the front end portion of the traveling machine body 2. The crossing arm 5 is made of a pipe vertical hook 5B that can swing around the horizontal axis X2 and a horizontal pipe horizontal hook arranged so as to connect the leading end of the vertical hook 5B. The part 5A is formed into an arch shape as a whole, and if the arm over arm 5 is rocked and laid down in front of the airframe, it can be set to a pressing action posture when traveling over the airframe, standing up on the airframe side. If it does, it will be comprised so that attitude | position switching is possible so that it may become the retracted attitude | position at the time of normal driving | running | working.

  Although not shown in the figure, a friction holding mechanism is provided at the position of the swing axis of the arm over arm 5 so that the arm over arm 5 can swing against the friction holding force by manipulating force. ing. Therefore, in the posture in which the heel over arm 5 is laid down most forward, the base end side of the heel over arm 5 can be brought into contact with a stopper (not shown) to apply a pressing operation force from above to the front of the body. In the intermediate position within the swing range, the posture of the overarm 5 is maintained at an arbitrary swing setting position by the friction holding mechanism.

  As shown in FIGS. 3, 4, and 8, the heel crossing arm 5 configured as described above includes a propulsion force suppressing operation mechanism 50 for operating the main clutch 40 and the brake device 20, and seedling planting. A planting part raising operation tool 60 for outputting a raising command to the lifting mechanism 17 of the attaching device and an engine stop switch 72 are provided.

  As shown in FIGS. 7 and 8, the propulsive force suppressing operation mechanism 50 includes a switching operation lever 51 as an artificially operable human operation tool attached to the vertical rod portion 5 </ b> B of the heel overarm 5, and a traveling brake. An operation pedal 30 as means for operating the device 20 and the main clutch 40 and a linkage operation tool 52 for transmitting an operation by the switching operation lever 51 as an operation similar to the operation by the operation pedal 30 are configured.

The switching operation lever 51 is in the left-right direction substantially parallel to the horizontal axis X2 of the eyelid crossing arm 5 with respect to the right vertical eyelid portion 50 in the front view among the left and right vertical collar portions 5B of the eyelid crossing arm 5. Is mounted so that it can be swung freely around a horizontal axis P1 that faces the center.
This switching operation lever 51 is integrally formed with a first arm rod 51a that can be swung around the same horizontal axis P1 as the switching operation lever, and a connecting point of the rocking end of the first arm rod 51a. One end of the string lug 53 of the linkage operating tool 52 is connected to the P2 position, and the other end of the string lug 53 is linked to the support hook 30B of the operation pedal 30 via the release wire 54. (See FIGS. 8 and 5).

Then, as shown by the phantom line in FIG. 8, the switching operation lever 51 is swung to the side (downward in the figure) where the distal end side of the switching operation lever 51 is farther from the horizontal flange 5A side than the horizontal axis P1. In the propulsion adjustment state A, the release wire 54 is operated to the loose side, allowing the operation pedal 30 to be in the clutch engagement position (depressing release side), and the swing arm 44 of the main clutch 40 is engaged. The state of swinging around the horizontal axis X3 by the force spring 43 and swinging to the clutch engagement side is maintained.
On the contrary, as shown by the solid line in the drawing, the tip end side of the switching operation lever 51 is swung closer to the lateral flange 5A side (upward in the figure) than the horizontal axis P1. In the propulsion restrained state B, the release wire 54 is pulled to bring the operating pedal 30 into the clutch disengaged position (depressed side), and the main clutch 40 is moved against the urging force of the urging spring 43. The swing arm 44 is swung around the horizontal axis X3 and pulled back, and the swing arm 44 is swung to the clutch disengagement side.

  As shown in FIG. 8, the release wire 54 is fixed to the vertical hook portion 5 </ b> B by a fixing bracket 55 provided on the vertical hook portion 5 </ b> B, and is supported by the fixed bracket 55. One end portion of the string moon cake 53 operated to the propulsion suppression state B side is connected to a virtual line segment DP connecting the core wire of the release wire 54 and the horizontal axis P1 of the switching operation lever 51. The position of the connection point P2 is provided so as to move back and forth across the virtual line segment DP.

That is, the imaginary line segment DP becomes a dead point line, and the direction of the tension by the release wire 54 connected to the string moon cake 53 changes to either side of the dead point line. Therefore, when the switching operation lever 51 operated upward is operated in the propulsion suppression state B, the connection point P2 receives the tension of the release wire 54 at the operation limit position beyond the dead point line. The posture is stably maintained.
When the switching operation lever 51 is operated in the reverse direction and is operated to the propulsion adjustment state A side beyond the dead point line, the connecting point P2 is more horizontal than the horizontal axis P1 of the switching operation lever 51. Since it moves to the side approaching the core X2, the tension of the release wire 54 is loosened, the operation pedal 30 is operated to the return side, and the propulsion adjustment state A is maintained.

  At this time, when the movement of the connecting point P2 of the swinging end portion of the first arm 51a of the switching operation lever 51 is seen, the operation locus from the propulsion adjustment state A to the propulsion suppression state B is shown in FIG. The release wire 54 is pulled up most when the locus of the connection point P2 is located at a point (PP) intersecting the virtual line segment DP (dead point line), and propulsion is performed past this point (PP). When the position of the restrained state B is reached, the release wire 54 is loosened by a slack amount Δd, although the tension is slight.

Therefore, in this riding-type paddy field work vehicle, during the normal work travel in a state where the operator is seated in the cockpit 9, the switching operation lever 51 is operated to the propulsion adjustment state A to perform the work travel. Thus, the mechanism that maintains the switching operation lever 51 in the propulsion adjustment state A beyond the dead point line constitutes a holding unit that holds the state in which the propulsion capability of the traveling machine body is obtained.
When the pilot gets off the aircraft and performs a steering operation from the ground, such as when over the heel, before the operator gets off the aircraft, the operator depresses the operation pedal 30 to disengage the main clutch 40 and the traveling brake device 20 is operated. After entering the braking state, the lock lever 46 is operated to engage with the engaging member 31a of the dismounting operation lever 31, thereby holding the operation pedal 30 and the dismounting operation lever 31 in the stepped position.
In this state where the operation pedal 30 is depressed, the movement of the operation pedal 30 is directly transmitted to the main clutch 40 and the traveling brake device 20 via the linkage rod 45 and the brake operation rod 23. The clutch is disengaged and the brake is activated. However, since the operation pedal 30 and the switching operation lever 51 are connected via the release wire 54 described above, the release wire 54 is loosened to absorb the movement of the operation pedal 30 and the switching operation lever 51. Is configured to be maintained in the position operated in the propulsion adjustment state A.

After that, when the pilot gets off the aircraft and performs the operation on the ground, first, after getting off the aircraft, the heel over arm 5 is turned around the horizontal axis X2, and the free end side faces the front side of the aircraft. Use a forward position.
In that state, when the switching operation lever 51 operated in the propulsion adjustment state A is operated around the horizontal axis P1 to be in the propulsion suppression state B, the first arm is in the middle of the operation. The connection point P2 of the ridge 51a exceeds the dead point line.
Since the maximum pulling operation state of the release wire 54 is when the dead point line is exceeded, the movement range of the connecting point P2 before and after the dead point line is set in the region where the propulsion suppression state B is set (the hatched line in FIG. 8). The length of the release wire 54 is set so as to be part (I)), and the switching operation lever 51 and the operation pedal 30 are connected.

The release wire 54 is most loosened when the connection point P3 of the release wire 54 at the end of the string moon cake 53 reaches the position closest to the fixing bracket 55 that fixes the outer wire end of the release wire 54. When
Therefore, there is a range in which the connection point P3 of the release wire 54 reaches the location closest to the fixed portion bracket 55 beyond the region where the propulsion suppression state B represented by the hatched portion (I) is set. The region where the propulsion adjustment state A is set (the region other than the shaded portion in FIG. 8).
However, the operation position of the switching operation lever 51 can be stably maintained in this propulsion adjustment state A because the connecting point P3 of the release wire 54 is closest to the fixing bracket 55 as shown by the phantom line in FIG. It is only the location that has reached the location.

Among the left and right vertical hooks 5B of the crossing arm 5, the left vertical hook 5B in front view is a planting part raising operation tool 60 that outputs a raising command to the lifting mechanism 17 of the seedling planting device. Is lifted around the longitudinal axis P3, and on the inner side of the arch-shaped heel overarm 5, that is, from the left vertical hook 5B to the right vertical hook 5B. It is provided in a state of projecting toward the front, and is configured so that it can be easily reached by an operator located on the right side of the overarm 5.
As for the ascending command by the ascending operation lever 61, the selector switch (not shown) on the machine body side is turned on and off via the release wire 54, and an ascending command signal is input to the control device (not shown) of the seedling planting device 15. It is configured as follows.

An engine stop switch 72 and a travel indicator 71 are provided at the center portion of the laterally extending horizontal flange 5A of the vertical arm 5.
The engine stop switch 72 operates the engine stop switch 72 without operating the key switch on the traveling machine when it is necessary to stop the engine urgently during the operation of operating the crossing arm 5. The engine can be stopped.
The travel indicator 71 is used during normal work travel in the field, not during the work over the heel by operating the heel over arm 5, and serves as an index for the forward travel direction.

  In this riding-type paddy field work vehicle, the getting-off operation lever 31 is integrally connected to the operation pedal 30, so that the getting-off operation can be performed without operating the propulsive force suppressing operation mechanism 50 provided in the overpass arm 5. By operating the lever 31, the lock lever 46 can be released and the main clutch 40 and the traveling brake device 20 can be operated.

[Another example 1 of an embodiment]
FIG. 9 and FIG. 10 show another embodiment of the propulsive force suppressing operation mechanism 50 provided on the heel overarm 5.

  In this embodiment, unlike the riding-type rice transplanter shown in the above-described best embodiment, the operation pedal 30 is not configured to operate both the main clutch 40 and the traveling brake device 20, However, the traveling brake device 20 is configured to be operated using another pedal dedicated for brake operation, and the operation pedal 30 is configured to operate only the main clutch 40. In this respect, the structure is different from that of the riding type rice transplanter shown in the above-described best embodiment, but the operation structure of other transmission systems is similarly configured.

  In this embodiment, the propulsive force suppressing operation mechanism 50 includes a switching operation lever 51 as an artificially operable human operation tool attached to the vertical flange 5B of the overarm 5 arm, the main clutch 40, and the switching operation lever. It is comprised with the linkage operation tool 52 for transmitting operation by 51 as turning-on / off operation of the main clutch 40.

  In this structure, the linkage operating tool 52 is connected to the tension wheel 11D of the belt transmission mechanism serving also as the main clutch 40 that transmits power from the engine 7 to the hydrostatic continuously variable transmission 12. The tension wheel 11D has its swing arm 44 swingable about the lateral support shaft X3 and is connected to the release wire 54 of the linkage operating tool 52 via a tension spring 56. The end is connected to the switching operation lever 51.

  The swinging biasing force of the switching operation lever 51 toward the clutch engagement side is such that the tension spring 56 is in a posture (position indicated by a solid line in FIG. 10) in which the switching operation lever 51 is swung toward the clutch engagement side. In the posture in which the switching operation lever 51 is swung to the clutch disengagement side (the posture indicated by the phantom line in FIG. 10), the tension spring 56 is also loosened along with the loosening of the release wire 54. The tension wheel 11D is operated on the side away from the transmission belt 11C.

On the other end side of the swing arm 44 that supports the tension wheel 11D so as to be swingable around the lateral support shaft X3, an interchangeable connecting portion formed by a long hole 44a is provided. The engaged connecting rod 45 is connected to an operation pedal 30 that can be operated in the riding position on the cockpit 9.
When the operation pedal 30 is depressed, the swing arm 44 is forcibly pulled to the cutting side via the connecting rod 45. Therefore, when the swing arm 44 is operated to the on position indicated by the solid line, the main clutch 40 can be operated by depressing the operation pedal 30, and the swing arm 44 is operated to the cut position indicated by the phantom line. When the operation pedal 30 is depressed, the long hole 44a exists only in the space in which the connecting rod 45 moves when the operation pedal 30 is depressed, so that the main clutch 40 is maintained in the disengaged operation state regardless of the operation of the operation pedal 30. Yes.

The switching operation lever 51 is normally urged to swing toward the clutch disengagement side, and functions as a deadman mechanism. A hook member 57 that restricts swinging of the switching operation lever 51 toward the clutch disengagement side is attached to the vertical hook portion 5B. The hook member 57 is engaged with and disengaged from the switching operation lever 51, thereby switching. The operation lever 51 is configured to be switched between a state allowing the swing of the operation lever 51 to the clutch disengagement side and a state restricting it. In the example of this embodiment, the hook member 57 constitutes a holding means for holding a state where the propulsion capability of the traveling machine body is obtained.
The release wire 54 is supported in the vicinity of the horizontal axis X2 of the over-arm arm 5 and disposed substantially along the vertical hook portion 5B of the over-arm arm 5. The clutch on / off operation by the switching operation lever 51 can be performed without any trouble in the posture in which the arm 5 is raised or in the posture in which the arm is crossed forward.

[Another example 2 of the embodiment]
FIGS. 11 to 20 show still another embodiment of the propulsive force suppressing operation mechanism 50 provided on the heel overarm 5.
In this embodiment, the riding-type rice transplanter having the same structure is adopted in the configuration excluding the riding-type rice transplanter and the transmission clutch and brake operating mechanism shown in the above-described best embodiment.

The traveling transmission structure will be described. Power from the engine 7 is transmitted to a hydrostatic continuously variable transmission 12 as a main transmission via a belt transmission mechanism 11 that also serves as a main clutch 40, and power from the hydrostatic continuously variable transmission 12. Is led to the mission case 13.
The power introduced into the mission case 13 is transmitted to the left and right front wheels 1A and 1A via a well-known inter-transmission device, auxiliary transmission, front wheel differential mechanism, etc. (not shown) provided in the mission case 13. In addition, the front wheel differential mechanism is branched and transmitted to the rear wheels 1B and 1B via a chain transmission mechanism and the like.

As shown in FIG. 13, the hydrostatic continuously variable transmission 12 is configured to be capable of forward / reverse shift and neutral operation by a main shift lever 26 disposed on the left side of the steering handle 8A.
That is, the fan-shaped plate 26 </ b> A is attached to the base end portion of the main transmission lever 26 so as to be integrally rotatable. A tooth surface 26a is formed on the upper peripheral surface of the fan-shaped plate 26A, and a cam follower 26b that engages with the tooth surface 26a is attached to the tip of the leaf spring 26B, so that the shift position of the main transmission lever 26 can be artificially changed and The detent mechanism is positioned at the set position.
A channel-shaped relay arm 27 that swings around the lateral axis X1 is disposed below the fan-shaped plate 26A, and the relay arm 27 and the fan-shaped plate 26A are linked by a first linkage rod 28. In front of the relay arm 27, an up-down trunnion shaft 12b of the hydraulic motor 12A of the hydrostatic continuously variable transmission 12 is disposed, and the second linkage extends between the arm 12a for operating the trunnion shaft 12b and the relay arm 27. The hydrostatic continuously variable transmission 12 is configured to be able to perform a speed change operation with the main speed change lever 26 over the rod 29.

Next, the operation mechanism of the traveling brake device 20 will be described.
As shown in FIG. 12, an operation pedal 30 for brake operation and a dismounting operation lever 31 used in a dismounting state are provided near the right footrest portion in the driving control unit 8.
The operation pedal 30 includes a plate-like stepping portion 30A and a support hook portion 30B extending rearward and downward from the stepping portion 30A. 30 b is supported by the body frame 10 and is configured to be vertically swingable around the axis of the bent base end portion 30 b.

  On the other hand, a dismounting operation lever 31 is provided inside the operation pedal 30, and as shown in FIGS. 12 and 15 to 19, the dismounting operation lever 31 is connected to the plate-shaped frame portion 31B and the plate-shaped frame portion 31B. It is composed of a channel-shaped bracket portion 31A formed at the end portion, and this bracket portion 31A is loosely fitted to the bent base end portion 30b of the operation pedal 30 to operate the dismounting operation lever 31 independently of the operation pedal 30. It is configured to be possible.

From the bent base end portion 30b of the operation pedal 30, a front operation arm 30c is extended forward and a rear operation arm 30d is extended rearward, and the front operation arm 30c and the rear operation arm 30d are extended to the front operation arm 30c. In a parallel state, a front arm portion 31a heading forward from the bracket portion 31A and a rear arm portion 31b heading rearward are provided.
And the transmission operation mechanism which transmits the rocking | fluctuation operation | movement of the front operation arm 30c of the operation pedal 30 and the front arm part 31a of the getting-off operation lever 31 to the traveling brake device 20 is provided. From the receiving member 32A, a channel-shaped receiving member 32A that is connected in a state where an interstitial portion such as a long hole allowing relative swinging within a predetermined angle range between the front operating arm 30c and the front arm portion 31a is interposed. It is comprised with the vertically-oriented vertical rod 32B extended.

As shown in FIGS. 16 to 18, the rear operation arm 30 d and the rear arm portion 31 b are in contact with an angle-shaped receiving frame 37 provided below them, and are biased upward. The operation pedal 30 and the getting-off operation lever 31 have a function of maintaining the posture before being operated.
As shown in FIG. 12, the spring 33 that urges the operation pedal 30 upward is a return spring that acts on the drive arm 34 attached to the support collar 30 </ b> B supported by the body frame 10. The spring 43 for returning the dismounting operation lever 31 is a spring attached to the bracket portion 31A. The receiving frame 37 is provided with a limit type switch 38, and the switch 38 is configured to emit a signal that allows engine start. In this manner, the receiving frame 37 is a mounting bracket for the switch 38 and is also used as a member for setting the standby position of the operation pedal 30 and the getting-off operation lever 31.
Further, the receiving frame 37 functions as a frame for receiving the return spring of the dismounting operation lever 31 and a frame for attaching the return spring to the planting clutch arm and the fertilization clutch arm (not shown).

  A limit dog 30e is provided on the front side of the switch 38 downward from the front operation arm 30c of the operation pedal 30, and when the operation pedal 30 is depressed, the limit dog 30e enters the switch 38 to operate. Allow starting.

  The operation pedal 30 and the getting-off operation lever 31 have been described as being operable without interlocking the other party. However, as shown in FIGS. 12 and 16, the connecting tool 36 is attached to the plate-like frame portion 31 </ b> B of the getting-off operation lever 31. The operation pedal 30 and the dismounting operation lever 31 can be swung together by engaging the connecting tool 36 with the stepping portion 30A of the operation pedal 30.

A lock mechanism that maintains the operation state of the operation pedal 30 and the getting-off operation lever 31 will be described.
As shown in FIGS. 12, 15, and 16, on the front side of the operation pedal 30, a lock lever 46 is attached to the boarding step 8 </ b> B of the operation control unit 8 so as to be swingable back and forth. A lock piece 46A is provided on the spring 46B that urges forward and in a non-engagement direction, and on the column portion. In such a configuration, when the operation pedal 30 is depressed and the foot portion 30A of the operation pedal 30 is locked to the lock piece 46A, the depressed state is maintained.
Further, by pushing down the getting-off operation lever 31, the lock lever 46 is elastically tilted toward the getting-off operation lever 31, and the lock piece 46A is locked to the plate-like frame portion 31B of the getting-off operation lever 31. Then, the getting-off operation lever 31 is kept locked.

The operation pedal 30 and the dismounting operation lever 31 not only operate the traveling brake device 20 but also a neutral position return mechanism 3 for the hydrostatic continuously variable transmission 12 and a belt transmission mechanism also serving as a main clutch, as described below. 11 is linked to a clutch operating mechanism 4 that sets 11 to a cut-off state.
As shown in FIGS. 12 and 13, the neutral position return mechanism 3 drives the bent base end portion 30 b of the operation pedal 30 to the left side of the body opposite to the operation pedal 30 in a plan view and drives to the protruding end. The arm 34 is attached and fixed, and a neutral return arm 41 is swingably provided above the relay arm 27 for the hydrostatic continuously variable transmission 12. The drive arm 34 and the neutral return arm 41 are connected to the third linkage rod 42. And the hydrostatic continuously variable transmission 12 is operated to return to the neutral position in conjunction with the brake operation.

That is, as shown in FIG. 14, the relay arm 27 is configured to be rotatable around the horizontal axis X4, and the neutral return arm 41 is pulled via the third linkage rod 42 as the operation pedal 30 is depressed. When operated, the contact edge 41a of the neutral return arm 41 contacts the upper and lower pin members 27a, 27b of the relay arm 27, and the relay arm 27 is forcibly returned to a predetermined posture around the horizontal axis X4. In this predetermined posture, the hydrostatic continuously variable transmission 12 is operated to the neutral position.
At this time, the relay arm 27 and the first linking rod 28 include a long hole 28a formed along the longitudinal direction of the first linking rod 28 and a linking pin 27c inserted into the long hole 28a. The linkage pins 27c are linked to each other by an interchangeable interlocking mechanism 25 including return springs 28b provided in the long holes 28a.

Therefore, when the speed change operation lever 26 is operated to be changed, if the operation by the operation pedal 30 is not performed, the neutral return arm 41 is separated from the relay arm 27, so that the operation of the speed change operation lever 26 is performed. The hydrostatic continuously variable transmission 12 can be operated to an arbitrary shift position via the fan-shaped plate 26A, the first linkage rod 28, the relay arm 27, and the second linkage rod 29.
When the operation pedal 30 is depressed while the hydrostatic continuously variable transmission 12 is in an arbitrary shift position, the neutral return arm 41 is pulled through the third linkage rod 42, and the relay arm 27 is The neutral return arm 41 in contact with one of the upper and lower pin members 27a and 27b rotates the relay arm 27 around the horizontal axis X4, and both the upper and lower pin members 27a and 27b are in contact with the neutral return arm 41. Forcibly return to the predetermined posture. In this predetermined posture, the hydrostatic continuously variable transmission 12 is operated to the neutral position, but the speed change lever 26 is operated by the fan-shaped plate 26A when the return spring 28b of the accommodation interlocking mechanism 25 is deformed. Is maintained.

  The deformation of the return spring 28b of the accommodation interlocking mechanism 25 is restored to the original state when the stepping posture by the operation pedal 30 is released and the neutral return arm 41 is separated from the upper and lower pin members 27a, 27b. Accordingly, the relay arm 27 returns to the posture before the operation pedal 30 is depressed, so that the hydrostatic continuously variable transmission 12 is also returned to the original speed change operation position via the second linkage rod 29.

  The clutch operation mechanism 4 that sets the main clutch 40 to the disengaged state will be described. As shown in FIGS. 12 and 20, the main clutch 40 is transmitted across the output pulley 11 </ b> A attached to the output shaft of the engine 7 and the input pulley 11 </ b> B attached to the input shaft of the hydrostatic continuously variable transmission 12. The belt 11C is constructed by a belt transmission mechanism 11 that has a belt 11C attached thereto and a tension wheel 11D that applies a tension force to the transmission belt 11C. The swing arm 44 is biased toward the tension force application side by a spring 56.

  The clutch operating mechanism 4 extends the proximal end arm portion 44A pivotally supported by the body frame 10 of the swing arm 44 to the vicinity of the dismounting operation lever 31, and attaches and fixes the connecting arm 44C to the extended end, The connecting link 44B is connected to the tip of the arm 44C so as to be relatively swingable, and the fourth connecting rod 45 is stretched over the connecting link 44B and the front arm portion 31a of the dismounting operation lever 31, so that the dismounting operation lever 31 The tension wheel 11D is configured to return to the cutting position by an operation.

In this structure, the linkage operating tool 52 is connected to the tension wheel 11D of the belt transmission mechanism serving also as the main clutch 40 that transmits power from the engine 7 to the hydrostatic continuously variable transmission 12. The tension wheel 11D has its swing arm 44 swingable about the lateral support shaft X3 and is connected to the release wire 54 of the linkage operating tool 52 via a tension spring 56. The end is connected to the switching operation lever 51.
The swinging biasing force of the switching operation lever 51 toward the clutch engagement side is such that the tension spring 56 is in a posture (position indicated by a solid line in FIG. 10) in which the switching operation lever 51 is swung toward the clutch engagement side. In the posture in which the switching operation lever 51 is swung to the clutch disengagement side (the posture indicated by the phantom line in FIG. 10), the tension spring 56 is also loosened along with the loosening of the release wire 54. The tension wheel 11D is operated on the side away from the transmission belt 11C.

On the other end side of the swing arm 44 that supports the tension wheel 11D so as to be swingable around the lateral support shaft X3, an interchangeable connecting portion formed by a long hole 44a is provided. The engaged connecting rod 45 is connected to an operation pedal 30 that can be operated in the riding position on the cockpit 9.
When the operation pedal 30 is depressed, the swing arm 44 is forcibly pulled to the cutting side via the connecting rod 45. Therefore, when the swing arm 44 is operated to the on position indicated by the solid line, the main clutch 40 can be operated by depressing the operation pedal 30, and the swing arm 44 is operated to the cut position indicated by the phantom line. When the operation pedal 30 is depressed, the long hole 44a exists only in the space in which the connecting rod 45 moves when the operation pedal 30 is depressed, so that the main clutch 40 is maintained in the disengaged operation state regardless of the operation of the operation pedal 30. Yes.

The above is summarized as follows.
(A) In principle, the operation pedal 30 and the getting-off operation lever 31 can be operated separately.
When only the operation pedal 30 is operated, the traveling brake device 20 is braked, and the traveling machine body 2 is stopped with the hydrostatic continuously variable transmission 12 set to the neutral position. Since the main clutch 40 is in the engaged state, the operation of the hydraulic pump 7 is maintained by the power from the engine 7, and the seedling planting device 15 can be raised and lowered. Even when the traveling brake device 20 is released and switched to the traveling state, the operation of the operation pedal 30 is only canceled, so that the operation is easy.
When the getting-off operation lever 31 is operated, the operation is performed in a state in which the driver gets off the vehicle, for example, at the time of overpass. Therefore, when the grip portion 31C of the dismounting operation lever 31 is gripped and pushed downward, the traveling brake device 20 is controlled and the main clutch 40 is disengaged at the same time. Accordingly, since the hydrostatic continuously variable transmission 12 is not operated to return to the neutral position N, the main transmission lever 26 does not need to be operated even when starting on a slope, and the dismounting operation lever 31 can be operated to return. Then, the traveling machine body 2 starts moving.

(B) The operation pedal 30 and the getting-off operation lever 31 can be operated as being integrated by being connected by a connecting tool 36, and can be operated by the operation pedal 30 that is easy to operate if integrated. Can do. Therefore, when the operation pedal 30 connected by the connecting tool 36 is stepped on at the time of starting, the getting-off operation lever 31 is also operated and the main clutch 40 is also disconnected, so that the load such as the hydraulic pump is released. Therefore, the engine starting operation using recoil or the like can be performed lightly.

(C) Even when getting off with the operation pedal 30 locked, the lock can be released by operating the getting-off operation lever 31 connected by the connecting tool 36 from the getting-off position.

Next, a description will be given of the operation structure used when traveling over the heel.
As shown in FIG. 11, a saddle-passing arm 5 that can swing up and down around the horizontal axis X2 is attached to the front end of the traveling machine body 2. As shown in FIG. In the same manner as the one shown in the best embodiment shown in FIG. 3, the saddle crossing arm 5 is made of a pipe vertical flange portion 5B that can swing around the horizontal axis X2, and its vertical flange portion 5B. The horizontal pipe part 5A, which is arranged so as to connect the front end side of the pipe, is formed in an arch shape as a whole. It can be set to the hold-down action posture and can be changed in posture so as to be in the retracted posture during normal running when it is set up and set up on the airframe side.

  Although not shown in the figure, a friction holding mechanism is provided at the position of the swing axis of the arm over arm 5 so that the arm over arm 5 can swing against the friction holding force by manipulating force. ing. Therefore, in a posture in which the heel over arm 5 is laid down most forward, the base side of the heel over arm 5 can be brought into contact with a stopper (not shown) to apply a pressing force from above to the front of the body. In the intermediate position within the swing range, the posture of the overarm 5 is maintained at an arbitrary swing setting position by the friction holding mechanism.

  As shown in FIGS. 11 to 20, the heel crossing arm 5 configured as described above includes a propulsive force suppression operation mechanism 50 for operating the main clutch 40 and the brake device 20, and the raising and lowering of the seedling planting device. A planting part raising operation tool 60 that outputs a raising command to the mechanism 17 and an engine stop switch 70 are provided.

  The propulsive force suppressing operation mechanism 50 is a means for operating a switching operation lever 51 as an artificially manipulable manipulator that is attached to the vertical rod part 5B of the overarm 5 and a brake and a hydrostatic continuously variable transmission. And a linkage operation tool 52 for transmitting an operation by the switching operation lever 51 as an on / off operation of the operation pedal 30.

The switching operation lever 51 is in the left-right direction substantially parallel to the horizontal axis X2 of the eyelid crossing arm 5 with respect to the right vertical eyelid portion 50 in the front view among the left and right vertical collar portions 5B of the eyelid crossing arm 5. Is mounted so that it can be swung freely around a horizontal axis P1 that faces the center.
A first arm rod 51a and a second arm rod 51b are integrally formed on the switching operation lever 51. Of these, a linkage operation is performed at the connecting point P2 position of the swing end of the first arm rod 51a. One end of the first release wire 54a of the tool 52 is connected, and one end of the second release wire 54b of the linkage operating tool 52 is connected to the position of the connecting point P3 of the swinging end of the second arm 51b. Yes. The swing arm 44 of the clutch operating mechanism 4 is connected to the first release wire 54a via a coil spring 56, and the operation pedal 30 is connected to the second release wire 54b via a coil spring 54d. It is linked.

Therefore, as shown in FIGS. 11 and 20, the switching operation lever 51 is propelled and adjusted so that the distal end side of the switching operation lever 51 is swung closer to the lateral flange 5A side (upward in the figure) than the horizontal axis P1. In the state A, the first release wire 54a and the second release wire 54b are pulled, and a force in a direction to swing the swing arm 44 linked to the first release wire 54a to the clutch engagement side is applied. Yes.
At this time, the swing arm 44 remains in the clutch engagement position so that the disengagement operation lever 31 is in the clutch engagement position, and follows the operation of the first lever 54a within the range permitted by the long hole 44a. So that they can change their posture.
Further, the second release wire 54b is pulled so as to maintain the operation pedal 30 in the locked position on the stepping side so as to maintain the locked position, so that the brake device 20 is brought into a braking state and the hydrostatic non-hydraulic type. The step transmission mechanism 12 is maintained in a neutral state.
That is, in the propulsion adjustment state A of the switching operation lever 51, the operation pedal 30 is located on the depressed side, the hydrostatic continuously variable transmission 12 is in the neutral position with the main clutch 40 engaged, and the brake device 20 is operated in a braking state.

In this state, the aircraft cannot be advanced even if the switching operation lever 51 is in the engaged state of the main clutch 40. Therefore, in order to advance the aircraft in this propulsion adjustment state A, the switching operation lever 51 is operated as shown in FIG. Rotation operation is further slightly counterclockwise from the adjustment state A. Then, the connecting point P3 of the second armband 51b slightly pulls the second release wire 54b to swing the operation pedal 30 in the locked position slightly downward, and the operation pedal 30 and the lock lever 46 are locked. A gap is formed between the piece 46A and the lock lever 46 is restored to the unlocked posture by its own restoring spring 46B. Along with this, the operation pedal 30 in the locked posture returns and swings upward by the action of the return spring 33, releases the braking of the brake device 20, and moves the hydrostatic continuously variable transmission mechanism 12 to the main shift. The speed is restored to the speed set by the lever 26.
As a result, in the propulsion adjustment state A, the main clutch 40 is in the engaged state, so the aircraft starts to advance.

On the contrary, as shown by the phantom line in FIG. 20, the switching operation lever 51 is swung to the side where the tip side of the switching operation lever 51 is farther from the horizontal flange 5A than the horizontal axis P1 (downward in the figure). In the propulsion restrained state B, the first release wire 54a connected to the connecting point P2 of the swinging end of the first armband 51a is operated to the loose side, and the main clutch 40 is operated to the disengagement position. The propulsion power of the aircraft disappears.
Then, the second release wire 54b connected to the connection point P3 of the second armband 51b passes the most loose position, pulls the operation bed 30 again, and brakes the brake device 20. Then, the machine body is stopped by operating the hydrostatic continuously variable transmission mechanism 12 to the neutral position.
In this state, since the operation pedal 30 is not locked by the lock lever 46, the posture of the operation pedal 30 is freely changed in accordance with the swing operation of the switching operation lever 51.

  At this time, as shown in FIG. 20, a fixing bracket 55 for fixing the outer wire ends of the release wires 54a and 54b to the vertical flange 50 is provided on the vertical flange 5B. The release wire 54 of the first arm 51a is connected to a virtual line DP connecting the release wires 54a and 54b supported by the fixing bracket 55 and the horizontal axis P1 of the switching operation lever 51. The position of the connecting point P2 of the connected swing end is provided so as to move back and forth across the virtual line segment DP.

That is, the virtual line segment DP is a dead point line, and the direction of the tension with respect to the first release wire 54a connected to the connection point P2 is changed. Therefore, when the switching operation lever 51 is operated to the propulsion adjustment state A, the position of the connecting point P2 of the swing end portion connecting the first release wire 54a of the armband 51a exceeds the dead point line. Therefore, since the tension of the first release wire 54a is received, the posture is stably maintained.
At this time, the second release wire 54b is also connected to the connection point P3 of the second armband 51b of the switching operation lever 51, and a pulling action acts on the opposite side of the dead point line. The propulsion of the switching lever 51 is coupled with the fact that a friction plate (not shown) is interposed at the swinging base end of the switching lever 51 and gives a certain amount of swinging resistance to the swinging operation of the switching operation lever 51. The adjustment state A is stably maintained.

When the switching operation lever 51 is operated to the propulsion suppression state B, the connection point P2 of the first arm rod 51a and the connection point P3 of the second arm rod 51b are distributed to both sides of the dead point line. In this posture, both the release wires 54a and 54b are operated to the loose side, and the rocking resistance by the friction plate acts on the base of the switching operation lever 51. State B is maintained.
By means of a mechanism that is stably maintained at two positions beyond the dead point line, the holding means for holding the propulsion capability of the traveling aircraft in the present invention and the state in which the propulsion capability is suppressed is provided. It is configured.

By adopting the configuration as described above, when the front part of the traveling machine body 2 that moves forward so as to ascend the front surface of the slope that rises forward is lifted, The traveling vehicle body 2 can be driven to be pulled up on the kite while being lowered to the acting posture and pushing down the kite overarm 5 to prevent the front of the vehicle body from being lifted.
Even during the heel-crossing operation using the heel-crossing arm 5, the heel-crossing arm 5 itself is provided with a switching operation lever 51 as an artificial operation tool for suppressing the propulsion capability. It is possible to easily change the aircraft propulsion capability during crossing work.

[Others]
(1) As the switching operation lever 51 that can be manually operated attached to the vertical flange portion 5B of the over-arm 5 arm, as shown in each of the above-described embodiments, it is alternatively switched between the entering position and the cutting position. It is not limited to a structure that is operated or a structure that is always biased to the cut side and that maintains the entry position by the hook member 57. Therefore, although not shown, for example, when the switching operation lever 51 is operated in the first direction in one direction, it is operated in the on or off state. The switching state may be maintained until the next operation, and may be configured by a well-known switching mechanism that alternately switches back and forth and maintains the state.

(2) The propulsion force suppression operation mechanism 50 for suppressing the propulsion capability of the traveling machine body is not limited to the clutch and the brake, and may be one that reduces the engine speed or decelerates the transmission.

(3) The present invention is applicable to a riding rice transplanter, a rice transplanter equipped with a fertilizer application device, a chemical spraying device, or the like, or a direct seeding machine.

Whole side view of rice transplanter Overall plan view of rice transplanter Front view of rice transplanter front Side view near the prime mover Schematic side view showing the operating pedal and the dismounting operation lever and lock lever Plan view showing the operating system of the main clutch and traveling brake device Side view showing arm over arm Explanatory diagram showing the linkage relationship between the propulsive force suppression operation mechanism and the main clutch and brake The side view which shows the heel overarm and main clutch part in another embodiment Explanatory drawing which shows the linkage relation of the driving force suppression operation mechanism and main clutch in another embodiment. The side view which shows the heel overarm and propulsion force suppression operation mechanism in another embodiment The top view which shows the operation system of the main clutch and driving brake device in another embodiment The side view which shows the linkage structure of the speed change operation lever and hydraulic continuously variable transmission in another embodiment. The perspective view which shows the accommodation interlocking mechanism in another embodiment. The schematic side view which shows the operation pedal in another embodiment, a dismounting operation lever, and a lock lever The schematic side view which shows the operation pedal in another embodiment, a dismounting operation lever, and a lock lever The side view which shows the linkage structure of the operation pedal and dismounting operation lever in another embodiment The side view which shows the linkage structure of the operation pedal and dismounting operation lever in another embodiment The perspective view which shows the linkage structure of the operation pedal and dismounting operation lever in another embodiment. Explanatory drawing which shows the linkage relation of the driving force suppression operation mechanism in another embodiment, a main clutch, and a brake.

Explanation of symbols

DESCRIPTION OF SYMBOLS 2 Traveling machine body 3 Neutral position return mechanism 4 Clutch operation mechanism 5 Overpass arm 11 Belt transmission mechanism 12 Hydrostatic continuously variable transmission 20 Traveling brake device 30 Operation pedal 31 Get-off operation lever 40 Main clutch 50 Propulsion force suppression operation mechanism 51 Switching operation lever

Claims (6)

A riding type equipped with a maneuvering arm for suppressing and releasing the propulsion capability of the traveling aircraft on the arm over the heel, provided with a heel-crossing arm that can apply a pressing operation force to the front of the traveling aircraft when getting off the vehicle Paddy field machine,
A riding-type paddy field work machine characterized in that a holding means for holding a state in which a propulsion capability of a traveling machine body is obtained is provided in an operation system of the artificial operation tool. The riding paddy field work machine according to claim 1, wherein the holding means is configured to be in a state in which the propulsion capability of the traveling machine body is suppressed in a non-holding state. Separately from the human operating tool provided on the arm over the heel, the human operating means for suppressing and releasing the propulsion capability of the traveling aircraft is provided on the traveling aircraft that can be operated in the riding posture.
The riding paddy field work machine according to claim 1 or 2, wherein the state in which the propulsion ability is suppressed by the human operation means can be released by operating the human operation tool provided on the overarm. A riding type equipped with a maneuvering arm for suppressing and releasing the propulsion capability of the traveling aircraft on the arm over the heel, provided with a heel-crossing arm that can apply a pressing operation force to the front of the traveling aircraft when getting off the vehicle Paddy field machine,
A riding-type paddy field work machine configured to automatically switch to a state in which propulsion ability is suppressed when the artificial operation tool is not operated. In addition to the human operating tool provided on the arm over the heel, the human operating means for suppressing and releasing the propulsion capability of the traveling machine body is provided at the front portion of the traveling machine body that can be operated in the dismounted state. The riding paddy field machine according to 2 or 4. The riding paddy field work machine according to any one of claims 1 to 5, wherein the arm over the heel and the artificial operation tool provided on the arm over the heel are configured to be held together.

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