Operation mechanism of work vehicle and work vehicle

Provided is an operation mechanism of a work vehicle capable of suppressing transmission of vibration from a vehicle body to a cabin. The operation mechanism of a work vehicle includes: a first link portion which is supported by the vehicle body (a center frame, a transmission, and the like); a second link portion which is supported by a cabin placed on the vehicle body; and a third link portion which has flexibility and connects the first link portion and the second link portion so as to be interlockable.

TECHNICAL FIELD

The disclosure relates to a technique of an operation mechanism of a work vehicle.

BACKGROUND ART

Conventionally, a technique related to an operation mechanism of a work vehicle is known. For example, the technique is described in JP 2013-107600 A.

JP 2013-107600 A describes a plurality of operation levers provided in a cabin. The operation lever is rotatably supported with respect to a support frame forming the cabin. A grip operation part for an operator to grip is formed at the upper end portion of the operation lever. The lower end of the operation lever is linked to various devices via a connection link.

For example, one of the operation levers is operatively linked to a transmission via the connection link. The operation lever is used as a cruise operation lever that can be switched between a cruise state in which the work vehicle runs at a constant speed and a state in which the cruise state is released.

Here, as described above, when the operation lever provided in the cabin is linked to the vehicle body (transmission) via the connection link, a vibration from the vehicle body may be transmitted into the cabin through the connection link. In this case, noise may be generated based on the vibration transmitted into the cabin. Therefore, a technique capable of suppressing the vibration transmitted from the vehicle body into the cabin is desired.

SUMMARY OF INVENTION

The disclosure has been made in view of the above circumstances, and a problem to be solved is to provide an operation mechanism of a work vehicle and a work vehicle capable of suppressing transmission of a vibration from a vehicle body to a cabin.

The problem to be solved by the disclosure is as described above. Next, a unit for solving the problem will be described.

That is, an operation mechanism of a work vehicle of the disclosure includes: a first link portion which is supported by the vehicle body; a second link portion which is supported by a cabin placed on the vehicle body; and a third link portion which has flexibility and connects the first link portion and the second link portion so as to be interlockable.

Further, in the operation mechanism of a work vehicle according to the disclosure, the first link portion is connected to a transmission such that a shift stage of the transmission is changeable.

Further, in the operation mechanism of a work vehicle according to the disclosure, the second link portion is connected to an operation tool capable of changing the shift stage of the transmission.

Further, in the operation mechanism of a work vehicle according to the disclosure, the operation tool is provided in a console disposed on right and left sides of a seat.

Further, in the operation mechanism of a work vehicle according to the disclosure, the operation tool is a cruise lever capable of keeping the shift stage of the transmission constant.

Further, in the operation mechanism of a work vehicle according to the disclosure, the second link portion includes a first rotation member which is rotatably supported with respect to a bottom surface of the cabin, a second rotation member which is disposed to be at least partially positioned inside the cabin and is rotatably supported by the cabin, and a connection member which connects the first rotation member and the second rotation member.

Further, in the operation mechanism of a work vehicle according to the disclosure, the connection member includes a first connection portion which is connected to the first rotation member, a second connection portion which is connected to the second rotation member, and a third connection portion which is disposed between the first connection portion and the second connection portion in a vertical direction and to which the third link portion is connected.

Further, in the operation mechanism of a work vehicle according to the disclosure, the third connection portion is disposed to be displaced with respect to the first connection portion in a right-left direction.

Further, a work vehicle according to the disclosure includes the operation mechanism.

The disclosure has the following effects.

In the operation mechanism of a work vehicle according to the disclosure, the transmission of the vibration from the vehicle body to the cabin can be suppressed. Thereby, the noise in the cabin can be reduced.

In the operation mechanism of a work vehicle according to the disclosure, transmission of the vibration from the transmission can be suppressed.

In the operation mechanism of a work vehicle according to the disclosure, the transmission of the vibration from the transmission to the operation tool can be suppressed. Accordingly, the noise in the cabin through the operation tool can be reduced.

In the operation mechanism of a work vehicle according to the disclosure, the transmission of the vibration from the operation tool to the console can be suppressed. Accordingly, the noise in the cabin through the console can be reduced.

In the operation mechanism of a work vehicle according to the disclosure, the noise in the cabin through the cruise lever can be reduced.

In the operation mechanism of the work vehicle according to the disclosure, the second link portion can be stably supported by supporting two members of the first rotation member and the second rotation member on the cabin.

In the operation mechanism of a work vehicle according to the disclosure, a gap between the third connection portion and the second connection portion can be reduced, and the stress applied to the connection member can be reduced.

In the operation mechanism of the work vehicle according to the disclosure, the load applied to the connection member can be dispersed.

In the work vehicle of the disclosure, the transmission of the vibration from the vehicle body to the cabin can be suppressed. Thereby, the noise in the cabin can be reduced.

DESCRIPTION OF EMBODIMENT

In the following, a description is given with the directions indicated by arrows U, D, F, B, L and R in the drawing defined as upward, downward, forward, backward, leftward and rightward, respectively.

First, an overall configuration of a tractor1according to an embodiment of the disclosure will be described with reference toFIGS. 1 to 4.

The tractor1illustrated inFIGS. 1 to 4mainly includes a front frame2F, a center frame2C, an engine3, a hood4, a transmission5, a front wheel6, a rear wheel7, a lifting device9, a cabin20, an operation mechanism40, and the like.

The front frame2F and the center frame2C are frame-shaped members formed by appropriately combining a plurality of panel members. The front frame2F and the center frame2C are disposed with the longitudinal directions directed in a front-rear direction. The engine3is fixed to the rear portion of the front frame2F. The engine3is covered by the hood4. The center frame2C is fixed to the rear portion of the engine3. The transmission5housed in a transmission case is provided behind the center frame2C. As the transmission5in this embodiment, it is assumed that the transmission5has a hydro-static transmission (HST) or the like and is capable of continuously shifting.

The front portion of the front frame2F is supported by a pair of right and left front wheels6via a front axle mechanism (not illustrated). The rear portion of the transmission5is supported by a pair of right and left rear wheels7via a rear axle mechanism (not illustrated).

The lifting device9is provided at the rear portion of the transmission5. The lifting device9can be mounted with various work devices (for example, a cultivator). The lifting device9can raise and lower the mounted work device by an actuator such as a hydraulic cylinder. The power of the engine3can be transmitted to the lifting device9through a PTO shaft (not illustrated).

After the power of the engine3is shifted by the transmission5, the power can be transmitted to the front wheels6through the front axle mechanism and can be transmitted to the rear wheels7through the rear axle mechanism. The front wheels6and the rear wheels7are driven to rotate by the power of the engine3, so that the tractor1can run. Further, the work device mounted on the lifting device9can be driven by the power of the engine3.

The cabin20is disposed above the center frame2C and the transmission5. At the front portion of the cabin20, a steering wheel21for adjusting the turning angle of the front wheels6, a speed change pedal22capable of changing a speed ratio by the transmission, and various other pedals are disposed. At substantially the center of the cabin20, a seat23for a driver to sit down is disposed. A console24is disposed on the right side of the seat23. Various operation tools are appropriately disposed on the console24.

Specifically, a loader lever25for operating a front loader mounted on the tractor1is provided at a front end portion of the console24. Behind the loader lever25, a position lever26for raising and lowering the work device mounted on the lifting device9and a cruise lever27for operating the tractor1at a constant speed are provided. The position lever26and the cruise lever27are disposed side by side on the left and right sides respectively, and are provided so as to be rockable in the front-rear direction. The cruise lever27is formed so as to be held at any operation position.

In addition, as illustrated inFIG. 4, the cabin20includes a frame body including a front pillar28, a rear pillar29, a side frame30, and the like. A pair of the front pillars28is disposed on the right and left sides at the front portion of the cabin20. A pair of the rear pillars29is disposed on the right and left sides at the rear portion of the cabin20. The side frame30is disposed to extend forward and rearward so as to connect the lower end of the front pillar28and the lower end of the rear pillar29. The side frame30is appropriately bent so as to bypass the axle of the rear wheel7.

A fender31(seeFIG. 2and the like) that covers the rear wheel7from above is fixed to the side frame30. Further, a plate-like bottom frame32forming the bottom portion of the cabin20is provided so as to extend over the right and left side frames30. The bottom frame32is bent so that the rear portion is raised, and the seat23is placed on the rear portion. In addition, the cabin20is appropriately provided with a window, an opening/closing door, and the like.

The cabin20configured as above is placed on a pair of right and left front support frames10F provided at the rear portion of the engine3and a pair of right and left rear support frames10R provided at the rear portion of the transmission5. The cabin20is placed on the front support frame10F and the rear support frame10R via a cushioning material11such as rubber, and is connected to the front support frame10F and the like by bolts.

In this manner, the cabin20is formed separately from the engine3, the center frame2C, the transmission5, the front support frame10F, the rear support frame10R, and the like, which are fixed to each other. When the separate cabin20is placed on the center frame2C, the transmission5and the like via the cushioning material11, the transmission of the vibration from the transmission5and the like to the cabin20is suppressed. Hereinafter, in the tractor1, a main structural body (parts other than the cabin20) including the transmission5, the front frame2F, the center frame2C, and the like on which the cabin20is placed is collectively referred to as a “vehicle body”.

The operation mechanism40changes the shift stage of the transmission5based on the operation of the speed change pedal22and the cruise lever27. The operation mechanism40is disposed on the right side of the transmission5across the vehicle body and the cabin20. Hereinafter, the operation mechanism40will be specifically described.

The operation mechanism40illustrated inFIGS. 5 to 7mainly includes a first link portion100, a second link portion200, and a third link portion300.

The first link portion100is a portion of the operation mechanism40that is supported by the vehicle body. The first link portion100mainly includes a pedal-side lever110, an HST-side lever120, and an interlocking member130.

The pedal-side lever110is a member that is interlocked with the speed change pedal22(seeFIG. 4). The pedal-side lever110mainly includes a rotation support portion111, a front connection portion112, and a lower connection portion113.

The rotation support portion111is a portion that is rotatably supported by the vehicle body. The rotation support portion111is formed in a substantially cylindrical shape with the longitudinal direction directed in the right-left direction. The rotation support portion111is rotatably supported below the cabin20(bottom frame32) by a rotation shaft2dfixed to the right side surface of the center frame2C. The rotation shaft2dis disposed with the axial direction directed in the right-left direction. The rotation support portion111can rotate around the rotation shaft2dclockwise or counterclockwise as viewed from the side.

The front connection portion112is a portion connected to the speed change pedal22. The front connection portion112is formed by appropriately bending a substantially rectangular panel member. The front connection portion112is fixed to the outer peripheral surface of the rotation support portion111. The front connection portion112is disposed so as to project substantially forward from the rotation support portion111. The speed change pedal22is connected to the front end portion of the front connection portion112via a rod22a.

The lower connection portion113is a portion connected to the interlocking member130described later. The lower connection portion113is formed of a substantially rectangular panel member. The lower connection portion113is fixed to the outer peripheral surface of the rotation support portion111. The lower connection portion113is disposed so as to project substantially downward from the rotation support portion111.

The HST-side lever120is a member that is interlocked with the transmission5(HST in this embodiment). The HST-side lever120is formed in an appropriate shape. A fitting portion121to be fitted with a transmission shaft5a(the trunnion shaft of the HST) of the transmission5is formed at the upper portion of the HST-side lever120. The transmission shaft5ais disposed above and behind the rotation shaft2dof the center frame2C with the axial direction directed in the right-left direction. The HST-side lever120can rotate integrally with the transmission shaft5aclockwise or counterclockwise as viewed from the side. The lower portion of the HST-side lever120is formed to extend downward and outward.

The interlocking member130is a member that interlocks the HST-side lever120with other members (the pedal-side lever110and the third link portion300described later). The interlocking member130mainly includes a main body131, a pedal-side connection shaft132, an HST-side connection shaft133, and a branch portion134.

The main body131is a member that connects the pedal-side lever110and the HST-side lever120. The main body131is formed of a substantially rectangular panel member. The main body131is disposed with the longitudinal direction directed in substantially the front-rear direction. The main body131is disposed on the right side of the pedal-side lever110and the HST-side lever120.

The pedal-side connection shaft132connects the main body131and the pedal-side lever110. The pedal-side connection shaft132is disposed with the axial direction directed in the right-left direction. The pedal-side connection shaft132is rotatably inserted into the front end portion of the main body131and the lower end portion of the lower connection portion113of the pedal-side lever110.

The HST-side connection shaft133connects the main body131and the HST-side lever120. The HST-side connection shaft133is disposed with the axial direction directed in the right-left direction. The HST-side connection shaft133is rotatably inserted into the rear end portion of the main body131and the lower end portion of the HST-side lever120.

The branch portion134is a member disposed to branch from the main body131. The branch portion134is formed by appropriately bending a substantially rectangular panel member. Specifically, the branch portion134is bent in a substantially S-shape in plan view such that the rear end portion is positioned outside the front end portion. The branch portion134is disposed on the right side of the main body131with the longitudinal direction directed substantially in the front-rear direction (substantially parallel to the main body131). The front end portion of the branch portion134is fixed to the front-rear middle portion of the main body131by an appropriate method (such as welding). A connection shaft134ais provided at the rear end portion of the branch portion134.

The connection shaft134aconnects the branch portion134and the third link portion300described later. The connection shaft134ais formed in a substantially columnar shape with the axial direction directed in the right-left direction. The connection shaft134ais inserted into the rear end portion of the branch portion134.

As described above, the first link portion100is supported by the vehicle body. Specifically, the pedal-side lever110is supported by the center frame2C, and the HST-side lever120is supported by the transmission5.

The operation of the speed change pedal22can be transmitted to the transmission5by the first link portion100configured as described above, so as to change the shift stage of the transmission5. Specifically, when the front portion of the speed change pedal22is depressed, the pedal-side lever110rotates via the rod22aclockwise as viewed from the right side. The rotation of the pedal-side lever110is transmitted to the HST-side lever120through the interlocking member130, and the HST-side lever120rotates clockwise as viewed from the right side. Thus, the transmission shaft5aof the transmission5can be rotated clockwise as viewed from the right side, and the shift stage of the transmission5can be changed steplessly to the forward side.

When the rear portion of the speed change pedal22is depressed, the pedal-side lever110rotates via the rod22acounterclockwise as viewed from the right side. The rotation of the pedal-side lever110is transmitted to the HST-side lever120through the interlocking member130, and the HST-side lever120rotates counterclockwise as viewed from the right side. Thus, the transmission shaft5aof the transmission5can be rotated counterclockwise as viewed from the right side, and the shift stage of the transmission5can be changed steplessly to the reverse side.

The second link portion200is a portion of the operation mechanism40that is supported by the cabin20. The second link portion200mainly includes a first rotation member210, a second rotation member220, and a connection member230.

The first rotation member210is a member that is rotatably supported on the bottom surface of the cabin20. The first rotation member210is formed of a substantially rectangular panel member. The first rotation member210is disposed behind the first link portion100with the longitudinal direction of the first rotation member210directed substantially in a vertical direction. The upper end portion of the first rotation member210is rotatably supported by a stay32aprovided on the bottom surface (the lower surface of the bottom frame32) of the cabin20. Specifically, the upper end portion of the first rotation member210is rotatably supported by the stay32avia a connection shaft211disposed with the axial direction directed in the right-left direction. The first rotation member210can rotate around the connection shaft211clockwise or counterclockwise as viewed from the side.

The second rotation member220is a member that is rotatably supported by the side frame30of the cabin20. The second rotation member220is formed of a substantially rectangular panel member. The second rotation member220is disposed above and behind the first rotation member210with the longitudinal direction directed substantially in the vertical direction. The second rotation member220is formed with a through hole221and a protrusion222.

The through hole221is a hole that penetrates the second rotation member220from side to side. The through hole221is formed in the vertical middle portion of the second rotation member220.

The protrusion222is a portion formed to protrude rightward from the second rotation member220. The protrusion222is formed by bending the front upper end portion of the second rotation member220rightward.

The second rotation member220is rotatably supported with respect to the side frame30of the cabin20. Specifically, the connection shaft30awhich is disposed such that the axial direction is directed in the right-left direction is inserted into the through hole221of the second rotation member220. The connection shaft30ais formed to protrude leftward from the inside (left side surface) of the side frame30. The second rotation member220can rotate around the connection shaft30aclockwise or counterclockwise as viewed from the side.

The cruise lever27described above is also rotatably supported by the connection shaft30a. The cruise lever27is disposed between the side frame30and the second rotation member220in the right-left direction. When the cruise lever27is rotated forward (clockwise as viewed from the right side), the cruise lever27comes into contact with the protrusion222of the second rotation member220from behind. Accordingly, the second rotation member220also rotates forward together with the cruise lever27.

The connection member230is a member that connects the first rotation member210and the second rotation member220. The connection member230mainly includes an adjusting portion231, a first plate-shaped portion232, and a second plate-shaped portion233.

The adjusting portion231is a portion of which the length can be adjusted. The adjusting portion231is formed in a rod shape. The adjusting portion231is disposed with the longitudinal direction directed substantially in the front-rear direction. A turnbuckle-shaped adjusting metal member231ahaving a pair of female screws (reverse screw) is provided in the middle portion of the adjusting portion231. When the adjusting metal member231ais rotated in an arbitrary direction, the overall length (length in the longitudinal direction) of the adjusting portion231can be arbitrarily changed. In addition, a connection portion231bis formed in the adjusting portion231.

The connection portion231bis a portion connected to the second rotation member220. The connection portion231bis formed by bending one end (rear end) of the adjusting portion231toward the right side. Accordingly, the connection portion231bis formed in an axial shape (columnar shape) with the axial direction directed in the right-left direction. The connection portion231bis connected to the second rotation member220so as to be rotatable by being inserted into the lower end portion of the second rotation member220.

The first plate-shaped portion232is a portion connected to the third link portion300described later. The first plate-shaped portion232is formed of a substantially rectangular panel member. The first plate-shaped portion232is disposed on the right side of the adjusting portion231with the longitudinal direction directed substantially in the vertical direction. The upper end portion of the first plate-shaped portion232is fixed to the front end portion of the adjusting portion231by an appropriate method (such as welding). A connection shaft232ais provided at the lower end portion of the first plate-shaped portion232.

The connection shaft232aconnects the first plate-shaped portion232and the third link portion300described later. The connection shaft232ais formed in a substantially columnar shape with the axial direction directed in the right-left direction. The connection shaft232ais inserted into the lower end portion of the first plate-shaped portion232.

The second plate-shaped portion233is a portion connected to the first rotation member210. The second plate-shaped portion233is formed by appropriately bending a substantially rectangular panel member. Specifically, the second plate-shaped portion233is disposed with the longitudinal direction directed substantially in the vertical direction and is formed by bending the upper end portion to the right side. The second plate-shaped portion233is disposed on the left side of the first plate-shaped portion232. The upper end portion of the second plate-shaped portion233is fixed to the vertical middle portion of the first plate-shaped portion232by an appropriate method (such as welding). The lower end portion of the second plate-shaped portion233extends below the lower end portion of the first plate-shaped portion232. The lower end portion of the second plate-shaped portion233is disposed so as to be displaced leftward with respect to the first plate-shaped portion232. A connection shaft233ais provided at the lower end portion of the second plate-shaped portion233.

The connection shaft233aconnects the second plate-shaped portion233and the first rotation member210. The connection shaft233ais formed in a substantially columnar shape with the axial direction directed in the right-left direction. The connection shaft233ais disposed at a position lower than the connection shaft232aof the first plate-shaped portion232. The connection shaft233ais inserted into the lower end portion of the second plate-shaped portion233and the lower end portion of the first rotation member210. Accordingly, the second plate-shaped portion233and the first rotation member210are rotatably connected.

As described above, the second link portion200is supported by the cabin20. Specifically, the first rotation member210is supported by the stay32aof the cabin20, and the second rotation member220is supported by the side frame30. That is, the second link portion200is supported only by the cabin20placed on the vehicle body, and is not directly supported by the vehicle body.

The third link portion300connects the first link portion100and the second link portion200so as to be interlockable. The third link portion300mainly includes a wire310, a front wire stay320, and a rear wire stay330.

The wire310is a flexible member. The wire310is formed in a long shape (elongated line shape). The wire310can be deformed (deflected) elastically when a force is applied in the compression direction.

The front wire stay320is a member that connects the wire310and the first link portion100. The front wire stay320is formed by bending a panel member into a substantially U-shape in plan view. One end (front end) of the wire310is fixed to the front wire stay320. The front wire stay320is disposed so as to sandwich the rear end portion of the branch portion134of the first link portion100. In this state, when the connection shaft134ais inserted into the front wire stay320, the front wire stay320is rotatably connected to the branch portion134.

The rear wire stay330is a member that connects the wire310and the second link portion200. The rear wire stay330is formed by bending a panel member into a substantially U-shape in plan view. The other end (rear end) of the wire310is fixed to the rear wire stay330. The rear wire stay330is disposed so as to sandwich the lower end portion of the first plate-shaped portion232of the second link portion200. In this state, when the connection shaft232ais inserted into the rear wire stay330, the rear wire stay330is rotatably connected to the first plate-shaped portion232.

The operation of the cruise lever27can be transmitted to the transmission5by the second link portion200and the third link portion300configured as described above, so as to change the shift stage of the transmission5. Specifically, when the cruise lever27is rotated forward, the second rotation member220also rotates forward (clockwise as viewed from the right side) by being pushed by the cruise lever27. When the second rotation member220rotates, the connection member230moves rearward. Thus, the third link portion300connected to the connection member230is pulled rearward. When the third link portion300is pulled rearward, the interlocking member130of the first link portion100to which the third link portion300is connected is also pulled rearward. Due to the force applied to the interlocking member130, the HST-side lever120rotates clockwise as viewed from the right side. Thus, the transmission shaft5aof the transmission5can be rotated clockwise as viewed from the right side, and the shift stage of the transmission5can be changed steplessly to the forward side. Further, as described above, the cruise lever27can be held at an arbitrary operation position, so that the shift stage of the transmission5can be kept constant.

As described above, in this embodiment, the first link portion100(the mechanism of the speed change pedal22) and the second link portion200(the mechanism on the cruise lever27side) are connected via the third link portion300. Here, the first link portion100is supported by the center frame2C of the vehicle body and the transmission5. For this reason, the vibration (the vibration or the like caused by driving the engine3or the transmission5) of the vehicle body is easily transmitted to the first link portion100. On the other hand, since the second link portion200is supported by the cabin20, the vibration of the vehicle body is not easily transmitted. Particularly, in this embodiment, the second link portion200is connected to the first link portion100via the flexible third link portion300(wire310). Therefore, the transmission of the vibration of the first link portion100to the second link portion200can be suppressed while the transmission5can be operated through the second link portion200.

As described above, the noise in the cabin20can be reduced by suppressing the transmission of the vibration from the vehicle body to the second link portion200. That is, it is possible to suppress the noise generated when the vibration is transmitted to interior components (the cover of the console24, the fender31, and the like) in the cabin20through the second link portion200.

As described above, the operation mechanism40of the tractor1(work vehicle) according to this embodiment includes: the first link portion100which is supported by the vehicle body (the center frame2C, the transmission5, and the like); the second link portion200which is supported by the cabin20placed on the vehicle body; and the third link portion300which has flexibility and connects the first link portion100and the second link portion200so as to be interlockable.

With this configuration, the transmission of the vibration from the vehicle body to the cabin20can be suppressed. Accordingly, the noise in the cabin20can be reduced.

Further, the first link portion100is connected to the transmission5such that the shift stage of the transmission5is changeable.

With this configuration, the transmission of the vibration from the transmission5can be suppressed.

Further, the second link portion200is connected to the cruise lever27(operation tool) capable of changing the shift stage of the transmission5.

With this configuration, the transmission of the vibration from the transmission5to the operation tool can be suppressed. Accordingly, the noise in the cabin20through the operation tool can be reduced.

Further, the operation tool is provided in the console24disposed on right and left sides of the seat23.

With this configuration, the transmission of the vibration from the operation tool to the console24can be suppressed. Accordingly, the noise in the cabin20through the console24can be reduced.

Further, the operation tool is the cruise lever27capable of keeping the shift stage of the transmission5constant.

With such a configuration, the noise in the cabin20through the cruise lever27can be reduced.

Further, the second link portion200includes the first rotation member210which is rotatably supported with respect to a bottom surface of the cabin20, the second rotation member220which is disposed to be at least partially positioned inside the cabin20and is rotatably supported by the cabin20, and the connection member230which connects the first rotation member210and the second rotation member220.

With such a configuration, two members of the first rotation member210and the second rotation member220are supported by the cabin20, so that the second link portion200can be stably supported.

Further, the connection member230includes the connection shaft233a(first connection portion) which is connected to the first rotation member210, the connection portion231b(second connection portion) which is connected to the second rotation member220, and the connection shaft232a(third connection portion) which is disposed between the connection shaft233aand the connection portion231bin a vertical direction and to which the third link portion300is connected.

With such a configuration, a gap between the connection shaft232aand the connection portion231bcan be reduced, and the stress applied to the connection member230can be reduced. That is, when the cruise lever27is operated, the force of the rotation of the second rotation member220is transmitted to the third link portion300through the connection portion231band the connection shaft232a. At this time, by making the gap between the connection portion231band the connection shaft232arelatively small, it is possible to reduce the stress applied to the member (that is, the connection member230) disposed between the connection portion231band the connection shaft232a.

Further, the connection shaft232ais disposed so as to be displaced with respect to the connection shaft233ain the right-left direction.

With such a configuration, the load applied to the connection member230can be dispersed. That is, in this embodiment, by dispersing the load applied to the connection member230to the first plate-shaped portion232and the second plate-shaped portion233, deformation and the like of the connection member230can be suppressed. Further, another member can be disposed between the connection shaft232aand the connection shaft233adisplaced to the right and left, so as to increase the degree of freedom in design.

Further, the tractor1includes the operation mechanism40.

With this configuration, the transmission of the vibration from the vehicle body to the cabin20can be suppressed. Accordingly, the noise in the cabin20can be reduced.

The tractor1according to this embodiment is one embodiment of the work vehicle according to the disclosure.

The cruise lever27according to this embodiment is one embodiment of the operation tool according to the disclosure.

The connection shaft233aaccording to this embodiment is one embodiment of the first connection portion according to the disclosure.

The connection portion231baccording to this embodiment is one embodiment of the second connection portion according to the disclosure.

The connection shaft232aaccording to this embodiment is one embodiment of the third connection portion according to the disclosure.

Although the embodiment according to the disclosure has been described above, the disclosure is not limited to the above configuration, and various modifications can be made within the scope of the disclosure described in the claims.

For example, the work vehicle according to this embodiment is the tractor1, but the type of the work vehicle according to the disclosure is not limited to this. The work vehicle according to the disclosure may be another agricultural vehicle, a construction vehicle, an industrial vehicle, or the like.

Further, in this embodiment, the operation mechanism40that changes the shift stage of the transmission5based on the operation of the speed change pedal22and the cruise lever27has been described as an example. However, the disclosure is not limited to this and may be applied to other various operation mechanisms40. For example, the disclosure may be applied to a device for operating the front loader based on an operation by the loader lever25, a device for operating the lifting device9based on an operation by the position lever26, and the like.

Further, in this embodiment, the transmission5having the HST is described. However, the disclosure is not limited to this and may be applied to various other transmissions.

Further, in this embodiment, the cruise lever27provided in the console24has been exemplified as an operation tool, but the place where the operation tool is disposed is not limited to this. For example, the operation tool may be disposed in a steering post or the like provided with the steering wheel21.

Further, the specific configuration of the operation mechanism40exemplified in this embodiment is an example. The specific shape and arrangement of each member are not limited as long as a portion (the first link portion100in this embodiment) supported by the vehicle body and a portion (the second link portion200in the embodiment) supported by the cabin20are connected by a flexible member (the third link portion300in this embodiment). For example, a push-pull type wire (a wire that can be pushed and pulled) can be used instead of the wire310according to this embodiment. Further, it is also possible to adopt a configuration in which the second link portion200does not include the first rotation member210and the connection member230, and the rear wire stay330of the wire310is connected to the second rotation member220.