U.S. patent number 10,538,179 [Application Number 15/361,674] was granted by the patent office on 2020-01-21 for work vehicle.
This patent grant is currently assigned to Kubota Corporation. The grantee listed for this patent is Kubota Corporation. Invention is credited to Hideki Aoki, Masato Asahara, Yuto Fujii, Ryotaro Senda, Yoshikazu Togoshi, Kensuke Uemoto, Seiya Yoshida.
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United States Patent |
10,538,179 |
Asahara , et al. |
January 21, 2020 |
Work vehicle
Abstract
A mower may include a body frame, a mower unit installed to the
body frame, a grass collection container optionally installed at a
rear portion of the body frame, a front-wheel support arm provided
at a front portion of the body frame, a left front wheel and a
right front wheel supported by the front-wheel support arm, a
counterweight, and a weight bracket. The weight bracket may be
provided on the front-wheel support arm and configured to attach
the counterweight thereto. The counterweight may include a
plurality of weight elements. The weight bracket may include a
plurality of attachment portions. The at least one weight element
may be attached to each attachment portion.
Inventors: |
Asahara; Masato (Sakai,
JP), Senda; Ryotaro (Sakai, JP), Yoshida;
Seiya (Sakai, JP), Aoki; Hideki (Sakai,
JP), Uemoto; Kensuke (Sakai, JP), Togoshi;
Yoshikazu (Sakai, JP), Fujii; Yuto (Sakai,
JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
Kubota Corporation |
Osaka |
N/A |
JP |
|
|
Assignee: |
Kubota Corporation (Osaka,
JP)
|
Family
ID: |
59018433 |
Appl.
No.: |
15/361,674 |
Filed: |
November 28, 2016 |
Prior Publication Data
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|
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Document
Identifier |
Publication Date |
|
US 20170166044 A1 |
Jun 15, 2017 |
|
Foreign Application Priority Data
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Dec 11, 2015 [JP] |
|
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2015-242222 |
Dec 24, 2015 [JP] |
|
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2015-252593 |
Feb 10, 2016 [JP] |
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2016-023757 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K
15/03 (20130101); B60N 2/38 (20130101); B62D
37/04 (20130101); F02M 37/0023 (20130101); F02M
37/007 (20130101); F02M 37/0088 (20130101); F02M
37/04 (20130101); F02M 37/0017 (20130101); B60K
2015/03118 (20130101); B60K 2015/03243 (20130101); B60K
2015/03144 (20130101); B60Y 2200/223 (20130101) |
Current International
Class: |
B62D
37/04 (20060101); F02M 37/04 (20060101); B60N
2/38 (20060101); F02M 37/00 (20060101) |
Field of
Search: |
;280/755,759 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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60155649 |
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Oct 2013 |
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JP |
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2014104933 |
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Jun 2014 |
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JP |
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2015186998 |
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Oct 2015 |
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JP |
|
Primary Examiner: Winner; Tony H
Attorney, Agent or Firm: The Webb Law Firm
Claims
What is claimed is:
1. A mower comprising: a body frame; a mower unit installed to the
body frame; a grass collection container optionally installed at a
rear portion of the body frame; a front-wheel support arm provided
at a front portion of the body frame; a left front wheel and a
right front wheel supported by the front-wheel support arm; a
counterweight; and a weight bracket provided on the front-wheel
support arm and configured to attach the counterweight thereto;
wherein the counterweight includes a plurality of weight elements,
the weight bracket includes a plurality of attachment portions, and
at least one weight element can be attached to each attachment
portion.
2. The mower according to claim 1, wherein the front-wheel support
arm is in a shape of a bow having a left bent portion bent forward
in a left end area of the front-wheel support arm, and a right bent
portion bent forward in a right end area of the front-wheel support
arm, the left front wheel is attached to a tip portion of the left
bent portion, the right front wheel is attached to a tip portion of
the right bent portion, and the weight bracket is fixed to each of
the left bent portion and the right bent portion.
3. The mower according to claim 2, wherein the left front wheel is
attached to the tip portion of the left bent portion through a
caster bracket associated therewith for turning around a vertical
axis thereof, and the right front wheel is attached to the tip
portion of the right bent portion through a caster bracket
associated therewith for turning around a vertical axis
thereof.
4. The mower according to claim 1, wherein by providing the
plurality of attachment portions in the weight bracket in a line in
a transverse direction of the vehicle, the plurality of weight
elements can be attached to the weight bracket in the line in the
transverse direction of the vehicle.
5. The mower according to claim 1, wherein the weight element
attached to the weight bracket is positioned above the left front
wheel or the right front wheel, and forward of an axle passing
through the front wheel associated therewith.
6. The mower according to claim 1, wherein a rolling shaft extends
through the body frame in a front-rear direction of the vehicle,
and the front-wheel support arm is connected to a front end of the
body frame by the rolling shaft to be rolled around the rolling
shaft relative to the body frame.
7. The mower according to claim 1, further comprising corner pole
units for checking a width of the mower unit and/or a width of
mowing by the mower unit, the corner poles being provided in an
area of opposite ends of the front-wheel support arm.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims priority to Japanese Patent Application
Nos. 2015-242222, 2015-252593, and 2016-023757, filed Dec. 11,
2015, Dec. 24, 2015, and Feb. 10, 2016, respectively, the
disclosures of which are hereby incorporated in their entirety by
reference.
BACKGROUND OF THE INVENTION
Field of the Invention
The present invention relates to a work vehicle such as a
mower.
Description of Related Art
(1) First Related Art
A certain kind of work vehicle mounts an engine that has its fuel
supplied from a plurality of fuel tanks (for example, see JP
2563729 Y). In a fuel tank system in an agricultural tractor
disclosed in JP 2563729 Y, upper portions of a right side fuel tank
and a left side fuel tank are in communication with each other
through an air circulation pipe, and bottom portions of the right
side fuel tank and the left side fuel tank are connected to each
other through a fuel withdrawal pipe, and a pump suction pipe is
branched from the center of the fuel withdrawal pipe. A fuel pump
is provided in the pump suction pipe, and fuel can be supplied from
the fuel supply pump to the engine.
When a plurality of fuel tanks are installed, in consideration of
weight balance in the work vehicle, it is desired to reduce the
remaining fuel in each fuel tank in a similar manner. In order to
accomplish this, it is possible to adopt a configuration in which,
for example, a fuel switching cock or the like is provided, and by
selecting the fuel tank to be used as necessary, the remaining fuel
in each tank is caused to be as equal as possible. However,
operation of the fuel switching cock as necessary places a burden
on a vehicle operator. Therefore, technology is desired in which a
fuel system is constructed such that, even when omitting the fuel
switching cock, by keeping an equivalent internal pressure within
each fuel tank, fuel can be supplied equivalently from a plurality
of fuel tanks to the engine, and so the remaining fuel in the
plurality of fuel tanks is caused to be as equal as possible.
(2) Second Related Art
Among riding mowers that are an example of a work vehicle, there is
a riding mower in which a mower unit is installed to a body frame,
and a grass collection container that stores grass mown and
collected by the mower unit can be attached to the body frame (for
example, see JP 2012-071795 A).
In the mower according to JP 2012-071795 A, an engine is installed
in a rear portion of the body frame, the grass collection container
is connected to a rear end of the body frame, and the mower unit is
suspended from the body frame between front wheels and rear wheels.
A rear weight installation means for installing a weight is
provided at the rear end of the body frame, and a front weight
installation means for installing a weight is provided at a front
end of the body frame. The front wheels are supported at both ends
of a front-wheel support arm positioned rearward of the front
weight installation means. In this mower, when connecting the grass
collection container to the body frame in the rear portion, a
weight is removed from the rear weight installation means, and
switched to the front weight installation means. Thus, although the
weight on the rear portion of the vehicle body increases by the
weight of the grass collection container, front-rear weight balance
of the vehicle can be attained, so that an appropriate ground load
is placed on the front wheels, and a caster function of the front
wheels is well-maintained.
However, because selective connection of grass collection
containers having different weights to the body frame is not
considered, in a case of switching from a light grass collection
container to a heavy grass collection container, it is necessary to
switch the weight installed to the front weight installation means
to another weight that is heavier. Conversely, when switching from
a heavy grass collection container to a light grass collection
container, it is necessary to switch the weight installed to the
front weight installation means to another weight that is
lighter.
Further, in the mower according to JP 2012-071795 A, the front
weight installation means where a weight is installed is provided
at the front end of the body frame, so that it is necessary to
avoid interfering with the front-wheel support arm that is likewise
installed near the front end of the body frame. Therefore, the
front weight installation means is provided at a position separated
frontward from the front-wheel support arm, and as a result, the
total length of the vehicle body increases, which is
inconvenient.
In consideration of the above-described circumstances, improvements
related to attachment of a counterweight necessary when selectively
installing a different grass collection container are desired.
(3) Third Related Art
Among work vehicles in which an operator seat is provided, there is
a riding electric mower in which a mower unit is provided in the
vehicle body (for example, see JP 2013-001230 A, or US 2012/0323420
A1 and US 2015/039171 A1 (divisional application of US 2012/0323420
A1) corresponding to JP 2013-001230 A). Specifically, as shown in
FIG. 3 thereof, the riding electric mower includes a vehicle body
supported by the front wheels and the rear wheels, an operator seat
disposed in the vehicle body, and a mower unit suspended from the
vehicle body. Also, in fenders on both sides of the operator seat,
there are disposed left-right operation levers, and an electric
operation panel having switch buttons, switch levers, and the
like.
Also, among the above sort of work vehicles, there is a work
vehicle in which a cigar socket (cigar lighter) is disposed in a
ceiling plate portion of left-right fenders (for example, see FIG.
16 of JP 2015/0186998 A).
As described above, conventionally, an electrical connection port
for withdrawing electrical power or an electrical signal of the
cigar socket is provided in a fender. However, because the
operation levers, the operation panel, and the like are already
disposed in the fender, space for disposing the electrical
connection port is restricted. Therefore, it is difficult to
dispose the electrical connection port at a desired location in
consideration of user convenience and the like.
In consideration of such circumstances, a work vehicle is desired
in which restriction of the space for disposing the electrical
connection port is reduced, so that that the location for disposing
the electrical connection port can be freely set.
SUMMARY OF THE INVENTION
(1) The following configuration is proposed correspondingly to the
First Related Art.
A work vehicle comprising:
an engine;
a first fuel tank;
a second fuel tank;
a fuel supply path including a first fuel supply path extending
from the first fuel tank, a second fuel supply path extending from
the second fuel tank, a merging portion that merges fuel from the
first fuel supply path with fuel from the second fuel supply path,
and a common supply path connecting the merging portion to the
engine;
a fuel pump provided in the common supply path and configured to
supply fuel from the merging portion to the engine;
a first check valve interposed on the first fuel supply path, and
configured to open according to a differential pressure between
pressure on the side of the fuel tank of the first fuel supply path
and pressure on the side of the merging portion of the first fuel
supply path;
a second check valve interposed on the second fuel supply path, and
configured to open according to a differential pressure between
pressure on the side of the fuel tank of the second fuel supply
path and pressure on the side of the merging portion of the second
fuel supply path; and
a communication channel that establishes communication between an
upper space of the first fuel tank and an upper space of the second
fuel tank.
According to this configuration, in order to supply fuel to the
diesel engine, fuel is sucked out from the first fuel tank and the
second fuel tank by a common fuel pump through a check valve. When
doing so, because the check valve is intervening in the fuel supply
path, if there is a pressure differential between the first fuel
tank and the second fuel tank due to different amounts of stored
fuel, more fuel is sucked out from the fuel tank having a larger
pressure, i.e., the tank having a larger amount of stored fuel.
Accordingly, it is important that a difference between the supply
pressure of the first fuel tank and the supply pressure of the
second fuel tank is caused by a difference in the amount of fuel
stored in each fuel tank. For example, when a difference in tank
internal pressure occurs due to variation in precision of a fuel
cap that closes a refueling port of a refueling portion, it is
possible that fuel will be sucked out from only one fuel tank. This
sort of problem is solved by the respective internal pressures
being brought into equilibrium by a communication channel in
communication with an upper space of the first fuel tank and an
upper space of the second fuel tank. Thus, a difference between the
amount of fuel stored in the first fuel tank and the amount of fuel
stored in the second fuel tank can be avoided.
It is necessary for the communication channel to open into a space
above the fuel liquid face, and the location satisfying this
condition is near the refueling portion where the refueling port is
formed. Therefore, it is convenient that one end of the
communication channel opens at a position adjacent to a refueling
portion of the first fuel tank, and the other end of the
communication channel opens at a position adjacent to a refueling
portion of the second fuel tank.
Fuel has weight, so that in order for the first fuel tank and the
second fuel tank to not adversely affect the weight balance of the
vehicle, it is preferable that fuel is disposed divided between the
right side and the left side of the vehicle. When doing so, it is
preferable to dispose the communication channel at a location where
the communication channel interferes little with other members, and
where the communication channel will not become a nuisance for
movement of an operator or the like, or installation of other
devices. Therefore, in a preferable embodiment of the present
invention, the first fuel tank and the second fuel tank are
arranged separate from each other across the operator seat in a
transverse direction of the vehicle, and the communication channel
passes behind the operator seat. Also, from the viewpoint of
protecting the communication channel, it is preferable that the
communication channel is formed with a rubber hose, and a metal
pipe of steel tubing or the like encloses the rubber hose.
In a case where the engine is a diesel engine, it is necessary that
some of the fuel that has been supplied by the fuel pump is
returned to the fuel tank, so that a fuel return path is provided
that is in communication between the diesel engine and the first
fuel tank and the second fuel tank, the fuel return path returning
extra fuel from the diesel engine to the first fuel tank and the
second fuel tank.
When doing so, in order to not cause a large difference between the
amount of fuel stored (the amount of fuel remaining) in the first
fuel tank and the amount of fuel stored in the second fuel tank, it
is desirable to return an equal amount of fuel from the diesel
engine to the first fuel tank and the second fuel tank, to the
extent possible. Therefore, preferably, the fuel return path
includes a common return path extending from the diesel engine, a
branching portion provided in the common return path, a first fuel
return path extending from the branching portion to the first fuel
tank, and a second fuel return path extending from the branching
portion to the second fuel tank, a first return port of the first
fuel return path being formed in the first fuel tank, a second
return port of the second fuel return path being formed in the
second fuel tank, and a height level of the first return port in
the first fuel tank and a height level of the second return port in
the second fuel tank being set to the same height level (also
including approximately the same height level).
In this configuration, fuel that has returned from the diesel
engine is branched at the branching portion, and respective
branched fuel returns to the first fuel tank and the second fuel
tank. Consequently, the amount of fuel stored in each fuel tank
increases, and a circumstance is avoided in which, for example in a
state where a return port is plugged, the pressure in that fuel
return path increases, so that the fuel that has been returned from
the diesel engine flows into the other fuel tank, and only one fuel
tank becomes full. In this embodiment, both return ports are
located at approximately the same height level; this means a height
level guaranteeing to avoid a circumstance in which only one fuel
tank becomes full.
In order for the ratio of fuel that is returned from the diesel
engine to the first fuel tank and the second fuel tank to be as
equal as possible, it is preferable that fuel flow resistance is
substantially the same in the first fuel return path and the second
fuel return path. For example, the difference between the first
fuel return path and the second fuel return path is preferably
within 0% to 20%. As one preferable measure for achieving this, the
first fuel return path and the second fuel return path are
configured with substantially the same flow cross-sectional area
and channel length. For example, the difference in the flow
cross-sectional area, and the difference in the channel length,
between the first fuel return path and the second fuel return path
are preferably within 0% to 20%.
Also, in an advantageous configuration, a bottom face of the first
fuel tank and a bottom face of the second fuel tank are positioned
above a crankshaft of the diesel engine, the first fuel supply path
is connected to the bottom face of the first fuel tank, the second
fuel supply path is connected to the bottom face of the second fuel
tank, and the fuel return path is connected to an upper face of the
first fuel tank and an upper face of the second fuel tank.
(2) The following configuration is proposed correspondingly to the
Second Related Art.
A mower, comprising:
a body frame;
a mower unit installed to the body frame;
a grass collection container capable of being selectively installed
to a rear portion of the body frame;
a front-wheel support arm provided in a front portion of the body
frame;
a left front wheel and a right front wheel supported by the
front-wheel support arm;
a counterweight; and
a weight bracket provided in the front-wheel support arm and
configured such that the counterweight can be attached to the
weight bracket;
wherein the counterweight includes a plurality of weight
elements,
the weight bracket includes a plurality of attachment portions,
and
at least one weight element can be attached to each attachment
portion.
In this configuration, a front-wheel support arm is provided in a
front portion of the body frame, and a weight bracket is provided
in the front-wheel support arm. A plurality of attachment portions
where a weight element can be attached are provided in the weight
bracket. For example, when a light grass collection container is to
be attached, one or a small quantity of weight elements are
attached to each attachment portion, and when a heavy grass
collection container is to be attached, a plurality of weight
elements are attached to each attachment portion. Therefore, it is
preferable that a quantity of weight elements necessary for a heavy
grass collection container are prepared, and when a light grass
collection container is to be attached or when a grass collection
container is not attached, the necessary quantity of weight
elements are attached, or none of the weight elements are
attached.
Further, the weight bracket is provided in the front-wheel support
arm, so that as a result, weight elements are provided in the
front-wheel support arm. Therefore, when attaching the front-wheel
support arm to the body frame, it is not necessary to consider
interference between the front-wheel support arm and the weight
bracket and the weight element. Therefore, a problem of the body
frame becoming longer than necessary is eliminated.
As the distance between the front wheels and the rear wheels (the
wheelbase) increases, straight-line stability improves, but because
the body frame becomes longer, the vehicle body becomes heavier.
Also, in a case where the mower unit is disposed between the front
wheels and the rear wheels, it is more convenient to have a longer
wheelbase. Therefore, in a preferable embodiment of the present
invention, the front-wheel support arm is bow-shaped, having a left
bent portion bent forward in a left end area of the front-wheel
support arm, and having a right bent portion bent forward in a
right end area of the front-wheel support arm, the left front wheel
is attached to a tip portion of the left bent portion, the right
front wheel is attached to a tip portion of the right bent portion,
and the weight bracket is fixed to each of the left bent portion
and the right bent portion. With this configuration, even when the
wheelbase is increased, lengthening of the entire length of the
body frame can be suppressed. Further, in this configuration, the
front-wheel support arm and the front wheels protrude forward from
the front end of the body frame. Therefore, even when adopting a
rolling structure whereby the front-wheel support arm is connected
to the body frame through a rolling shaft, a sufficient gap is
obtained between the front-wheel support arm and the front wheels,
and the body frame and other members, when rolling occurs.
When using caster wheels for the front wheels, the front wheels are
positioned to the rear of the support position where the front
wheels are supported by the front wheels support frame, so that the
space between the front wheels and other members is small. As a
preferable embodiment for adequately securing that space, it is
proposed that the left front wheel is attached to the tip portion
of the left bent portion so as to be capable of turning around a
vertical axis through a caster bracket, and the right front wheel
is attached to the tip portion of the right bent portion so as to
be capable of turning around a vertical axis through a caster
bracket.
In a simple configuration for changing the weight of the
counterweight according to the type of grass collection container,
fixed to the front-wheel support arm, a plurality of attachment
portions are formed such that an arbitrary quantity of weight
elements can be attached to the weight bracket. When doing so, it
is preferable that the attachment portions are lined up laterally
such that other weight elements do not become a nuisance when
removing a weight element. Therefore, in one preferable embodiment
of the present invention, by providing the plurality of attachment
portions in the weight bracket in a line in the transverse
direction of the vehicle, the plurality of weight elements can be
attached to the weight bracket in a line in the transverse
direction of the vehicle.
Also, in an advantageous configuration, the weight element attached
to the weight bracket is positioned above the left front wheel or
the right front wheel, and forward of an axle passing through the
corresponding front wheel. According to this sort of configuration,
there is a low possibility of the weight element becoming a
nuisance to travel or work.
Also, in an advantageous configuration, a rolling shaft extends
through the body frame in the front-rear direction of the vehicle,
and the front-wheel support arm is connected to a front end of the
body frame by the rolling shaft to be rolled around the rolling
shaft relative to the body frame.
In one preferable embodiment of the present invention, corner pole
units for checking the width of the mower unit and/or the width of
mowing by the mower unit are provided in the area of both ends of
the front-wheel support arm. With these corner pole units, it is
easy for the operator to check the width of the mower unit or the
width of mowing. Also, because these corner pole units are provided
in the front-wheel support arm where they enter even the
comparatively narrow field of view of the operator when looking
forward, the range of movement of the operator's viewpoint in order
to check the width of the mower unit or the width of mowing is
reduced, and so stable mowing travel operation can be
anticipated.
(3) The following configuration is proposed correspondingly to the
Third Related Art.
A work vehicle, comprising:
an operator seat;
wherein an electrical connection port configured to externally
output at least one of electrical power and an electrical signal is
provided in the operator seat.
According to this configuration, the electrical connection port is
provided in the operator seat, so that in comparison to a
conventional configuration in which various operation levers have
already been disposed in the fenders, it is possible to reduce
restriction of the space for disposing the electrical connection
port, so that the location for disposing the electrical connection
port can be freely set.
In the above configuration, it is preferable that a cover
configured to cover the electrical connection port is provided.
Particularly in a work vehicle that does not have a cabin, in order
to prevent poor or degraded connections due to penetration of rain
water, dust, or the like, it is preferable that the electrical
connection port has a waterproof/dustproof function. According to
this configuration, the electrical connection port is covered by a
cover, so that it is difficult for rain water, dust, or the like to
enter, and the electrical connection port is protected from sun
exposure, so that the electrical connection port has excellent
durability. Further, because the cover is provided and the
electrical connection port can be used outside, this configuration
can also be easily utilized in a work vehicle that is not provided
with a cabin, a sunshade cover, or the like.
Also, in the above configuration, it is preferable that the
operator seat includes a backrest portion and a seat portion, and
the electrical connection port is provided in a thick portion in a
side portion of the backrest portion. According to this
configuration, the electrical connection port is provided in a
thick portion in a side portion of the backrest portion, so that
the electrical connection port does not become a nuisance to the
operator when the operator is sitting in the operator seat, and the
operator can easily use the electrical connection port while
sitting.
Also, in the above configuration, it is preferable that the
operator seat includes a backrest portion and a seat portion, and
the electrical connection port is provided in a thick portion in a
side portion of the seat portion. According to this configuration,
the electrical connection port is provided in a thick portion in a
side portion of the seat portion, so that the electrical connection
port does not become a nuisance to the operator when the operator
is sitting in the operator seat, and the operator can easily use
the electrical connection port while sitting.
Also, in the above configuration, it is preferable that the
electrical connection port is at least any one among an AUX port
(auxiliary port) configured for audio input/output, a cigar socket
configured for charging, and a USB port (universal serial bus port)
configured for insertion of a USB cable. According to this
configuration, using the electrical connection port, an operator
can easily connect an external device to listen to audio, charge
the external device, or the like.
Other features and advantages resulting from such features will
become apparent by reading the description below.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a first embodiment (same through to FIG. 4), and is a
schematic view illustrating basic principles of fuel
circulation;
FIG. 2 is a side view of a zero-turn mower that is one specific
embodiment of a work vehicle;
FIG. 3 is a plan view of the zero-turn mower;
FIG. 4 is a front view schematically showing fuel circulation
between a first fuel tank, a second fuel tank, and an engine;
FIG. 5 shows a second embodiment (same through to FIG. 15), and is
a perspective view of a mower;
FIG. 6 is a side view of the mower;
FIG. 7 is a plan view of the mower;
FIG. 8 is a perspective view showing a body frame and a front-wheel
support arm;
FIG. 9 is a perspective view showing a weight bracket with a weight
element not attached;
FIG. 10 is a perspective view showing a state in which a weight
element is attached to the weight bracket;
FIG. 11 is a perspective view showing a state in which weight
elements are attached to the weight bracket;
FIG. 12 is a perspective view showing a state in which weight
elements are attached to the weight bracket;
FIG. 13 is a front view of a weight element;
FIG. 14 is a perspective view of a blower;
FIG. 15 is an exploded perspective view of the blower;
FIG. 16 shows a third embodiment (same through to FIG. 18), and is
a perspective view showing the overall configuration of a zero-turn
mower that is one example of a work vehicle;
FIG. 17 is a perspective view showing the vicinity of an operator
seat; and
FIG. 18 is an enlarged side view showing states in which a cover is
open/closed.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
In the following description, unless explicated otherwise, the
front-rear direction of the vehicle is the direction of the vehicle
center axis (also referred to as the vehicle longitudinal axis)
that extends in the horizontal direction along the travel direction
of the vehicle, and the vehicle transverse direction (also referred
to as simply the lateral direction) is the direction that extends
in the horizontal direction orthogonal to the vehicle center axis.
`Front (forward)` means the forward travel side in the front-rear
direction of the vehicle, and `rear (rearward)` means the rearward
travel side in the front-rear direction of the vehicle. `Left (left
side)` means left when pointing toward the direction of forward
travel of the vehicle, and `right (right side)` means right when
pointing toward the direction of forward travel of the vehicle.
Above (top side) and below (bottom side) indicate the positional
relationship in the vertical direction (height direction) of the
vehicle.
First Embodiment
Basic Configuration of Fuel Circulation
Before describing a specific embodiment of a work vehicle according
to the present invention, the specific configuration of fuel
circulation between fuel tanks and an engine adopted in the present
invention will be described with reference to FIG. 1. An engine 3
installed in this work vehicle receives fuel supply from a
left-right pair of a first fuel tank 61 and a second fuel tank 62.
The first fuel tank 61 and the second fuel tank 62 have shapes that
are substantially approximately the same, but the fuel tanks are
not required to have the same shape. The first fuel tank 61 and the
second fuel tank 62 are connected to a fuel supply port 67A of the
engine 3 by a fuel supply path 67 that is typically configured with
a fuel hose. The fuel supply path 67 includes a first fuel supply
path 671 that connects the first fuel tank 61 to a merging portion
65, a second fuel supply path 672 that connects the second fuel
tank 62 to the merging portion 65, and a common supply path 670
that connects the merging portion 65 to the fuel supply port 67A of
the engine 3. A first check valve 63 is interposed on the first
fuel supply path 671, and a second check valve 64 is interposed on
the second fuel supply path 672. A fuel pump 60 is interposed on
the common supply path 670. Each of the first check valve 63 and
the second check valve 64 opens according to differential pressure
(pressure difference) between the pressure on a fuel tank side
associated therewith and the pressure on the merging portion side.
That is, when negative pressure occurs in the merging portion 65
due to driving of the fuel pump 60, for example, the first check
valve 63 and the second check valve 64 will open, and so an amount
of fuel will flow into the common supply path 670 from the first
fuel tank 61 and the second fuel tank 62.
When the fuel pump 60 drives, due to suction force of the fuel pump
60, pressure between the merging portion 65 and the first check
valve 63 in the first fuel supply path 671 is less than the
pressure between the first check valve 63 and the first fuel tank
61, so that the first check valve 63 opens, and fuel is supplied
from the first fuel tank 61 to the engine 3. Similarly, fuel is
supplied from the second fuel tank 62 to the engine 3. However,
when a large amount of fuel is stored in any one of the first fuel
tank 61 and the second fuel tank 62, the pressure difference in the
check valve on the side corresponding to this fuel tank becomes
large, and the opening amount of that check valve becomes large. As
a result, fuel is mainly sucked into the fuel pump 60 from the fuel
tank having a larger amount of stored fuel. That is, the amount of
fuel stored in the first fuel tank 61 and the second fuel tank 62
is brought into equilibrium by the fluid pressure differential
between the fuel stored in the first fuel tank 61 and the fuel
stored in the second fuel tank 62.
In a ceiling face of the first fuel tank 61 and the second fuel
tank 62, a refueling portion 9 is formed that has a refueling port
91 configured to be closed with a fuel cap 90. Due to individual
differences in the fuel cap 90 or the manner of fastening the fuel
cap 90, along with supply of fuel to the engine 3, when a
difference occurs between the internal pressures of the first fuel
tank 61 and the second fuel tank 62, the fluid pressure of the fuel
is affected, and so it is not possible to bring the amount of fuel
stored into equilibrium using the fluid pressure differential of
the fuel. Therefore, a communication channel 70 is provided whereby
an upper space S1 of the first fuel tank 61 is in communication
with an upper space S2 of the second fuel tank 62. One end of the
communication channel 70 opens at a position adjacent to the
refueling portion 9 of the first fuel tank 61, and the other end of
the communication channel 70 opens at a position adjacent to the
refueling portion 9 of the second fuel tank 62. Thus, the internal
pressure of the first fuel tank 61 is kept substantially the same
as the internal pressure of the second fuel tank 62.
In the example in FIG. 1, a diesel engine is adopted as the engine
3, so that the first fuel tank 61 and the second fuel tank 62 are
connected to a fuel return port 68A of the engine 3 by a fuel
return path 68 commonly configured with a fuel hose. The fuel
return path 68 includes a common return path 680 that connects the
fuel return port 68A of the engine 3 to a branching portion 66, a
first fuel return path 681 that connects the branching portion 66
to a return port 68a of the first fuel tank 61, and a second fuel
return path 682 that connects the branching portion 66 to a return
port 68a of the second fuel tank 62. Note that the return port 68a
formed within the first fuel tank 61 and the return port 68a formed
within the second fuel tank 62 have approximately the same height
level in each fuel tank. In order to have substantially the same
fuel flow resistance in the first fuel return path 681 and the
second fuel return path 682, the first fuel return path 681 and the
second fuel return path 682 have substantially the same flow
cross-sectional area and channel length. Accordingly, for example,
when returning fuel flows into the first fuel tank 61 only, and so
fuel reaches the return port 68a of the first fuel tank 61, the
pressure of the first fuel return path 681 increases. Thus, in the
branching portion 66, most fuel that has returned from the engine 3
flows into the second fuel tank 62.
Note that control of the above sort of return fuel can be more
reliably performed by providing a float valve 69 that closes when
the fluid level exceeds a fixed value in the return port 68a of the
first fuel return path 681 and the return port 68a of the second
fuel return path 682.
Example of Specific Configuration of Fuel Circulation
Next is a description of one specific embodiment of a work vehicle
according to the present invention, with reference to the drawings.
This work vehicle is a riding mower in which a mower unit 13 is
provided as a work apparatus. FIG. 2 is a side view of the riding
mower, and FIG. 3 is a plan view. This riding mower is also
referred to as a "zero-turn" mower which includes a vehicle body 10
supported on the ground by a left-right pair of front wheels 11,
and by a left-right pair of rear wheels 12 serving as driving
wheels configured to be independently rotational driven. The
vehicle body 10 has a body frame 2 as a base member, and between
the front wheels 11 and the rear wheels 12, the mower unit 13 is
suspended from the body frame 2 through a linking mechanism 14. An
operator portion 5 is disposed in an area in the center in the
front-rear direction of the vehicle body 10. A ROPS (rollover
protection structure) apparatus 6 is provided to the rear of the
operator portion 5. The engine 3, which is a diesel engine in this
embodiment, is disposed in an area at the rear end of the vehicle
body 10. Engine auxiliary devices such as a radiator 31 are
disposed in front of the engine 3, and the engine 3 and the engine
auxiliary devices are covered by a hood 30 from above. In the area
of the operator portion 5 of the vehicle body 10, a seat support
body 52 is formed, and an operator seat 53 is provided on the upper
face of the seat support body 52. Further, fenders 54 are formed on
left and right side faces of the seat support body 52. A step 51 is
laid out in front of the operator seat 53. Below the left side
fender 54, the first fuel tank 61 is disposed following the
circumferential face of the rear wheels 12, and below the right
side fender 54, the second fuel tank 62 is disposed following the
circumferential face of the rear wheels 12. The first fuel tank 61
and the second fuel tank 62 have substantially the same shape and
dimensions, and extend past the ROPS apparatus 6 from the sides of
the operator seat 53 in the front-rear direction of the vehicle
body. The refueling portions 9 are provided, in the first fuel tank
61 and the second fuel tank 62, in upper face portions of the rear
portions past the ROP apparatus 6. The refueling portion 9 includes
a refueling pipe 610 protruding approximately perpendicularly from
the upper face portion, and the fuel cap 90 covering the refueling
port of the refueling pipe 610.
In the fuel system including the first fuel tank 61 and the second
fuel tank 62, the basic configuration described with reference to
FIG. 1 is adopted. The communication channel 70 whereby the first
fuel tank 61 and the second fuel tank 62 are in communication is
configured using a rubber hose enclosed with a metal pipe (for
example, a steel pipe) as a communication tube, and is laid out
between a seatback 53b of the operator seat 53 and a front wall of
the hood 30.
A transmission 4 is disposed in front of the engine 3. The
transmission 4 includes a left-right pair of rear axle transmission
portions 41. Each of the left and right rear axle transmission
portions 41 includes, as an example of a continuously variable
transmission, a hydrostatic transmission (abbreviated to as "HST"
hereinafter) 42 that can be independently operated. The HST 42 is
able to change engine driving force from low speed to high speed in
a continuously variable manner and transmit this driving force to
the respective rear wheels 12, in a normal rotation (forward
travel) state and a reverse rotation (rearward travel) state. Thus,
straight forward travel is produced by driving both the left and
right rear wheels 12 in the forward travel direction at the same or
approximately the same speed, and straight rearward travel is
produced by driving the left and right rear wheels 12 in the
rearward travel direction at the same or approximately the same
speed. Further, by causing the speeds of the left and right rear
wheels 12 to differ from each other, it is possible to cause
turning movement of the vehicle body 10 in an arbitrary direction.
For example, by causing any one of the left and right rear wheels
12 to move at a low speed near zero speed, and operating the other
of the rear wheels 12 at high speed on the side of forward travel
or the side of rearward travel, it is possible to turn the vehicle
body 10 within a small turning circle. Further, by driving the left
and right rear wheels 12 in opposite directions from each other, it
is possible to perform a spinning turn of the vehicle body 10 with
approximately the center of the left and right rear wheels 12 as
the center of the turn. The left-right pair of front wheels 11 are
configured using caster wheels, and can freely change the direction
in which they point around a vertical axis, so that the direction
in which the front wheels 11 point is revised according to the
direction of travel produced by driving of the left and right rear
wheels 12.
A gearshift operation of the left and right HSTs 42 is performed
using a left-right pair of gearshift levers 49 disposed on both
sides of the operator seat 53. When a gearshift lever 49 is kept at
a forward-rearward neutral position, the continuously variable
transmission is set to a neutral stoppage state. A forward travel
gearshift is realized by operating the gearshift lever 49 forward
from the neutral position, and a rearward travel gearshift is
realized by operating the gearshift lever 49 rearward.
As is apparent from FIG. 3, the body frame 2 includes a left-right
pair of front frames 21 and a left-right pair of rear frames 22,
and the left and right front frames 21 are interconnected by a
front cross-beam unit 26 including a plurality of cross-beams.
Likewise, the left and right rear frames 22 are interconnected by a
rear cross-beam unit including a plurality of cross-beams, although
the rear cross-beam unit is not shown clearly. An engine mounting
area is formed in an area at the rear end of the rear frames
22.
In the front cross-beam unit 26 positioned at the front end of the
vehicle body 10, a front-wheel support arm 28 extending in the
transverse direction of the vehicle body is provided. A reverse
U-shaped front guard 29 is provided standing in the center of the
front-wheel support arm 28. The front wheels 11 are attached
through caster brackets 110 at both ends of the front-wheel support
arm 28.
FIG. 4 shows the fuel circulation system of this mower. The
principles described with reference to FIG. 1 are also employed in
the fuel circulation of this mower. Regarding structure features of
this fuel circulation system, the bottom face of the first fuel
tank 61 and the bottom face of the second fuel tank 62 are
positioned higher than a crankshaft 3a of the engine 3, the first
fuel supply path 671 is connected at the bottom face of the first
fuel tank 61, and the second fuel supply path 672 is connected at
the bottom face of the second fuel tank 62. Also, the first fuel
tank 61 and the second fuel tank 62 are in communication through
the communication channel 70. Further, the first fuel return path
681 is connected at the upper face of the first fuel tank 61, and
the second fuel return path 682 is connected at the upper face of
the second fuel tank 62. Also, a filter 6a is provided intervening
between the first fuel tank 61 and the first check valve 63, and a
filter 6a is provided intervening between the second fuel tank 62
and the second check valve 64.
As described above, the upper space S1 of the first fuel tank 61
and the upper space S2 of the second fuel tank 62 are in
communication with the communication channel 70; and a main portion
of communication channel 70 extends substantially horizontally, so
that the internal pressures of the respective tanks are brought
into equilibrium. However, in consideration of failsafe redundancy,
the fuel cap 90 may employ a structure for keeping the tank
internal pressure at atmospheric pressure. For example thereof,
there may be provided, between the fuel cap 90 and the refueling
pipe 610, a filtering film that allows air to pass therethrough but
does not allow fuel to pass therethrough. Whereby, the internal
pressures of the first fuel tank 61 and the second fuel tank 62 may
be constantly kept at atmospheric pressure.
Other Embodiments of the First Embodiment
(1) In the above-described embodiment, the engine 3 is disposed in
the rear portion of the vehicle body 10, but a configuration may
also be adopted in which the engine 3 is disposed in the front
portion of the vehicle body 10, and the transmission 4 is disposed
to the rear of the engine 3.
(2) In the above-described embodiment, a mid-mount configuration is
adopted in which the mower unit 13 is disposed between the front
wheels 11 and the rear wheels 12, but a front-mount configuration
may also be adopted in which the mower unit 13 is disposed in front
of the front wheels 11.
(3) In the above-described embodiment, the front wheels 11 are
configured using caster wheels, but the front wheels 11 may also be
configured using steered wheels that can be operated using a
steering wheel. In this case, outputs from the same transmission
that can be branched by a differential mechanism are received by
the left and right rear wheels 12 through the differential
mechanism.
(4) In the above-described embodiment, a work vehicle in which the
mower unit 13 is installed as a work apparatus, i.e. a riding
mower, was described. Instead, it is possible to install a spraying
apparatus, a snow removal apparatus, a planting apparatus, a
harvesting apparatus, or the like as the work apparatus.
Second Embodiment
Overall Configuration of the Mower
In this embodiment, a mid-mount riding mower is described as a
mower that is one example of a work vehicle.
FIG. 5 is a perspective view of the mower, FIG. 6 is a side view,
FIG. 7 is a plan view, and FIG. 8 is a perspective view that
schematically shows the front wheels area of the vehicle.
As shown in FIG. 8, the body frame 110 of the mower traveling
vehicle includes a left frame 110a and a right frame 110b that
extend in the front-rear direction of the vehicle and are connected
to each other by a cross-beam. In the front area of the body frame
110, a left front wheel 111a and a right front wheel 111b that are
freely-turning caster-type wheels are provided; and in the center
area of the body frame 110, a left rear wheel 112a and a right rear
wheel 112b that are drive wheels are provided. When it is not
particularly necessary to distinguish between the left front wheel
111a and the right front wheel 111b, these wheels 111a, 111b will
be collectively referred to as `front wheels 111`. Likewise, when
it is not particularly necessary to distinguish between the left
rear wheel 112a and the right rear wheel 112b, these wheels 112a,
112b will be collectively referred to as `rear wheels 112`.
Between the front wheels 111 and the rear wheels 112, a mower unit
106 is suspended and supported such that the mower unit 106 can be
raised/lowered. At the rear end of the body frame 110, a grass
collection container 115 that collects mown grass from the mower
unit 106 is removably attached.
As shown in FIGS. 5 and 6, an operator seat 114 is disposed above
the center portion of the body frame 110, and an engine 113 is
installed rearward of the operator seat 114. A step 117 positioned
at the base of the operator seat 114 is laid out on the upper face
of the left frame 110a, and fenders 116 are attached to the left
and right of the operator seat 114.
Between the operator seat 114 and the grass collection container
115, a gate-shaped ROPS (rollover protection structure) 118 is
fixed standing in a vertically-oriented posture. The ROPS 118 is
configured with a left-right pair of base end portions 118a that
pass through the fender 116 and protrude upward, and a gate-shaped
frame portion 118b provided capable of folding rearward around
support points X1 at the upper end of the left-right pair of base
end portions 118a.
The left rear wheel 112a and the right rear wheel 112b are driven
independently from each other by engine driving force whose speed
is modified by hydrostatic continuously variable transmissions that
are not shown. By separately performing swinging operation of a
left-right pair of operation levers 119 disposed so as to be
capable of front-rear swinging operation on both left and right
arms of the operator seat 114, the left rear wheel 112a and the
right rear wheel 112b can each be independently driven for
frontward or rearward travel with continuously variable speed.
The mower unit 106 is suspended and supported from the body frame
110 through a quad-linked linking mechanism 160. In the mower unit
106, within a mower deck 161 that forms an internal space relative
to the grass mowing plane, three rotating blades 162 that can be
driven around a vertical shaft are disposed in a triangular shape
when viewed from a plan view, such that the center rotating blade
162 is offset slightly forward. Due to the wind produced by the
rotating blades 162, mown grass is gathered at a side end area of
the mower deck 161. A mown grass transport apparatus 105 that
transports grass mown by the mower unit 106 from the mower unit 106
to the grass collection container 115 is disposed beside the body
frame 110. A transport duct 105A and a blower 105B are provided in
the mower unit 106.
Counterweight Attachable to Front Wheels Support Arm
With reference to FIG. 8, the relationship between the body frame
110 and the front wheels 111 will be described next. A rolling
shaft 130 extending in the front-rear direction of the vehicle is
provided in approximately the center of a front cross-beam 110c of
the body frame 110, and a front-wheel support arm 103 is swingably
connected to the rolling shaft 130. The front-wheel support arm 103
is made of angular pipe, and by a bending process, a straight
portion 133, and a left bent portion 131 and a right bent portion
132 positioned on opposite sides of the straight portion 133, are
formed. The left bent portion 131 is bent so as to point forward
and outside from the left side of the straight portion 133. The
right bent portion 132 is bent so as to point forward and outside
from the right side of the straight portion 133. Thus, the
front-wheel support arm 103 is bow-shaped as a whole, and free end
areas of the left bent portion 131 and the right bent portion 132
are positioned forward of the straight portion 133 in the
front-rear direction of the vehicle body.
A front wheel support unit 135 is attached at the free end each of
the left bent portion 131 and the free end of the right bent
portion 132. To have the front-wheel support arm 103 support the
front wheels 111 in a caster configuration, the front-wheel support
arm 103 has U-shaped fork brackets 351 as caster brackets, turning
shafts 352 provided standing from the upper face of fork brackets
351, and cylindrical bodies 353 that bear the turning shafts 352. A
front axle 190 having a front wheel axle Pf extends at a lower end
portion of each fork bracket 351, so that the front wheels 111 are
rotatably attached to the front axles 190.
According to the type of grass collection container 115 to be
connected, particularly according to the weight of the grass
collection container 115, a counterweight 104 that balances the
weight of the grass collection container 115 can be attached to the
front wheel support unit 135. The counterweight 104 includes a
weight bracket 143, and a weight element 140 that can be attached
to a plurality of attachment portions 144 provided in the weight
bracket 143. In this embodiment, as counterweights, a left
counterweight 141 is disposed in the left bent portion 131, and a
right counterweight 142 is disposed in the right bent portion 132.
The left counterweight 141 includes a left weight bracket 143A
attachable to the left bent portion 131 as the weight bracket 143,
and the right counterweight 142 includes a right weight bracket
143B attachable to the right bent portion 132 as the weight bracket
143. The weight brackets 143 are positioned above the front wheels
111 and forward of the front wheel axles Pf, and as a result, the
weight elements 140 attachable to the weight brackets 143 also are
positioned above the front wheels 111 and forward of the front
wheel axles Pf.
As shown in FIG. 9, in the weight bracket 143, three attachment
portions 144 are provided lined up laterally in the transverse
direction of the vehicle. By selecting attachment of a weight
element 140 to each attachment portion 144, it is possible to
select the weight of the counterweight 104. FIG. 10 shows the
weight bracket 143 having one weight element 140 attached, FIG. 11
shows the weight bracket 143 having two weight elements 140
attached, and FIG. 12 shows the weight bracket 143 having three
weight elements 140 attached.
As shown in FIG. 13, the weight element 140 is an approximately
rectangular body with a thin amount of thickness, with a handle 401
formed in an upper portion, and a slit 402 formed upward from the
lower face. By inserting a guide plate and a fixing pin provided in
the weight bracket 143 into this slit 402, the weight element 140
can be fixed to the weight bracket 143.
As schematically shown in FIG. 8, corner pole units 108 that serve
as guides for an operator sitting in the operator seat 114 to check
the width (outer end position) of the mower unit 106 in the
transverse direction of the vehicle and the width of mowing (grass
mowing border position) by the mower unit 106 are provided in the
area of both ends of the front-wheel support arm 103. Outer end
position poles 181 and mowing border position poles 182 are
provided standing in the corner pole units 108.
Other Configurations
As shown in FIG. 5, the blower 105B is attached to the right side
end of the mower deck 161 through the U-shaped blower support frame
110e. In the blower 105B, an intake port is connected to the
internal space of the mower deck 161, and an exit port is connected
to a front end port of the transport duct 105A. The connection
structure of the blower 105B to the mower deck 161 is shown in FIG.
14 in a perspective view viewed from diagonally below. In FIG. 14,
the mower deck 161 is omitted in order to more easily see the
connection structure of the blower 105B to the mower deck 161.
As shown in FIG. 15, the blower 105B includes a blower main body
150 made of resin, and an upper case 151 made of metal. The blower
main body 150 includes a lower case 152 connectable to the right
side face of the mower deck 161, a first connection portion 153
that extends upward from the upper face of that lower case 152, a
flat plate portion 154 that protrudes outward in the radial
direction from the upper end of the first connection portion 153,
and a cylindrical second connection portion 155 that is connectable
to the first connection portion 153 and the flat plate portion 154
and extends rearward. A wear prevention plate 170 made of metal in
two sections is provided on the upper face of the flat plate
portion 154.
A flange portion 156 that protrudes to the outside in the radial
direction is formed at the lower end of the upper case 151. Using
this flange portion 156, the upper case 151 can be attached to the
flat plate portion 154 with the wear prevention plate 170
sandwiched therebetween. A fan 157 is disposed within the upper
case 151. In the center of the upper case 151, a rotating shaft 158
to which the fan 157 is fixed is provided in the vertical
direction. The upper end of the rotating shaft 158 protrudes from
the upper face of the upper case 151, and a pulley 159 can be fixed
to this protruding upper end. Power from a belt transmission
mechanism provided in the upper face of the mower deck 161 is
branched at the pulley 159.
In a side end portion 152a of the lower case 152, an opening 152b
is formed that accepts a side end portion 152a of the mower deck
161 in order to connect to the mower deck 161. In order to absorb
assembly errors and displacement between the blower 105B and the
mower deck 161, a gap is formed between the upper edge of the side
end portion 152a and the upper face of the ceiling wall of the
mower deck 161. In order to fill this gap, a flat plate-like rubber
mat 107 is fastened with rivets at the lower face of the upper edge
of the side end portion 152a. The thickness of the rubber mat 107
is slightly less than or approximately the same as the gap, so that
mown grass is prevented from being blown out from that gap. In a
case where there is severe displacement in the vertical direction
of the blower 105B or the mower deck 161, so that the rubber mat
107 is touched, that displacement is absorbed by elasticity of the
rubber mat 107.
Other Embodiments of the Second Embodiment
(1) In the above-described embodiment, the front-wheel support arm
103 that supports the front wheels 111 is capable of rolling, but
the front-wheel support arm 103 may also be fixed to the body frame
110.
(2) In the above-described embodiment, the front wheels 111 are
caster-type free wheels, but the front wheels 111 may also be drive
wheels.
(3) The shapes of the weight bracket 143 and the weight element 140
are not limited to those specified in the above-described
embodiment. Also, the attachment position of the weight bracket 143
or the quantity of the attachment portions 144, in other words the
quantity of weight elements 140 that are attachable, also may be
changed according to specifications of the mower.
Third Embodiment
This embodiment will be described with reference to a riding
electric zero-turn mower (referred to below as simply a mower) that
is one example of a work vehicle.
Overall Configuration of the Mower
FIG. 16 is a perspective view showing the overall configuration of
the mower. As shown in FIG. 16, the mower includes a vehicle body
210 supportable by caster wheel units 203 that are front wheels and
drive wheel units 202 that are rear wheels, an operator seat 211
disposed in the vehicle body 210, a rollover protection frame 212
provided standing to the rear of the operator seat 211, and a mower
unit 213 suspended from the vehicle body 210 so as to be capable of
raising/lowering through a raising/lowering linking mechanism in a
space below the vehicle body 210 between the caster wheel units 203
and the drive wheel units 202.
On both sides of the operator seat 211, operation units 201 are
disposed that include a left operation lever 201a and a right
operation lever 201b that swing around a horizontal swinging axis
in the lateral direction of the vehicle body. Further, on one side
of the operator seat 211, in this case the right side, an
electrical operation panel 218 is provided that has switch buttons,
switch levers, and the like of an electrical control system. As
manual operation tools for the caster wheel units 203, there are
provided a left steering switch 217a that commands left steering
angle steering of left and right caster wheels 203a and 203b, a
right steering switch 217b that commands right steering angle
steering of the left and right caster wheels 203a and 203b, and a
caster wheel drive lever 219 that commands rotational driving
(rotational driving for travel) of the left and right caster wheels
203a and 203b. The left steering switch 217a is attached to the tip
of the left operation lever 201a, and the right steering switch
217b is attached to the tip of the right operation lever 201b. The
caster wheel drive lever 219 is disposed in the vicinity of the
electric operation panel 218.
When working, the operator sits in the operator seat 211, and
performs intended grass mowing work by operating the operation unit
201 provided on both sides of the operator seat 211, the electrical
operation panel 218, the caster wheel drive lever 219, and the
like.
Operator Seat
Also, as shown in FIGS. 16 and 17, the operator seat 211 includes a
backrest portion 211a and a seat portion 211b.
In the operator seat 211, there is provided an electrical
connection port 220 that externally outputs electrical power and an
electrical signal. Specifically, an electrical connection port 220a
is provided in a thick portion of a side portion of the backrest
portion 211a. Also, electrical connection ports 220b and 220c are
respectively provided in a thick portion of a side portion of the
seat portion 211b. More specifically, the electrical connection
port 220a is provided in a thick portion of a right side portion of
the backrest portion 211a, the electrical connection port 220b is
provided in a thick portion of a right side portion of the seat
portion 211b, and the electrical connection port 220c is provided
in a thick portion of a front side portion of the seat portion
211c.
Electrical Connection Port
Following is a description of the electrical connection port
220.
As shown in FIG. 17, the electrical connection port 220 is provided
within a recessed portion formed in the operator seat 211. The
electrical connection port 220 comprises at least one of an AUX
port where it is possible to connect an external device to input,
listen to, or record audio; a cigar socket used as a socket-type
electrical supply apparatus; and a USB port used as a connection
port for insertion of a USB cable.
In the present embodiment, a cigar socket 222 and a USB port 223
are provided in the respective electrical connection ports 220
(220a, 220b, 220c).
Cover
Also, as shown in FIGS. 17 and 18, covers 221 are provided for
covering the respective electrical connection ports 220 (220a,
220b, 220c). The cover 221 is supported so as to be capable of
swinging around the lateral axis along the upper edge of the
electrical connection port 220. By swinging vertically around the
lateral axis, the attitude is changed between an open state and a
closed state. In this case, it is possible to anticipate an effect
that it will be difficult for rainwater or the like to penetrate
into the electrical connection port 220.
Also, a seal member (not shown) for preventing water penetration is
provided between the electrical connection port 220 and the cover
221. Note that the seal member may be provided in the electrical
connection port 220, or may be provided in the cover 221. Also, the
seam member may be provided in both the electrical connection port
220 and the cover 221.
Other Embodiment 1 of the Third Embodiment
In the above embodiment, three electrical connection ports 220 are
provided in the operator seat 211, but this is not a limitation,
two or less or four or more may be provided, and as necessary, the
quantity of electrical connection ports 220 can be freely set.
Other Embodiment 2 of the Third Embodiment
In the above embodiment, the electrical connection port 220a is
provided in a thick portion in a side portion of the backrest
portion 211a, but this is not a limitation, and the electrical
connection port 220a may be provided in any location in the
operator seat 211.
Other Embodiment 3 of the Third Embodiment
In the above embodiment, the electrical connection ports 220b and
220c are provided in a thick portion in a side portion of the seat
portion 211b, but this is not a limitation, and the electrical
connection ports 220b and 220c may be provided in any location in
the operator seat 211.
Other Embodiment 4 of the Third Embodiment
In the above embodiment, the cigar socket 222 and the USB port 223
are provided in the electrical connection port 220, but this is not
a limitation, and at least any among an AUX port configured for
audio input/output, a cigar socket configured for charging, and a
USB port configured for insertion of a USB cable can be provided in
the electrical connection port 220. Note that the electrical
connection port 220 can externally output at least any of
electrical power and an electrical signal.
Other Embodiment 5 of the Third Embodiment
In the above embodiment, the cover 221 that covers the electrical
connection port 220 is provided, but this is not a limitation, and
the cover 221 does not need to be provided.
Other Embodiment 6 of the Third Embodiment
In the above embodiment, the cover 221 is provided so as to be
capable of swinging around the lateral axis along the upper edge of
the electrical connection port 220, but this is not a limitation,
and the cover 221 may be provided so as to be capable of swinging
around the lateral axis along the lower edge, or may be provided so
as to be capable of swinging around the vertical axis along a left
or right side edge. Also, the cover 221 may be provided so as to be
detachable.
Other Embodiment 7 of the Third Embodiment
In the above embodiment, a zero-turn mower is given as an example
of a work vehicle, but this is not a limitation, and the embodiment
is also applicable in other mowers generally, and is also
applicable in tractors or the like.
Other Embodiment 8 of the Third Embodiment
In the above embodiment, an electric mower is given as an example,
but this is not a limitation, and the embodiment is also applicable
in work vehicles driven by an engine, or in hybrid work
vehicles.
Also, the present invention can be utilized not only in zero-turn
mowers, but also in mowers generally or in tractors.
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