CN112449877B - Harvester and working machine - Google Patents
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- CN112449877B CN112449877B CN202011101694.XA CN202011101694A CN112449877B CN 112449877 B CN112449877 B CN 112449877B CN 202011101694 A CN202011101694 A CN 202011101694A CN 112449877 B CN112449877 B CN 112449877B
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Classifications
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- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01D—HARVESTING; MOWING
- A01D41/00—Combines, i.e. harvesters or mowers combined with threshing devices
- A01D41/12—Details of combines
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- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01D—HARVESTING; MOWING
- A01D67/00—Undercarriages or frames specially adapted for harvesters or mowers; Mechanisms for adjusting the frame; Platforms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
- B60K35/50—Instruments characterised by their means of attachment to or integration in the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
- B60K35/60—Instruments characterised by their location or relative disposition in or on vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
- B60K2360/77—Instrument locations other than the dashboard
- B60K2360/771—Instrument locations other than the dashboard on the ceiling
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Environmental Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Harvester Elements (AREA)
Abstract
The invention provides a working machine and a harvester. The working machine includes a working unit, a hydraulic device for operating the working unit, and a reservoir unit for storing oil supplied to the hydraulic device, in a traveling machine body having a pair of left and right machine body frames extending in a front-rear direction and a cylindrical support frame disposed so as to extend across the left and right machine body frames in a plan view, an internal space of the support frame being used as the reservoir unit, and a transmission mechanism for transmitting a driving force of an engine of the traveling machine body from a transmission case to left and right traveling devices, the transmission case being used as the reservoir unit.
Description
The application is a divisional application of an invention patent application with the application number of 201811493046.6, wherein the application date is 2014, 01, 29, and the invention name is 'harvester and working machine'.
Technical Field
The present invention relates to a harvester and a working machine.
Background
[ background art 1]
Conventionally, for example, there is a combine harvester shown in patent document 1. The combine harvester includes a driver unit having a driver seat and a control unit provided in front of the driver seat, and a cabin (a cab) covering the driver unit. An instrument panel (instrument panel) is provided on the upper portion of the steering portion.
[ background art 2]
Further, conventionally, as a harvester shown in patent document 2, for example, there is a combine harvester. In this combine, a side frame serving as a side box is provided laterally on a driver seat, and a side panel having a shift lever is provided at an upper end portion of the side frame.
[ background art 3]
Further, conventionally, as shown in patent document 3, for example, there is a combine harvester including: a pretreatment unit as a harvesting device disposed in front of the traveling machine body; a cabin as a cockpit disposed on the travel machine body; a headlight arranged at the upper part of the cabin.
[ background art 4]
In the harvester of patent document 4, left and right brakes for applying braking force to left and right drive shafts are provided inside the transmission case. When the left and right brakes are operated, the brake is set to be operated in conjunction with the operation of disengaging the dog clutch.
[ background art 5]
As a working machine configured as described above, patent document 5 discloses a rice transplanter in which drive shaft boxes (horizontal shaft transmission portions in the document) are formed to protrude laterally from a transmission case (transmission case in the document), and a drive shaft (horizontal transmission shaft in the document) is incorporated in the drive shaft boxes. This working machine has a transmission system for transmitting driving forces of left and right drive shafts to left and right front wheels (a specific example of a travel device), and oil is stored in an internal space of a transmission case and a drive shaft case.
As shown in patent document 5, in the working machine, the oil stored in the transmission is used as the lubricating oil in the transmission, and is supplied as the hydraulic oil to the hydrostatic continuously variable transmission, the power steering unit, the lift cylinder, and the like. For this reason, in patent document 5, the oil storage amount can be increased and the temperature rise of the oil can be suppressed by using the internal space of the transmission case and the internal space of the drive shaft case as the oil storage space.
Documents of the prior art
Patent literature
Patent document 1: japanese unexamined patent publication No. 2002-362437
Patent document 2: japanese unexamined patent publication No. 2011-21
Patent document 3: japanese unexamined patent publication No. 2005-53449
Patent document 4: japanese unexamined patent publication No. 2002-293149
Patent document 5: japanese unexamined patent publication No. 2000-272364
The following is [ subject 1] corresponding to the above [ background art 1 ].
In the case of the instrument panel equipped in the related art, the instrument panel is easy to be noticed when viewed from the front in the cockpit.
In view of such circumstances, it is desirable to provide a harvester capable of equipping an instrument panel in a state in which it is difficult to affect the front view.
Further, [ problem 2] corresponding to [ background art 2] described above is as follows.
In the case where the driver's seat is configured by the conventional technique, the side panels project forward long from the driver's seat, and the side frames also project forward long from the driver's seat, so that the lateral ends of the floor surface provided on the side of the side panels with respect to the driver's seat are located near the driver's seat, but do not reach the lateral ends of the driver's seat, and the lateral width of the driver's seat space at the floor surface level in front of the driver's seat becomes narrow.
In view of the above circumstances, it is desirable to provide a harvester capable of facilitating the operation of a shift operation tool and increasing the space of an operator's seat at a floor surface level.
Further, [ problem 3] corresponding to [ background art 3] is as follows.
In the case of the above-described conventional headlamp technology, the illumination light of the headlamp is irradiated from a high position toward the front, and therefore, the influence of the illumination of the headlamp is hard to cover the harvester, and there is a problem that the harvester is hard to see during night work.
In view of such circumstances, it is desirable to provide a harvester capable of easily illuminating a harvesting device with headlamps.
Further, [ problem 4] corresponding to [ background art 4] is as follows.
A semi-feed combine is considered as a harvester, which has a grain tank and is heavy in weight during operation. For this reason, in a transmission structure in which the driving force of the drive shaft is directly transmitted to the traveling device as described in patent document 4, a transmission device having a large reduction ratio is required in the transmission case in order to obtain the torque required for traveling, and the transmission case is increased in size.
Further, when a large torque acts on the drive shaft, the diameter of the drive shaft is also increased to increase the strength of the drive shaft.
From a different point of view, a brake capable of obtaining a strong braking force is required to stop the travel of a heavy machine body during work. On the other hand, in the harvester having the brake inside the transmission as described in patent document 4, a large brake is required to strongly perform the braking, which leads to an increase in size of the transmission.
In view of such circumstances, it is desirable to rationally configure a harvester having a transmission mechanism for transmitting the driving force of an engine of a travel machine body from a transmission to right and left travel devices.
Further, [ problem 5] corresponding to [ background art 5] described above is as follows.
In many working machines such as combine harvesters and tractors, the rice transplanter described in patent document 5 is not limited to the rice transplanter, and is configured to supply the lubricating oil stored in the transmission as the working oil to the actuator. Therefore, it is desirable to store a large amount of oil in order to sufficiently lubricate the oil in the transmission and to suppress the temperature rise of the oil and to suppress air from entering the oil.
In addition, from the viewpoint of reducing the mounting space of the traveling machine body and the viewpoint of reducing the weight, it is desirable that the transmission is small. For the same reason, it is desirable that the drive shaft casing for accommodating the drive shaft for transmitting the driving force from the transmission to the traveling device is also small. Therefore, when the transmission case or the drive shaft case is downsized, the amount of oil is insufficient even if the internal space of the transmission case or the drive shaft case shown in patent document 5 is used as a space for storing oil.
In the case where the oil stored in the transmission or the like is supplied as the working oil to the actuator or the like, it is desirable that air is not mixed into the oil. However, in a space where the gears rotate at high speed such as inside of the transmission, air is likely to be mixed due to bubbles of oil, and there is room for improvement.
In view of such circumstances, it is desirable to rationally configure a working machine that can store a sufficient amount of oil and that is less likely to cause air to be mixed into the oil that is taken out.
Disclosure of Invention
The solution corresponding to [ problem 1] is as follows.
Namely, the method comprises:
a cockpit provided on the traveling vehicle body;
a driver seat disposed inside the driver's cabin;
a harvesting device connected to a front portion of the traveling vehicle body;
an instrument panel is provided inside the cabin on an upper end side of a front wall portion of the cabin.
According to this configuration, since the instrument panel is provided on the upper end side of the front wall portion of the cab, the entire or almost the entire instrument panel can be separated upward from the field of view of the front side as viewed from the inside of the cab.
Therefore, according to the present invention, it is possible to obtain various information from the instrument panel and to observe the front with little attention paid to the instrument panel, thereby facilitating traveling and work.
In the above configuration, a front windshield is provided over substantially the entire front wall portion, and the instrument panel is located above an upper end of the front windshield.
According to this configuration, since the instrument panel is located at a position away upward from the front windshield, the entire instrument panel is away from the view of the front side as viewed from the inside of the cab.
Therefore, the front is observed with little attention paid to the instrument panel, and running and work are facilitated.
In the above configuration, the instrument panel is biased to the outside in the running vehicle lateral direction with respect to the running vehicle lateral direction center of the driver's cabin.
According to this configuration, the instrument panel is positioned at a position shifted outward in the lateral direction of the traveling vehicle body with respect to the position on the center side of the upper end portion of the front wall portion, and the position on the center side of the upper end portion of the front wall portion can be opened for installation of other members.
Therefore, it is advantageous to provide a sun visor or the like on the center side in the upper end portion of the front wall portion, which is generally located in front of the driver.
In the above configuration, a sun visor is provided on a center side of an upper end portion of the front wall portion.
According to this configuration, the sun visor can be positioned without being detached from the front of the driver.
Therefore, the sun visor can be effectively used.
In the above structure, a first switch group is provided adjacent to the instrument panel.
According to this configuration, the first switch group can be positioned in front of the driver's seat so that the switches of the first switch group can be operated by extending the hands forward and upward from the driver's seat, and the first switch group can be positioned at a position where the front field of view is less likely to be affected.
Therefore, in order to operate the switches of the first switch group, the driver can easily operate the switches by reaching the front from the driver seat upward, and the driver can observe the front side with little attention paid to the first switch group, thereby facilitating traveling and work.
In the above configuration, the first switch group is disposed adjacent to a vehicle body lateral direction center side of the instrument panel.
According to this configuration, the first switch group can be brought closer to the driver than the first switch group is arranged on the vehicle body lateral outside of the instrument panel.
Therefore, the first switch group can be easily operated by hand.
In the above structure, a wiper is provided at a front outer upper portion of the cockpit, and the first switch group includes a wiper switch for the wiper.
According to this structure, by positioning the wiper near the front of the wiper switch, the opening and closing of the wiper can be confirmed near the position where the wiper switch is operated.
Therefore, whether or not the wiper is opened and closed as desired can be comfortably and quickly confirmed, which is advantageous.
In the above configuration, a work lamp is provided at an upper front outer portion of the cabin, and the first switch group includes a work lamp switch for the work lamp.
According to this configuration, by positioning the working lamp near the front of the working lamp switch, it is possible to confirm whether the working lamp is turned on or off near the position where the working lamp switch is operated.
Therefore, it is advantageous to be able to comfortably and quickly confirm whether or not the task lamp is turned on and off as desired.
In the above configuration, a shift operation member for running is provided on one lateral side of the driver seat, and the instrument panel is biased toward the one lateral side with respect to a center in a lateral direction of a running vehicle body in the driver compartment.
According to this configuration, when the speed change operation member is operated by the stick-out hand to change the speed, the instrument panel can be viewed with the eyes facing the instrument panel in this posture.
Therefore, the operation of the shift operation member and the confirmation of the shift by the instrument panel can be performed comfortably, and the desired shift can be performed easily with high accuracy.
In the above configuration, the driver seat is biased toward a side opposite to a side on which the instrument panel is biased with respect to a vehicle lateral direction center of the cab.
According to this configuration, it is possible to prevent the driver's seat and the instrument panel from being too close to each other and making it difficult to observe the instrument panel.
Therefore, the instrument panel is easily viewed, and information on the instrument panel is easily obtained.
In the above configuration, a steering tower including a steering operation element is provided in front of the driver seat.
According to this configuration, the steering operation element can be supported and operated only by extending the hand forward from the driver seat.
Therefore, the steering operation tool can be operated to perform work gently only in a comfortable posture in which the hand is extended forward from the driver seat.
In the above configuration, the steering operation member is a steering wheel supported on the tower so as to be rotatable.
According to this configuration, the steering wheel is rotated to steer the traveling vehicle body.
Therefore, the steering operation of the traveling vehicle body can be easily performed by simply rotating the steering wheel.
In the above structure, a driving panel is provided on an upper portion of the steering tower, and a second switch group is provided on the driving panel.
According to this configuration, when the second switch group is provided on the steering panel, the steering panel is located in the vicinity of the steering operation element, and thus the switch operation of the second switch group can be performed only by slightly moving the hand from the steering operation element.
Therefore, even when the steering operation member is supported, the switch operation can be performed easily and quickly, and the steering operation member has excellent operability.
In the above configuration, a travel shift operation element that is a steering wheel rotatably supported by the steering tower is provided on a lateral side of the driver seat, a projecting portion that projects in the vicinity of a lower portion of an outer periphery of the steering wheel in a plan view is provided at a portion of the driver panel opposite to a side on which the shift operation element is provided with respect to a steering shaft that supports the steering wheel, and at least a part of the second switch group is disposed on the projecting portion.
According to this configuration, even if the shift operation member is supported by one hand, the switch of one of the second switch group can be operated by slightly moving the other hand supporting the steering wheel from the steering wheel.
Therefore, even when the shift operation element and the steering operation element are supported, the opening and closing operation can be performed easily and quickly, and the operability is good.
In the above configuration, the cab is provided with a passage portion penetrating through both left and right side portions, the steering tower provided with a steering operation member is provided on a front side of the passage portion, the driver seat and the shift operation member for traveling are provided on a rear side of the passage portion, and the instrument panel is provided above the passage portion.
According to this configuration, the movement between the steering tower, the driver seat, and the shift operation member is facilitated by passing through the passage portion so as to move between the left and right side portions in the cab.
Therefore, the movement between the left and right side portions in the cab is facilitated, and the cab is convenient.
In the above configuration, a side panel having a shift operation member for traveling is provided on a lateral side of the driver seat, and a space connected to the passage portion is provided in the cabin on a side of the side panel opposite to the driver seat and on a side of the driver seat opposite to the side panel.
According to this configuration, the spaces connected to the passage portion are located on both lateral sides of the driver's seat, and thus both spaces can be used to assist a worker or luggage to board or load.
Therefore, it is advantageous that the boarding support operator can travel together to support the work or replace the driving, and the baggage travel can be carried out to use the traveling travel as the transportation travel.
In the above configuration, the steering operation member is a steering wheel rotatably supported by the steering tower, and the harvester includes: a tilt mechanism that adjusts an angle of the steering wheel; a tilt pedal provided in front of and below the driver seat to operate the tilt mechanism; the tilt step has a traveling vehicle body lateral width that spans a portion located further to the traveling vehicle body left lateral outside than a center of the steering tower in the traveling vehicle body lateral direction and a portion located further to the traveling vehicle body right lateral outside than the center of the steering tower.
According to this configuration, the lateral width of the tilt pedal is increased, and the foot can easily reach the tilt pedal from the portions on both lateral sides of the driver's seat in the passage portion, and the tilt pedal can be easily operated.
Therefore, when the driver's seat is moved from one of the lateral sides of the driver's seat to the other through the passage portion, the steering wheel can be easily moved to the front side of the traveling vehicle body by operating the reclining mechanism. That is, the space between the steering wheel and the driver seat can be enlarged and easily moved between the steering wheel and the driver seat.
In the above configuration, a front windshield is provided over substantially the entire front wall portion, the instrument panel is located above an upper end of the front windshield, a steering tower having a steering operation member is provided in front of the driver seat, and foot rests are provided on both lateral sides of the steering tower.
For example, when the harvesting apparatus is stooped down, it is easy to observe the front of the cab. According to the configuration of the present invention, the user can easily take a stooping posture by pedaling the foot rest.
Therefore, in order to observe the front of the cockpit, it is convenient to easily assume a stooping posture, facilitate observation, and the like.
The solution corresponding to [ problem 2] is as follows.
That is, the harvester of the present invention includes:
a harvesting device connected to a front portion of the traveling vehicle body;
a driving unit provided in the traveling vehicle body;
a driver seat provided in the driver section;
a side box and a side panel arranged at the upper end part of the side box are arranged at the transverse side of the driver seat,
a floor surface of the cab is provided over the entire width of the cab, a passage portion penetrating the entire width of the cab is formed in front of the cab seat and the side panel,
a speed change operation member for traveling is provided at a position near the front end of the side panel.
According to this configuration, the lateral end of the floor surface on the side where the side panel is located with respect to the driver seat exceeds the position where the side panel is located and reaches the lateral end or the substantially lateral end of the driver seat, and the lateral width of the driver seat space in which the floor surface in front of the driver seat is horizontal can be made wider than before.
In order to increase the lateral width of the cab space in which the floor surface in front of the driver seat is horizontal, when the floor surface is provided over the entire width of the cab, the side panel cannot be projected forward from the driver seat, and cannot be projected at all long. However, since the shift operation element is provided at a position near the front end of the side panel, the shift operation element can be positioned near the front end of the driver's seat, and the shift operation element can be easily operated while sitting on the driver's seat.
Therefore, according to the present invention, it is possible to easily operate the shift operation member to make the traveling shift smooth, and it is possible to increase the lateral width of the driver's part space in which the floor surface in front of the driver's seat is horizontal, to comfortably ride and lightly drive, and to use the driver's part space for assisting the riding of the operator, and the like, which is advantageous.
In the above-described structure, the shift operating member is provided at a position near the driver seat in the side panel.
According to this configuration, the shift operation device is closer to the operator sitting in the driver's seat, and the operation of the shift operation device by the operator sitting in the driver's seat can be made easier.
Therefore, the shift operation member can be operated more easily to make the traveling shift smoother.
In the above configuration, the shift operation member is supported to be swingable in the front-rear direction of the traveling vehicle body, and the grip portion of the shift operation member is biased toward the driver seat side with respect to the base portion serving as a swing fulcrum.
According to this configuration, the grip portion of the shift operation device can be brought close to the operator sitting in the driver seat, and the operation of the shift operation device by the operator sitting in the driver seat can be facilitated.
Therefore, the assembly and maintenance of the shift operation tool can be easily performed in a wide working space, and the shift operation tool can be easily operated to smoothly shift the traveling speed.
In the above configuration, the shift operation member is supported in an inclined posture such that the shift operation member is closer to the driver seat as it goes toward the grip portion side.
According to this configuration, the shape of the shift operation device can be made simple with or without bending, the shift operation device can be supported at a position where it is easy to secure a wide working space that is far from the driver's seat, the grip portion of the shift operation device can be brought close to the operator sitting in the driver's seat, and the operation of the shift operation device by the operator sitting in the driver's seat can be facilitated.
Therefore, the assembly and maintenance of the shift operation member can be easily performed in a wide working space, and the shift operation member can be easily operated and smoothly operated in the riding state, and the shift operation member is inexpensive due to its simple shape.
In the above configuration, an upper end side portion of the side box on the traveling vehicle body front side portion bulges forward than a lower end side portion.
According to this configuration, the upper end side portion of the side case is positioned as far forward as possible and the front end side portion of the side panel is positioned as far forward as possible without reducing the length in the vehicle body longitudinal direction of the portion of the floor surface where the side case is located.
Therefore, the width of the floor surface can facilitate the movement of the passage portion in the vicinity of the side case, and the operation of the shift operation member in the riding state can be easily performed, so that the traveling shift can be smoothly performed.
In the above configuration, the left and right corner portions of the front end of the side panel are formed in an arc shape in plan view.
According to this configuration, when the side plate of the passage portion moves in the vicinity of the side plate, the left and right corners at the front end of the side plate are less likely to come into contact with each other due to the arc shape of the left and right corners.
Therefore, when moving in the passage portion, even in the vicinity of the side panel, the side panel is less likely to come into contact with the right and left corner portions of the side panel, and is easy to move.
In the above configuration, the side panel is provided with an acceleration operation member for an engine at a position opposite to a side where the shift operation member is located with respect to the driver seat.
According to the present configuration, the accelerator operation member is located at a position near the front end of the side panel, similarly to the shift operation member, and thus the operation of the accelerator operation member in the riding state is facilitated. The acceleration operating member is located on the opposite side of the shift operating member from the side on which the driver's seat is located, and therefore, it is difficult to contact the acceleration operating member when the shift operating member is operated.
Therefore, not only can the operation of the accelerator operation element in the riding state be easily performed to smooth the adjustment of the engine speed, but also unexpected occurrence of the engine speed being changed by the accelerator operation element moving incidentally when the shift operation element is operated can be easily avoided.
In the above configuration, the shift operation device includes a main shift operation device, and a sub-shift operation device for traveling is provided on the side panel at a position rearward of the shift operation device.
According to this configuration, the main shift operation element and the sub shift operation element are located on the side panel so as to be separated from each other in the front-rear direction, and the main shift operation and the sub shift operation can be performed only by slightly moving the hand from one of the main shift operation element and the sub shift operation element to the other of the main shift operation element and the sub shift operation element in the front-rear direction.
Therefore, the traveling speed can be set quickly by the sub-shift operation and the main shift operation.
In the above configuration, the side plate is provided with a working clutch operation member for driving and stopping the harvesting device at a position located rearward of the shift operation member.
According to this configuration, the speed change operation and the operation and stop operation of the harvesting device can be performed by slightly moving the hand back and forth from one of the speed change operation member and the operation clutch operation member to the other by positioning the speed change operation member and the operation clutch operation member on the side plate so as to be spaced apart from each other.
Therefore, the travel speed during the swing travel and the driving and stopping of the harvesting device can be performed quickly, and the work can be performed efficiently.
In the above configuration, the shift operation device includes a main shift operation device, a sub-shift operation device for traveling is provided on the side panel at a position rearward of the main shift operation device, and the operation clutch operation device is located on a side opposite to a side where the driver seat is located with respect to the sub-shift operation device.
According to this configuration, the main shift operation element and the sub shift operation element are positioned on the side panel so as to be separated from each other in the front-rear direction, and the main shift operation and the sub shift operation can be performed only by slightly moving the hand from one of the main shift operation element and the sub shift operation element to the other in the front-rear direction.
According to this configuration, the main shift operation element and the working clutch operation element are located on the side panel so as to be separated from each other in the front-rear direction, and thus the main shift operation and the driving operation and the stopping operation of the harvesting device can be performed only by slightly moving the hand from one of the main shift operation element and the working clutch operation element to the other one in the front-rear direction.
Therefore, the traveling speed can be set quickly by the sub-shift operation and the main shift operation, and the traveling speed can be changed and the harvesting device can be driven and stopped quickly during the swing traveling, so that the work can be performed efficiently.
In the above configuration, a main shift operation element is provided as the shift operation element, an upper surface of a portion of the side panel on the rear side of the traveling vehicle body is set higher than an upper surface of a portion of the side panel on the front side of the traveling vehicle body, the main shift operation element is provided at the portion on the front side of the traveling vehicle body, an operation clutch operation element for driving and stopping the harvesting device is provided at the portion on the rear side of the traveling vehicle body so as to be swingable in the front-rear direction of the traveling vehicle body, and a grip portion of the operation clutch operation element for swinging the side panel to the front side of the traveling vehicle body is located above the portion on the front side of the traveling vehicle body.
By increasing the length of the working clutch operation member and increasing the operation stroke of the working clutch operation member, the operation of the working clutch operation member for driving and stopping the operation of the harvesting device becomes easy regardless of the resistance and stroke of the working clutch. According to this configuration, the upper surface of the portion of the side panel on the traveling vehicle body rear side is higher than the upper surface of the portion of the side panel on the traveling vehicle body front side, and the grip portion of the operation clutch operation element that has been swung to the traveling vehicle body front side is positioned above the portion on the traveling vehicle body front side.
Therefore, the length of the work clutch operation tool can be increased, the operation stroke of the work clutch operation tool can be increased, and the operation of driving and stopping the harvesting device can be performed easily and quickly. Further, the side panel can be made compact with a short length in the front-rear direction.
In the above configuration, an acceleration operation tool for an engine is provided at a position on the front side of the traveling vehicle body.
According to this configuration, the accelerator operation element is positioned near the front end of the driver's seat, and the accelerator operation element can be easily operated while sitting on the driver's seat.
Therefore, the accelerator operator can be easily operated to smoothly adjust the engine speed.
In the above configuration, a sub-transmission operation member for traveling is provided at a position on the rear side of the traveling vehicle body.
According to this configuration, the sub-shift operation element is located at a position on the rear side with respect to the main shift operation element or the acceleration operation element in the side panel, and thus the sub-shift operation and the main shift operation or the acceleration operation can be performed only by slightly moving the hand back and forth from one of the sub-shift operation element and the main shift operation element or the acceleration operation element to the other.
Therefore, the traveling speed can be set quickly by the sub-shift operation and the main shift operation, the sub-shift operation and the engine rotation speed adjustment can be performed quickly, and the work can be performed efficiently.
In the above configuration, the hydrostatic continuously variable transmission for traveling is shift-operated by the shift operation element, and the lever guide portion of the shift operation element is configured such that a front forward high-speed operation region and a rear forward low-speed operation region are continuous with each other in a state of being displaced in a lateral direction of the traveling vehicle body, and a portion connecting an opposite end edge of the forward low-speed operation region and an end edge of the forward low-speed operation region on the forward high-speed operation region side is formed in an inclined shape that is closer to the forward low-speed operation region toward a rear side.
According to this configuration, when the main shift operating element is moved from the forward high-speed operating region to the forward low-speed operating region, the main shift operating element is moved only to the traveling vehicle body rear side, and the main shift operating element is smoothly moved to the forward low-speed operating region by being guided by the movement of the inclined shape of the portion.
Therefore, the hydrostatic continuously variable transmission can be smoothly shifted from the forward high-speed state to the forward low-speed state with simple operation and the running speed can be smoothly reduced by simply moving the main shift operating element to the rear side of the running vehicle body.
In the above configuration, a control device is provided on a side of the side box opposite to a side where the driver seat is located.
According to this configuration, the side box has a protection function that makes it difficult for an operator riding on the cab or an article placed in the cab to contact the control device.
Therefore, the side box can be used as a protection means to protect the control device at low cost.
In the above configuration, the control device is disposed at a corner portion formed by a floor surface and a rear wall portion of the cab.
According to this configuration, the control device is located at the corner, and therefore, it is possible to easily avoid contact between an operator riding on the cab and an article placed in the cab and the control device.
Therefore, the corner portion can be used as a protection means to protect the control device at low cost.
In the above configuration, a cover that covers an inner side of the driver's seat of the control device is provided.
According to this configuration, the cover can easily prevent the operator riding on the cab or the article placed in the cab from coming into contact with the control device.
Therefore, damage or failure of the control device due to contact or collision of the operator or the article can be easily avoided.
In the above configuration, a cab that covers the cab is provided.
According to this configuration, even in rainy weather, the driver's cab can be covered with the cab, and can be seated on the driver's cab in a wetless manner.
Therefore, even in rainy weather, the work can be performed comfortably without wetting.
The solution corresponding to [ problem 3] is as follows.
That is, the harvester of the present invention includes:
a cockpit arranged on the running vehicle body;
a harvesting device connected to a front portion of the traveling vehicle body;
an upper headlamp provided at an upper end side of a front portion of the cabin;
a lower head lamp provided at a lower end side of a front portion of the cabin.
According to this configuration, the front side is illuminated by both the illumination of the upper headlamp for illuminating the illumination light from a high position and the illumination of the lower headlamp for illuminating the illumination light from a low position, and even if a part of the illumination light strikes the harvesting device, the front side can be illuminated without any trouble.
Therefore, according to the present invention, even in nighttime work, it is possible to easily travel without obstacle by illuminating the front, and it is also possible to easily illuminate the harvesting device with the headlamps, and work can be performed by easily grasping the condition of the harvesting device.
In the above configuration, a working lamp is provided on an upper end side of a front portion of the cabin.
According to this configuration, the harvesting device can be more easily viewed by illuminating the harvesting device from the rear upper side with the working lamp.
Therefore, the state of the harvesting device can be grasped more accurately and easily, and the work can be performed more easily.
In the above configuration, the upper headlight and the task light are disposed in the vicinity of the left lateral end and the vicinity of the right lateral end of the cabin, respectively.
According to this configuration, the upper headlamps and the working lamps are illuminated to the front and the harvesting device from the left and right sides of the rear upper portion, and illumination omission is less likely to occur.
Therefore, the front and harvesting devices are easier to observe, the harvesting device is more aligned with the crop, the condition of the harvesting device is easier to grasp, and the like, and the operation is easier.
In the above structure, the upper headlamp and the work light are arranged in the transverse direction of the running vehicle body.
In the case where the upper headlamps and the working lamps are arranged side by side in the vertical direction, when the mounting height of the upper headlamp or the working lamp located on the lower side is set to a predetermined height, the mounting height of the working lamp or the upper headlamp located on the upper side is likely to be increased. According to this configuration, since the upper headlamp and the working lamp are arranged in the lateral direction of the vehicle body, the mounting heights of the upper headlamp and the working lamp can be made the same or substantially the same, and the mounting heights of the upper headlamp and the working lamp can be made the predetermined or substantially predetermined mounting heights.
Therefore, the mounting heights of the upper headlamp and the working lamp can be set to predetermined or substantially predetermined mounting heights, the upper headlamp and the working lamp can be well illuminated, and the height of the body can be prevented from being increased by the illumination lamp.
In the above configuration, the upper headlamp is located further to the outer side in the lateral direction of the traveling vehicle body than the working lamp.
In this configuration, when the upper headlamp is positioned further to the outside in the lateral direction of the traveling vehicle body than the working lamp, the lateral outside of the harvesting device enters the illumination range of the upper headlamp, and thus the mounting position of the working lamp can be positioned further to the inside in the lateral direction of the vehicle body than when the working lamp is positioned further to the outside in the lateral direction of the traveling vehicle body than the upper headlamp.
Therefore, the lateral outer side of the harvesting device enters the illumination range of the upper headlamp, and even if the lateral outer side of the harvesting device is easy to observe, the lateral width of the machine body caused by the upper headlamp and the working lamp can be prevented from being widened.
In the above configuration, a work lamp is provided on an upper end side of a front portion of the cabin, and another work lamp independent from the work lamp is provided on a lateral outer side of the upper headlamp with respect to the traveling vehicle body.
According to this configuration, the illumination range for work can be expanded by the illumination range of the work lamp and the illumination range of the other work lamp, and the illumination range for work can be illuminated more brightly by the illumination light of the work lamp and the illumination light of the other work lamp.
Therefore, not only the harvesting device but also the lateral outer side of the harvesting device becomes the illumination range of the working lamp, and the harvesting device can be brightly illuminated, and the work can be performed more easily.
In the above configuration, the other work lamp is disposed below the upper head lamp.
According to this configuration, the illumination of the other work lights for the main purpose of the work is performed from a position lower than the upper headlight for the main purpose of the illumination for traveling, and the illumination of the harvesting device, the lateral outer side of the harvesting device, and the like can be performed satisfactorily.
Therefore, the harvesting device and the conditions of the laterally outer side of the harvesting device can be grasped more easily, and the work can be performed more easily.
In the above configuration, the lower headlamps are disposed at a position near a left lateral end and a position near a right lateral end of the cabin, respectively.
According to this configuration, the illumination range of the entire lower headlamp can be expanded by the illumination range of the lower headlamp near the left lateral end and the illumination range of the lower headlamp near the right lateral end, and the illumination of the lower headlamp can be made brighter by the illumination light of the lower headlamp near the left lateral end and the illumination light of the lower headlamp near the right lateral end.
Therefore, the entire lower headlamp can illuminate in a wide range and brightly illuminate, and thus the vehicle can travel more easily.
In the above configuration, the lower headlamp is configured to be capable of freely switching between a downward irradiation state in which illumination light is irradiated forward downward and an upward irradiation state in which illumination light is irradiated upward in a direction of irradiation of illumination light that is greater than the direction of irradiation of illumination light in the forward downward irradiation state.
According to this configuration, the lower headlamp can be switched to the upward irradiation state to illuminate the vehicle in a more distant forward direction, and the lower headlamp can be switched to the downward irradiation state to illuminate the vehicle in a more distant forward direction.
Therefore, during traveling, the vehicle can easily travel by illuminating the vehicle with the forward light being farther from the vehicle, and during working travel, the vehicle can easily illuminate the vehicle with the forward light being closer to the vehicle, and the harvesting device can easily be aligned with the crop.
In the above configuration, the lower head lamp is provided in plural at a portion near a left lateral end and a portion near a right lateral end of the cabin, respectively.
According to this configuration, the illumination range of the entire lower headlamp can be further expanded by the illumination ranges of the plurality of lower headlamps near the left lateral end and the plurality of lower headlamps near the right lateral end, and the illumination of the lower headlamp can be made brighter by the illumination light of the plurality of lower headlamps near the left lateral end and the illumination light of the plurality of lower headlamps near the right lateral end.
Therefore, the lower headlamp can illuminate in a wider range as a whole, and can illuminate more brightly, thereby facilitating traveling.
In the above configuration, at least one of the plurality of lower headlamps is configured to irradiate illumination light downward and forward, and at least one of the plurality of lower headlamps other than the at least one of the lower headlamps is configured to irradiate illumination light upward from an irradiation direction of the illumination light irradiated downward and forward.
According to this configuration, the lower headlamps are freely switched between the downward irradiation state and the upward irradiation state, but only the downward irradiation dedicated lower headlamp unit that irradiates only the downward irradiation light forward and downward and the upward irradiation dedicated lower headlamp unit that irradiates only the upward irradiation light upward from the forward and downward directions can be prepared.
Therefore, a convenient structure for continuously switching the illumination direction of the lower headlamp to the front lower direction and the upper direction than the front lower direction can be obtained.
In the above structure, the plurality of lower headlamps may be arranged in a row or substantially a row in the transverse direction of the traveling vehicle body.
According to this configuration, the plurality of lower headlamps can be assembled in a space having a smaller width in the vertical direction of the vehicle body, as compared with the case where the plurality of lower headlamps are arranged in parallel in the vertical direction.
Therefore, the plurality of lower headlamps can be compactly assembled in a space having a small width in the vertical direction of the vehicle body.
In the above configuration, the lower headlamp located on the inner side in the lateral direction of the traveling vehicle body among the plurality of lower headlamps is configured to irradiate illumination light downward and forward, and the lower headlamp located on the outer side in the lateral direction of the traveling vehicle body among the plurality of lower headlamps is configured to irradiate illumination light upward in a direction of irradiation of the illumination light irradiated downward and forward.
Of the plurality of lower headlamps provided in a row or substantially in a row in the lateral direction of the running vehicle body in the vicinity of the left lateral end and the right lateral end of the cabin, the lower headlamp on the lateral outside of the running vehicle body is generally located in the vicinity of the lateral end of the harvesting device. The harvesting device has a vertical wall portion or the like at the lateral end portion thereof to prevent the harvested material from overflowing, and the height of the lateral end portion of the harvesting device is increased.
According to this configuration, the lower headlamp located generally on the lateral outer side of the traveling vehicle body near the lateral end portion of the harvesting device is configured to irradiate the irradiation light more upward than the front-lower direction, and the forward irradiation of the illumination light of the lower headlamp located generally near the lateral end portion of the harvesting device can be performed in a state in which the influence of the obstruction of the lateral end portion of the harvesting device is less likely to occur.
Therefore, the plurality of lower headlamps are arranged in parallel in the lateral direction of the vehicle body at the position near the left lateral end and the position near the right lateral end of the cab, and the lower headlamps can be well illuminated to the front side in a state that the influence of the obstruction of the harvesting device is hardly received.
In the above configuration, the upper headlamp is configured to irradiate illumination light to the outer side in the front-lateral direction of the traveling vehicle body.
According to this configuration, since the field surface or crops on the outer side in the front-lateral direction of the traveling vehicle body are illuminated by the upper headlamp, the state of the ground surface or crops on the outer side in the front-lateral direction of the traveling vehicle body can be easily observed.
Therefore, the state of the field surface or crop on the lateral side of the traveling vehicle body can be easily grasped, and traveling and work can be easily performed.
In the above configuration, a working lamp is provided on an upper end side of a front portion of the cabin, another working lamp independent from the working lamp is provided on a position further toward a lateral outer side of the traveling vehicle body than the upper headlamp, and one of the working lamp and the other working lamp is configured to irradiate the harvester with illumination light.
According to this configuration, since the illumination light is applied to the harvesting device from a position high behind, the harvesting device can be illuminated in a state in which illumination omission is less likely to occur, and the harvesting device can be easily observed over the entire range.
Therefore, the state of the entire harvesting device can be easily grasped, and the operation can be easily performed.
In the above configuration, the other of the work light and the other work light is configured to irradiate illumination light to a position further to the outside in the lateral direction of the travel machine body than the harvesting device.
According to this configuration, the ground or crop on the lateral outer side of the harvesting device can be easily observed by the working lamp.
Therefore, the conditions of the ground or the crops on the lateral outer side of the harvesting device can be easily grasped, and the traveling or the work can be easily performed.
In the above configuration, the operation lamp is provided on the upper end side of the front portion of the cabin, and another operation lamp independent from the operation lamp is provided on the position on the outer side in the lateral direction of the traveling vehicle body with respect to the upper headlamp, the operation lamp is configured to irradiate the illumination light to the harvesting device, and the other operation lamp is configured to irradiate the illumination light to the position on the outer side in the lateral direction of the traveling vehicle body with respect to the harvesting device.
According to this configuration, the harvesting device can be easily observed not only by illuminating the harvesting device with the working lamp, but also by illuminating the lateral outside of the traveling vehicle body of the harvesting device with illumination light with another working lamp, so that the ground and crops on the lateral outside where the harvesting device is illuminated can be easily observed.
Therefore, not only the condition of the harvesting device but also the conditions of the ground and the crop laterally outside the harvesting device can be easily grasped, and the work is easy.
In the above configuration, a rear working lamp for illuminating a rear side of the traveling vehicle body is provided at a rear portion of the cabin.
According to this configuration, since the rear side of the traveling vehicle body is illuminated by the rear work lamp, the device portion on the rear side of the vehicle body can be easily observed.
Therefore, even at night, the work or the travel can be performed by knowing the situation on the rear side of the vehicle body without particularly preparing the lighting device.
In the above configuration, an upper frame that supports a ceiling portion of the cabin is provided in the cabin, and the upper headlamp is supported by the upper frame.
According to this configuration, the upper headlamp can be firmly supported by a simple support structure in which the upper frame is used as the support member.
Therefore, by adopting a simple support structure, a structure for firmly supporting the upper headlamp can be realized at low cost.
In the above configuration, a lower frame that supports a floor portion of the cabin is provided in the cabin, and the lower headlamp is supported by the lower frame.
According to this structure, the lower headlamp can be firmly supported by a simple support structure in which the lower frame is used as the support member.
Therefore, by adopting a simple support structure, a structure for firmly supporting the lower headlamp can be realized at low cost.
In the above configuration, the operation lamp is provided on the upper end side of the front portion of the cabin, the upper frame that supports the ceiling portion of the cabin is provided in the cabin, and the operation lamp is supported by the upper frame.
According to this configuration, the work lamp can be firmly supported by a simple support structure in which the upper frame is used as the support member.
Therefore, by adopting a simple support structure, a structure for firmly supporting the work lamp can be realized at low cost.
In the above configuration, the other work lamp independent from the work lamp is provided on the outer side of the upper headlamp in the lateral direction of the traveling vehicle body, the vertical frame that supports the front wall portion of the cabin is provided in the cabin, and the other work lamp is supported by the vertical frame.
According to this configuration, the other work lamp can be firmly supported by the simple support structure in which the vertical frame is used as the support member.
Therefore, by adopting a simple support structure, a structure for firmly supporting another work lamp can be realized at low cost.
In the above configuration, the harvesting device harvests corn, and the harvesting device has: a harvesting path for harvesting corn; and the longitudinal wall part is vertically arranged on the transverse outer side of the running vehicle body of the harvesting path and prevents the corns from overflowing out of the harvesting device.
According to this configuration, since the vertical wall portion prevents the corn harvested by the harvesting device from overflowing, loss of the corn caused by the corn overflowing from the harvesting device can be easily avoided.
Therefore, the harvesting operation can be performed in a good state in which the loss due to the overflow of the corn is less likely to occur.
In the above configuration, the upper headlamp is configured to irradiate illumination light to a position further to the outer side in the lateral direction of the traveling vehicle body than the vertical wall portion.
According to this configuration, the ground or the crop on the outer side of the vertical wall portion in the lateral direction of the traveling vehicle body can be illuminated by the upper headlamp, and the state of the ground or the crop can be easily observed.
Therefore, the vertical wall portion can easily avoid the corn from overflowing, and the ground or the crop on the lateral outer side of the vertical wall portion can be easily grasped, so that the operation is easy.
In the above configuration, the upper headlamp is turned on by a lighting operation of the lower headlamp.
According to this configuration, the lower headlamp and the upper headlamp can be turned on at the same time by the turning-on operation of the lower headlamp.
Therefore, it is convenient to perform the operation of turning on the lower headlamp and the upper headlamp in a simple manner.
The solution corresponding to [ problem 4] is as follows.
That is, the harvester of the present invention has a transmission mechanism for transmitting the driving force of the engine of the traveling machine body from the transmission to the left and right traveling devices,
the transmission mechanism has: a pair of left and right travel drive shafts to which a drive force from the transmission is transmitted; a pair of left and right transmission cases for transmitting the driving force from the pair of left and right travel driving shafts to the corresponding one of the left and right travel devices; and a pair of left and right cylindrical drive shaft cases which connect both end portions to the transmission case and the power transmission case in a state where the travel drive shaft is accommodated.
According to this configuration, the driving force from the transmission case is transmitted from the travel drive shaft to the transmission case, and is transmitted from the transmission case to the travel device.
Therefore, according to the present invention, a harvester is configured to have a transmission mechanism for transmitting the driving force of the engine of the traveling machine body from the transmission to the left and right traveling devices.
In the above configuration, the left and right transmission cases are each provided with a brake mechanism therein.
According to this configuration, the brake mechanism is provided inside the transmission case, so that the transmission case does not become large.
In the above structure, the brake mechanism is a multi-plate type friction brake.
According to this configuration, a strong braking force can be obtained by the multi-plate type friction brake constituting the braking mechanism.
In the above configuration, there is a coupling operation mechanism that simultaneously operates the brake mechanisms of the left and right transmission cases.
According to this structure, the left and right brake mechanisms can be operated simultaneously by coupling the operating mechanisms.
In the above configuration, the brake mechanism is disposed in the internal space of the transmission case at a position offset toward the center of the travel machine body.
According to this configuration, since the brake mechanism is disposed at a position away from the traveling device in the transmission case, even if the brake mechanism is increased in size, the distance to the traveling device can be increased, and contact with the traveling device can be avoided.
In the above-described configuration, the transmission case has an axle that transmits the driving force to the travel device in a posture parallel to the travel drive shaft, and has, in an inner space of the transmission case: a first gear reduction mechanism that reduces the driving force from the travel drive shaft; a second gear reduction mechanism that reduces the speed of the driving force reduced by the first gear reduction mechanism and transmits the driving force to the axle; the brake mechanism is disposed on a center side of the travel machine body with respect to the first gear reduction mechanism.
According to this configuration, the transmission case has the first gear reduction mechanism and the second gear reduction mechanism, and therefore the number of gears for reduction in the transmission case is reduced, and the transmission case can be downsized. Further, the reduction system including the first gear reduction mechanism and the second gear reduction mechanism allows the braking force to act on the transmission system on the side close to the transmission case, so that the torque acting on the brake mechanism can be reduced, and the brake mechanism can be prevented from being increased in size.
In the above configuration, the internal space of the transmission case has an inner space in which the first gear reduction mechanism is disposed and an outer space in which the second gear reduction mechanism is disposed, and the partition wall that restricts the flow of oil between the inner space and the outer space is provided inside the transmission case when the traveling machine body is tilted left and right.
According to this configuration, even in a situation where the traveling machine body is largely inclined in the left-right direction and the second reduction gear mechanism is lifted up, the partition wall can suppress a problem such as oil flowing out of the space in which the second reduction gear mechanism is arranged, and oil necessary for lubrication can be secured.
In the above configuration, the left and right transmission cases are connected to each other by the cylindrical support frame, and the inner spaces of the left and right transmission cases are communicated with each other.
According to this configuration, the internal spaces of the left and right transmission cases are in communication with the internal space of the transmission case via the drive axle boxes, and the internal space of the support frame is used as a storage space for oil, so that the storage space for oil can be enlarged.
In the above configuration, the left and right transmission cases each have a brake mechanism built therein, a supply oil passage for supplying the oil stored in the support frame to the hydraulic equipment is formed, and a return oil passage for returning the oil from the hydraulic equipment is connected to an upper portion of the brake mechanism of the transmission case.
According to this configuration, the oil in the support frame can be supplied to the hydraulic device, and when the brake mechanism generates heat, the oil returned from the hydraulic device flows from the upper portion to the lower portion of the brake mechanism, so that the heat of the brake mechanism is taken away by the oil, and good cooling can be achieved.
In the above configuration, the transmission case is detachably coupled to an inner case disposed inside the traveling machine body and an outer case disposed outside the traveling machine body, and the inner case is supported by a machine body frame of the traveling machine body.
According to this configuration, the inner space can be opened by separating the inner case from the outer case, and maintenance of the inside of the transmission case can be facilitated.
In the above configuration, the transmission case includes a hydrostatic continuously variable transmission that continuously changes a driving force of the engine.
According to this configuration, the traveling speed can be set steplessly by the continuously variable transmission.
In the above configuration, the traveling machine body has a corn harvesting unit at a front end thereof, and a storage tank for storing the ear corn harvested by the harvesting unit is provided in the traveling machine body.
According to this configuration, the harvester capable of harvesting the corn is configured such that the ear-shaped corn is harvested by the harvesting unit and stored in the storage unit.
The solution corresponding to [ problem 5] is as follows.
That is, the work machine of the present invention includes, in a traveling machine body: an operation section; a hydraulic device for operating the working unit; a reservoir portion that stores oil supplied to the hydraulic equipment, wherein,
the traveling machine body has a pair of left and right machine body frames extending in the front-rear direction, and a tubular support frame having both end portions arranged across the left and right machine body frames in a plan view, and an internal space of the support frame is used as the storage section.
According to this configuration, since the support frame is provided so as to extend through the entire length of the pair of left and right body frames, the volume of the internal space of the support frame can be easily increased and the support frame can be used as a storage space for oil supplied to the hydraulic equipment for operating the working unit.
Therefore, according to the present invention, the working machine can store a sufficient amount of oil and air is less likely to be mixed into the oil taken out.
In the above configuration, a transmission mechanism is provided for transmitting the driving force of the engine of the traveling machine body from a transmission used as the storage section to the left and right traveling devices.
According to this configuration, the oil of the transmission can be stored in the internal space of the support frame, and the amount of oil that can be used in the transmission can be increased. Further, since the support frame is disposed at a position separated from the transmission case, the problem that the flow of oil is suppressed and air is mixed can be solved, as compared with an environment in which the gear rotates at a high speed, such as the inside of the transmission case.
In the above configuration, the transmission case includes a communication member that allows the internal space of the support frame and the internal space of the transmission case to communicate with each other so as to allow oil to flow therethrough.
According to this configuration, the oil of the transmission and the oil of the support member can be made to flow to each other by the communicating member, and even when used as lubricating oil for the transmission, the oil replacement time can be extended and the temperature rise of the oil can be suppressed.
In the above structure, the transmission mechanism has: a pair of left and right travel drive shafts to which a driving force from the transmission is transmitted; a pair of left and right transmission cases for transmitting the driving force from the pair of left and right travel driving shafts to the corresponding one of the left and right travel devices; a pair of left and right drive shaft cases, each of which has an inner end connected to the transmission case and an outer end connected to the transmission case in a state where the travel drive shaft is accommodated; the drive shaft housing has an inner space communicated with an inner space of the transmission case at an inner end position, and the drive shaft housing has an inner space communicated with an inner space of the transmission case at an outer end position.
According to this configuration, since the oil can be stored in the internal spaces of the transmission case, the pair of left and right drive shaft cases, and the pair of left and right transmission cases, the storage amount of the oil can be increased. In this configuration, not only the transmission mechanism inside the transmission case can be supplied with a sufficient amount of oil as the lubricating oil, but also the reduction mechanism inside the transmission case can be supplied with a sufficient amount of oil as the lubricating oil.
In the above configuration, the left end of the support frame is coupled to the left-side transmission case, the right end is coupled to the right-side transmission case, and the internal space of the support frame communicates with the internal space of the transmission case at the coupling position.
According to this configuration, the left and right transmission cases can be firmly held by connecting the left and right transmission cases to the support frame, and it is not necessary to use a reinforcing frame or the like for holding the positions of the left and right transmission cases. Further, by providing the support frame in a state of being communicated with the left and right transmission cases, the internal spaces of the transmission case, the pair of left and right drive shaft cases, the pair of left and right transmission cases, and the support frame can be utilized as a large-capacity oil storage space.
In the above configuration, a position at which the end portion of the support frame is coupled to the transmission case is set at a lower position of the transmission case.
According to this configuration, the position of the support frame is maintained at a position lower than the liquid level of the oil in the transmission, and the air can be further prevented from being mixed into the oil.
In the above configuration, the support frame is disposed at a position lower than a liquid level of oil stored in the transmission case.
According to this configuration, the support frame is disposed at a position lower than the liquid level of the oil stored in the transmission case, so that the internal space of the support frame is filled with the oil, and the liquid level is not formed in the internal space. Therefore, even if the traveling machine body vibrates, air does not mix into oil in the support frame.
In the above configuration, a return oil passage that returns oil from the hydraulic equipment is connected to an internal space of the transmission case.
According to this configuration, the oil returned from the hydraulic equipment is supplied to the gear transmission mechanism and the like in the internal space of the transmission case to be cooled, and the lubricity can be improved.
In the above configuration, the supply oil passage that supplies the oil stored in the support frame to the hydraulic equipment has a suction pipe that is inserted into the internal space of the support frame and that is provided in the support frame so as to penetrate from above into the inside of the support frame at a central position in the left-right direction of the travel machine body.
According to this configuration, since the oil is stored in the internal space of the support frame, air is less mixed, and oil having a low temperature can be supplied as hydraulic oil from the oil supply passage to the hydraulic equipment. In addition, since the suction pipe is inserted into the internal space of the support frame, the oil can be taken out from the lower portion in the internal space of the support frame. Since the suction pipe is provided at the center position in the left-right direction of the travel machine body, even if the travel machine body is greatly tilted in the left-right direction, for example, the horizontal change at the center position is small, and a problem that air is sucked from the suction pipe can be suppressed.
In the above configuration, a part of the oil supply passage is formed in an outer wall surface of the transmission case.
According to this configuration, the position of the supply oil passage can be stabilized, and the length of the hose member for forming the supply oil passage can be shortened, as compared with a configuration in which the supply oil passage is formed using a hose member, for example. In addition, when oil from the supply oil passage is introduced into the control valve or the oil filter, the control valve or the oil filter is supported on the outer wall surface of the transmission case, so that the oil from the supply oil passage can be directly supplied to the control valve or the oil filter.
In the above configuration, the transmission case incorporates a friction type brake mechanism that applies a braking force to the travel device, and a connection position of the return oil passage is set at an upper portion of the brake mechanism.
According to this configuration, when the brake mechanism generates heat, the oil returned from the hydraulic device flows from the upper portion to the lower portion of the brake mechanism, and thus the heat of the brake mechanism can be taken away by the oil, and good cooling can be achieved.
In the above configuration, a return oil passage that returns oil from the hydraulic equipment is connected to the transmission case.
According to this configuration, the oil is supplied from above to the transmission gear and the like disposed above the liquid level of the oil in the transmission, thereby solving the shortage of the lubricating oil and achieving cooling of the transmission gear and the like.
In the above configuration, the transmission case incorporates a gear type speed reduction mechanism, and a connection position of the return oil passage is set at a position above the gear type speed reduction mechanism.
According to this configuration, since the oil is supplied to the gear shift unit so as to drop from above, even if the gear shift unit is exposed upward from the liquid surface of the lubricating oil in the transmission, for example, the oil can be supplied to the gear shift unit, and excellent lubrication and cooling can be achieved.
In the above configuration, the transmission case includes a hydrostatic continuously variable transmission that continuously changes a driving force of the engine.
According to this configuration, the traveling speed of the traveling machine body can be steplessly changed by the hydrostatic continuously variable transmission, and the oil of the support frame can be supplied to the hydrostatic continuously variable transmission.
In the above configuration, the travel machine body has a corn harvesting unit at a front end thereof, and a storage tank for storing the ear corn harvested by the harvesting unit is provided in the travel machine body.
According to this configuration, the working machine is configured to be able to harvest the corn so that the ear-shaped corn is harvested by the harvesting unit and stored in the storage box.
Drawings
Fig. 1 is a left side view showing the whole of a harvester according to a first embodiment of the present invention.
Fig. 2 is a plan view showing the whole of a harvester according to a first embodiment of the present invention.
Fig. 3 is a right side view showing the whole of the harvester according to the first embodiment of the present invention.
Fig. 4 is a front view showing the whole of the harvester according to the first embodiment of the present invention.
Fig. 5 is a front view showing a steering unit according to a first embodiment of the present invention.
Fig. 6 is a plan view showing a driver part according to a first embodiment of the present invention.
Fig. 7 is a side view showing a steering unit according to a first embodiment of the present invention.
Fig. 8 is a side view showing a support structure for an upper headlamp, a work lamp, and an instrument panel according to a first embodiment of the present invention.
Fig. 9 is a side view showing a support structure of a lower headlamp of a first embodiment of the present invention.
Fig. 10 is a plan view showing an illumination state of the upper headlamp, the working lamp, the other working lamps, and the rear working lamp according to the first embodiment of the present invention.
Fig. 11 is a side view showing the illumination state of the upper headlamp, the working lamp, the other working lamps, the lower headlamp, and the rear working lamp according to the first embodiment of the present invention.
Fig. 12 is a plan view showing a side panel according to a first embodiment of the present invention.
Fig. 13 is a plan view showing a driving panel according to a first embodiment of the present invention.
Fig. 14 is a front view showing the main transmission coupling mechanism and the sub-transmission coupling mechanism according to the first embodiment of the present invention.
Fig. 15 is a side view showing the main gear shift coupling mechanism and the sub gear shift coupling mechanism according to the first embodiment of the present invention.
Fig. 16 is a perspective view showing the main transmission coupling mechanism and the sub-transmission coupling mechanism according to the first embodiment of the present invention.
Fig. 17 is a plan view showing a lever guide portion according to the first embodiment of the present invention.
Fig. 18 is a rear view showing a portion of the driver's seat provided with the instrument panel and the sun visor according to the first embodiment of the present invention.
Fig. 19 is a rear view showing an instrument panel according to a first embodiment of the present invention.
Fig. 20 is a vertical cross-sectional side view showing a portion of the cab provided with the control device according to the first embodiment of the present invention.
Fig. 21 is a cross-sectional plan view showing a control device according to a first embodiment of the present invention.
Fig. 22 is a side view showing a harvester having a different construction configuration from the first embodiment of the present invention.
FIG. 23 is a side view showing the whole of a corn harvester according to a second embodiment of the present invention.
FIG. 24 is a plan view showing the whole of a corn harvester according to a second embodiment of the present invention.
Fig. 25 is a plan view showing the structure of a body frame according to the second embodiment of the present invention.
Figure 26 is a side view of the gearbox and gearbox of a second embodiment of the present invention.
Fig. 27 is a front view of a transmission mechanism that transmits driving force from a transmission case to front wheels according to a second embodiment of the present invention.
Fig. 28 is a side view of the gearbox and support frame of the second embodiment of the present invention.
FIG. 29 is a hydraulic circuit diagram of a corn harvester according to a second embodiment of the invention.
Fig. 30 is a schematic diagram of a transmission mechanism that transmits driving force from a transmission case to front wheels according to a second embodiment of the present invention.
Fig. 31 is a cross-sectional view of a transmission case, a transmission case and a support frame of a second embodiment of the present invention.
Fig. 32 is a sectional view of a transmission case of the second embodiment of the invention.
Fig. 33 is a cross-sectional view of the end of the drive housing and support frame of the second embodiment of the present invention.
Fig. 34 is a sectional view of an oil passage formed on an outer wall surface of a transmission case of the second embodiment of the present invention.
Fig. 35 is a view showing a partition wall according to a second embodiment of the present invention.
Fig. 36 is a sectional view showing a wear checker according to a second embodiment of the present invention.
Detailed Description
[ first embodiment ]
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
Fig. 1 is a left side view showing the whole of a harvester according to a first embodiment of the present invention. Fig. 2 is a plan view showing the whole of the harvester according to the first embodiment of the present invention. Fig. 3 is an overall right side view of the harvester showing the first embodiment of the present invention. Fig. 4 is a front view showing the whole of the harvester according to the first embodiment of the present invention. As shown in fig. 1 to 4, a harvester according to a first embodiment of the present invention includes: a traveling vehicle body which is configured to be self-propelled by a pair of left and right freely-driven front wheels 1, 1 and a pair of left and right freely-steered rear wheels 2, 2; a harvesting device 6 connected to the front part of the traveling vehicle body; a harvest recovery box 7 provided at the rear of the running vehicle body; a conveying device 8 which is arranged in the whole range above the rear part of the harvesting device 6 and the harvested product recovery box 7; the shredder 9 is supported at a position between the front and rear wheels of the vehicle body so as to be able to be lifted and lowered.
The traveling vehicle body has an engine 4, is provided between the front wheels 1 and the rear wheels 2, and outputs driving forces to the front wheels 1, the harvesting device 6, and the conveying device 8, respectively. The traveling vehicle body has an operator's seat 3, is provided at a front portion of the vehicle body, is covered with an operator's cabin 30, and is configured as a passenger type vehicle so as to ride on the operator's seat 3 and perform driving. An entrance/exit pedal 3a is provided laterally outside the doorway of the cab 30. The step 3b used for the up-down step 3a is configured to be capable of being switched between a use state in which it is positioned laterally outside the front wheel 1 and a storage state in which it is stored behind the front wheel 1. The harvesting device 6 is operated to be lifted by the lifting hydraulic cylinder 5 to move down to a lowering operation state in which the front end side of the crop divider 11 is lowered to the vicinity of the surface of the farmland, and to move up to a lifting non-operation state in which the front end side of the crop divider 11 is raised from the surface of the farmland.
The harvester moves the traveling vehicle body while the harvesting device 6 is lowered, so that the corn seeds (parts strung in a rod-like shape) in the corn plant body are harvested by the harvesting device 6, the corn from the harvesting device 6 is transported to the rear side of the traveling vehicle body by the transport device 8, and the corn from the transport device 8 is collected and stored in the harvest collection box 7. The harvesting device 6 allows the stalks after harvesting the corn in the corn plant body to remain in the field in a planted state. The shredder 9 shreds the stalks left in the field by the harvester 6 and places them in the field. The conveyor 8 is disposed below the cab 30. A fan device 8a for supplying cleaning air to the corn supplied from the conveyor device 8 to the harvest recovery box 7 and a removal device 8b for removing stalks and leaves mixed in the corn conveyed by the conveyor device 8 are provided at a conveying terminal end portion of the conveyor device 8.
The harvesting device 6 is explained.
As shown in fig. 1, 2 and 4, the harvesting device 6 has: 3 columns of harvesting paths 12; a rotary auger 14 which is rotatably driven at the rear side of the harvesting path 12, and which conveys the corn from each harvesting path 12 laterally toward the traveling vehicle body and collects the corn in front of the conveyor 8; the poking-in blade 15 is integrally and freely rotatably arranged at a position between the left and right spiral conveying plates 14a and 14a of the rotary auger 14, and pokes the corns into the inlet of the conveying device 8. Each harvesting path 12 includes an endless rotating harvesting chain 16 provided on both lateral sides so as to be freely rotatably driven, and a harvesting roller 16a provided below the endless rotating harvesting chain 16 so as to be freely rotatably driven around an axis in the front-rear direction of the traveling vehicle body, and the corn plant body fed from the crop divider 11 is pulled down from the stalks and harvested while being transferred rearward by the endless rotating harvesting chain 16 and the harvesting roller 16 a. The vertical wall portions 17 are erected on the respective widthwise outer sides of the harvesting paths 12 at both widthwise ends in the transverse direction of the traveling vehicle body among the 3-row harvesting paths 12. The left and right vertical wall parts 17 are provided to protrude upward from the traveling vehicle body from a casing 18 covering the endless rotating harvesting chain 16 and the like, and receive corn to be overflowed from the harvesting path 12 to the lateral outside of the harvesting device 6, thereby preventing the overflow of the corn.
The harvest recovering tank 7 will be explained.
Hereinafter, the harvest recovery box 7 is simply referred to as a recovery box 7. The recovery tank 7 is supported by a pair of front and rear tank stays 22 and 22 via a single support shaft 23 so as to be swingable, and the pair of front and rear tank stays 22 and 22 are disposed on the front and rear sides of the recovery tank 7 so as to be spaced apart from each other and stand on the vehicle body frame 10. A pair of reinforcing rods 26, 26 are connected across the front and rear box pillars 22, 22. One reinforcing bar 26 is coupled to the upper end of the front tank tower 22 and the lower end of the rear tank tower 22, and the other reinforcing bar 26 is coupled to the lower end of the front tank tower 22 and the upper end of the rear tank tower 22. The recovery tank 7 is swingably switched between a storage attitude and a discharge attitude about a swing axis in the vehicle body longitudinal direction formed by the axes of the support shafts 23 by a raising hydraulic cylinder 24 connected to the front and rear tank stays 22 and the recovery tank 7. When the collection box 7 is switched to the storage position, the corn inlet/outlet 7a provided at the upper end of the collection box 7 is positioned above the traveling vehicle body below the outlet of the conveyor 8, and collects and stores the corn sent out from the conveyor 8. When the collection box 7 is switched to the discharge position, the corn gateway 7a faces the left lateral outer side of the traveling vehicle body, and the stored corn is discharged to the left lateral outer side of the traveling vehicle body through natural falling from the corn gateway 7 a.
The cockpit 30 is explained.
As shown in fig. 1 to 5, the cab 30 includes a cab frame 40 supported by a cab support frame 10a provided at the front portion of the vehicle body frame 10, a front wall portion 31 supported by the cab frame 40, left and right lateral wall portions 32, a rear wall portion 33, a floor portion 34, and a ceiling portion 35.
The cab 30 is supported on the running vehicle body in a state of being biased to the right with respect to the running vehicle body so that the lateral width formed by the boarding/alighting pedal 3a provided on the left side of the cab 30 and the cab 30 is the same as or substantially the same as the lateral width of the running vehicle body. Therefore, the center C of the lateral direction of the running vehicle body of the cab 30 is displaced from the center B of the lateral direction of the running vehicle body. Specifically, the center C of the cab 30 in the lateral direction of the running vehicle body is located on the right side of the running vehicle body with respect to the center B in the lateral direction of the running vehicle body.
The front wall portion 31 has: a front windshield glass 31a formed in a substantially entire portion of the front wall portion 31 from a lower end to a vicinity of an upper end; the upper wall plate portion 31b is formed at a portion of the front wall portion 31 that is located above the front windshield glass 31a (see fig. 8). The front windshield 31a is supported by a lateral lower frame 41, a cabin frame 40, and a pair of left and right vertical frames 42, the lateral lower frame 41 being provided at a lower portion of the front end side of the cab 30 in the vehicle transverse direction to constitute the cabin frame 40, and the cabin frame 40 being provided at both lateral end portions of the front end side of the cab 30 in the vehicle vertical direction to constitute the cabin frame 40. As shown in fig. 8, the upper wall plate 31b is integrally formed on the ceiling portion 35 in a state of protruding downward from the front end portion of the ceiling portion 35. The upper wall plate 31b is supported by a lateral upper frame 43 via a ceiling portion 35, and the lateral upper frame 43 is provided at an upper portion of the front end side of the cabin 30 in the vehicle body lateral direction, thereby constituting a cabin frame 40.
The left and right lateral wall portions 32 are provided with an entrance that is freely opened and closed by a door 32a. The doors 32a of the left and right entrances are formed of transparent glass plates. The left and right doors 32a are configured as swing doors that are opened and closed by swinging about an opening and closing axis located on the front end side in the vertical direction of the traveling vehicle body. A glass window 33a (see fig. 5) is provided at an upper portion of the rear wall 33.
As shown in fig. 2, a plurality of running vehicle body longitudinal recessed grooves 35a and a plurality of running vehicle body lateral recessed grooves 35b communicating with the running vehicle body longitudinal recessed grooves 35a are provided on the upper surface of the ceiling portion 35. The recessed groove 35a in the traveling vehicle body longitudinal direction and the recessed groove 35b in the traveling vehicle body lateral direction have a groove function for drainage. The ceiling portion 35 is supported by the upper frame 44 in the front-rear direction in addition to the lateral upper frame 43, and the upper frame 44 in the front-rear direction is provided on both lateral sides of the upper end portion of the cabin 30 in the vehicle body front-rear direction to constitute the cabin frame 40 (see fig. 6 and 8).
The floor portion 34 is supported not only by the lateral lower frame 41 but also by a front-rear direction lower frame 45, and the front-rear direction lower frame 45 is provided at a lower end portion of the cabin 30 in the vehicle body front-rear direction to constitute a cabin frame 40 (see fig. 7 and 9).
The illumination will be explained.
As shown in fig. 1 and 4, a pair of left and right upper headlamps 50, 50 and a pair of left and right working lamps 51, 51 are provided on the upper end side of the front portion of the cab 30. On both lateral sides of the upper end portion of the cab 30, operation lamps 52 (hereinafter referred to as other operation lamps 52) different from the pair of left and right operation lamps 51, 51 are provided. On the lower end side of the front part of the cab 30, 4 lower headlamps 53, 54 are provided. A rear working lamp 55 is provided at the rear of the cab 30.
As shown in fig. 4 and 8, the upper portions of the pair of left and right upper headlamps 50, 50 and the pair of left and right working lamps 51, 51 are covered by an upper front cover portion 35c provided on the upper end side of the cab 30.
The left upper headlamp 50 and the left working lamp 51 are disposed in the vicinity of the left lateral end of the cab 30. The upper left headlamp 50 and the left task lamp 51 are arranged in the transverse direction of the traveling vehicle body. The left upper headlamp 50 is located further to the left lateral outside of the running vehicle body than the left task lamp 51. The other left work lamp 52 is disposed on the left lateral outside of the traveling vehicle body of the left upper headlamp 50. The other work lamp 52 on the left side is disposed below the upper headlamp 50 on the left side.
The right upper headlamp 50 and the right working lamp 51 are disposed in the vicinity of the right lateral end of the cab 30. The right upper head lamp 50 and the right task lamp 51 are arranged in the lateral direction of the traveling vehicle body. The right upper headlamp 50 is located further to the right lateral outside of the running vehicle body than the right task lamp 51. The other work lamp 52 on the right side is disposed on the outer side of the upper head lamp 50 on the right side in the right lateral direction of the traveling vehicle body. The other work lamp 52 on the right side is disposed below the upper headlamp 50 on the right side.
The left and right upper headlamps 50 and the left and right task lamps 51 are supported by the lateral upper frame 43 that supports the ceiling portion 35.
Specifically, as shown in fig. 6 and 8, the lateral upper frame 43 has a pair of left and right lamp support portions 43a and 43a to which a pair of left and right brackets are attached. The left and right lamp support portions 43a project to the outside of the cabin 30 through a space between the front windshield 31a and the upper wall plate portion 31b of the front wall portion 31. The coupling portion of the upper headlamp 50 provided at the rear portion is coupled to the lamp support portion 43a on the lateral outer side by a coupling bolt, whereby the upper headlamp 50 is supported by the upper frame 43. The connection portion of the working lamp 51 provided at the rear portion is connected to the lamp support portion 43a on the laterally inner side by a connection bolt, whereby the working lamp 51 is supported by the upper frame 43.
The other left and right task lamps 52 are supported by the vertical frame 42 that supports the front wall portion 31.
Specifically, as shown in fig. 5 and 6, a work lamp support portion 42a configured by attaching a bracket is provided at a predetermined position of the vertical frame 42. The task lamp support portion 42a protrudes outside the cab 30 through a hole provided in the lateral wall portion 32. The coupling portion of the other work lamp 52 provided at the rear portion is coupled to the work lamp support portion 42a by a coupling bolt, whereby the other work lamp 52 is supported by the vertical frame 42.
Of the 4 lower headlamps 53, 54, the left 2 lower headlamps 53, 54 are disposed in a position near the left lateral end of the cabin 30. Of the 4 lower headlamps 53, 54, the right 2 lower headlamps 53, 54 are disposed in a position near the right lateral end of the cabin 30. The 2 lower headlamps 53, 54 near the left lateral end and the 2 lower headlamps 53, 54 near the right lateral end are arranged in one row or substantially one row in the running vehicle body lateral direction. As shown in fig. 1 and 9, the 4 lower headlamps 53 and 54 are positioned behind the light projection hole 36a of the lower front cover 36 provided on the lower end side of the cabin 30.
The lower headlamps 53, 54 are supported by the lateral lower frame 41 that supports the front wall portion 31.
Specifically, as shown in fig. 5 and 9, a work lamp support portion 41a configured by attaching a bracket is provided at a predetermined position of the lower frame 41. The coupling portions of the lower headlamps 53 and 54 provided at the rear are coupled to the working lamp support portion 41a by coupling bolts, whereby the lower headlamps 53 and 54 are supported by the lower frame 41.
Fig. 10 and 11 are plan views showing the illumination states of the upper headlight 50, the work lamp 51, the other work lamps 52, and the rear work lamp 55. The irradiation range 50L shown in fig. 10 and 11 is the irradiation range of the upper headlamp 50 on the left side, and the irradiation range 50R shown in fig. 10 and 11 is the irradiation range of the upper headlamp 50 on the right side. As shown in fig. 10 and 11, the left upper headlamp 50 is configured to irradiate illumination light to the front of the traveling vehicle body through the upper portion of the harvester 6 and to irradiate illumination light to the left lateral outer side of the traveling vehicle body through the upper portion of the left vertical wall portion 17. The right upper headlamp 50 is configured to irradiate illumination light to the traveling vehicle front side through the upper side of the harvester 6 and to irradiate illumination light to the traveling vehicle front right lateral outside through the upper side of the right vertical wall portion 17. Therefore, the vehicle can travel while illuminating the front of the traveling vehicle body with the upper headlamps 50 and the lower headlamps 53 and 54 and illuminating the left lateral outer side and the right lateral outer side of the harvesting device 6 in front of the traveling vehicle body regardless of the presence or absence of the vertical wall portion 17.
The illumination range 51L shown in fig. 10 and 11 is the illumination range of the left work lamp 51, and the illumination range 51R shown in fig. 10 is the illumination range of the right work lamp 51. The illumination range 52L shown in fig. 10 and 11 is the illumination range of the other work lamp 52 on the left side, and the illumination range 52R shown in fig. 10 and 11 is the illumination range of the other work lamp 52 on the right side. As shown in fig. 10 and 11, the left and right work lamps 51 are configured to irradiate illumination light to the harvesting device 6. The other work lamp 52 on the left side is configured to irradiate illumination light to the outside in the left lateral direction of the traveling vehicle body than the harvesting device 6. The other work light 52 on the right side is configured to irradiate illumination light to the outside in the right lateral direction of the traveling vehicle body than the harvesting device 6. Therefore, the harvesting device can be illuminated 6 by the left and right work lamps 51 and the left and right other work lamps 52, and the work travel can be performed while the harvesting device 6 and the ground and the corn plant bodies on the left and right lateral outer sides of the traveling vehicle body are illuminated.
The irradiation range 55A shown in fig. 10 and 11 is the irradiation range of the rear work lamp 55. As shown in fig. 10 and 11, the rear work lamp 55 illuminates the work table 20, the rear portion of the conveyor 8, and the recovery box 7, which are provided on the rear side of the traveling vehicle body with respect to the cab 30, and facilitates the work of inspecting and repairing the fan device 8a, the removal device 8b, and the like, and observing the inside of the recovery box 7.
The irradiation range 54D shown in fig. 11 is an irradiation range of the lower headlamp 54 on the inner side in the lateral direction of the traveling vehicle body among the 2 lower headlamps 53, 54 near the left lateral end, and the lower headlamp 54 on the inner side in the lateral direction of the traveling vehicle body among the 2 lower headlamps 53, 54 near the right lateral end. The irradiation range 53U shown in fig. 11 is an irradiation range of the lower headlamp 53 on the outer side in the lateral direction of the traveling vehicle body among the 2 lower headlamps 53, 54 near the left lateral end, and the lower headlamp 53 on the outer side in the lateral direction of the traveling vehicle body among the 2 lower headlamps 53, 54 near the right lateral end. As shown in fig. 11, the lower headlamp 54 on the inner side in the vehicle transverse direction among the 2 lower headlamps 53, 54 in the vicinity of the left lateral end and the right lateral end is configured so as to illuminate forward in a downward-illuminated state, and the illumination light is illuminated toward the front lower side. Among the 2 lower headlamps 53 and 54 in the vicinity of the left and right lateral ends, the lower headlamp 53 on the outer side in the lateral direction of the traveling vehicle body is configured so as to illuminate forward in an upward illuminating state, and the illuminating light is illuminated in an illuminating direction that is upward relative to the illuminating direction of the illuminating light of the lower headlamp 54 on the inner side in the lateral direction of the traveling vehicle body.
The driving unit 3 will be described.
Fig. 5 is a front view showing the driver part 3. Fig. 6 is a plan view showing the driver part 3. As shown in fig. 5 and 6, the operator's section 3 includes an operator's seat 60 provided at a center portion in a lateral direction of the traveling vehicle body in the interior of the cab 30, a side panel 61 provided at a right lateral side of the operator's seat 60, an operation tower 62 provided in front of the operator's seat 60, a steering operation tool 63 supported by the operation tower 62, the operator's seat 60, and a passage portion 64 provided in front of the side panel 61. A brake pedal 65 and an accelerator pedal 66 are provided on the right lateral side of the steering tower 62. An instrument panel 67 and a sun visor 68 are disposed above the passage portion 64 in front of the driver seat 60. A pair of left and right footrest stages 69, 69 are provided in front of the driver seat 60.
The driver seat 60 is provided in a state biased toward the left lateral side of the traveling vehicle body with respect to the center C of the traveling vehicle body lateral direction of the cab 30.
The passage portion 64 is formed by providing the floor surface 34a over the entire width of the cab 3. Therefore, the passage portion 64 is located within the entire width of the cab 3 so as to be movable above the floor surface 34a, between the cab seat 60 and the side panel 61, and between the steering tower 62, and within the entire width of the cab 3.
The floor surface 34a is provided over the entire length of the cab 3, and a space S connected to the passage portion 64 is provided on the side opposite to the side of the side panel 61 of the driver seat 60 (the left lateral side of the driver seat 60), the side opposite to the side of the side panel 61 of the driver seat 60 (the right lateral side of the side panel 61), and both lateral sides of the steering tower 62. Therefore, the space S on the lateral side of the operator' S seat 60, the space S on the lateral side of the side panel 61, and the spaces S on both lateral sides of the steering tower 62 can be used to assist the riding or loading of the operator or baggage.
As shown in fig. 6 and 12, the left and right corner portions 61a at the front end of the side plate 61 are formed in an arc shape in plan view. As shown in fig. 5 and 7, the side panel 61 is disposed at an upper end of the side box 70 erected on the lateral side of the driver seat 60. The side case 70 is formed in a shape in which an upper end portion 70a of the front side portion of the traveling vehicle body bulges forward than a lower end portion 70 b. Therefore, the front ends of the side panels 61 can be positioned near the front end of the driver seat 60 while the floor surface 34a is positioned below the upper end side portion 70a of the side box 70. Therefore, the operator moving through the passage portion 64 is less likely to touch the left corner 61a and the right corner 61a of the side panel 61 and easily moves due to the extension of the bottom plate surface 34a near the side box 70.
The steering operation element 63 supported by the steering tower 62 is constituted by a steering wheel supported by the steering tower 62 so as to be rotatable via a steering shaft 63a (see fig. 13). Hereinafter, the steering operation member 63 is referred to as a steering wheel 63. The steering wheel 63 is connected to an operation valve of a steering cylinder connected to a steering operation portion of the pair of left and right rear wheels 2, 2. The steering wheel 63 is rotationally operated, thereby drivingly operating the steering cylinder, and steering the pair of left and right rear wheels 2, 2.
As shown in fig. 7, the tilt mechanism 71 is built into the steering tower 62. The tilt pedal 72, which has the pedal arm 72a coupled to the tilt mechanism 71, is positioned at the lower front side of the driver seat 60 and at the rear side of the lower portion of the steering tower 62. The tilt mechanism 71 adjusts the angle of the steering wheel 63 by swinging the upper tower 62a of the steering tower 62 that supports the steering wheel 63 in the longitudinal direction of the vehicle body relative to the lower tower 62b fixed to the bottom plate 34. The tilt mechanism 71 is switched to the unlocked state by the depression operation of the tilt pedal 72, and is switched to the locked state by the depression operation of the tilt pedal 72 being released.
Therefore, the tilt mechanism 71 changes the attachment angle of the steering wheel 63 back and forth by swinging the upper tower 62a in the vehicle body longitudinal direction by the moving operation of the steering wheel 63 while being maintained in the unlocked state by the maintenance of the depressing operation of the tilt pedal 72. The reclining mechanism 71 is switched to the locked state by releasing the depression operation of the reclining pedal 72, thereby fixing the attachment angle of the steering wheel 63 to the variably adjusted attachment angle.
As shown in fig. 13, the running vehicle lateral direction width 72W of the tilt pedal 72 is set such that the tilt pedal 72 covers the entire range of a portion located on the outside in the running vehicle left lateral direction of the center T in the running vehicle lateral direction of the steering tower 62 and a portion located on the outside in the running vehicle right lateral direction of the center T in the running vehicle lateral direction of the steering tower 62.
Therefore, when the path portion 64 is moved from the lateral position opposite to the side surface plate side of the driver seat 60 to the opposite side of the lateral position, when the path portion 64 is moved from the lateral position opposite to the side surface plate side of the driver seat to the opposite side of the lateral position, the foot is easily placed on the tilt pedal 72 to operate the tilt pedal 72. That is, the steering wheel 63 can be moved toward the traveling vehicle body front side so that the reclining mechanism 71 can be easily operated and the steering wheel 63 can easily pass between the driver's seat 60 and the side panel 61.
As shown in fig. 7 and 12, the side panel 61 is provided with a main shift operation element 75, an accelerator operation element 76, a sub-shift operation element 77, and a working clutch operation element 78.
The main shift operating element 75 and the accelerator operating element 76 are provided at a portion 61F (a portion near the front end) of the side panel 61 on the vehicle body front side. The main shift operating element 75 is provided at a position near the operator's seat in the vehicle body front side portion 61F of the side panel 61, and the accelerator operating element 76 is provided at a position opposite to the side of the main shift operating element 75 on which the operator's seat 60 is located in the vehicle body front side portion 61F of the side panel 61.
The sub-shift operating element 77 and the working clutch operating element 78 are provided at a position rearward of the main shift operating element 75 in the side panel 61. The sub-transmission operating element 77 and the working clutch operating element 78 are provided at a portion 61R of the side panel 61 on the vehicle body rear side. The working clutch operation member 78 is provided at a position opposite to the side of the sub-transmission operation member 77 on which the operator's seat 60 is located, among the positions 61R on the vehicle body rear side of the side panel 61.
As shown in fig. 14, 15, and 16, the main shift operation element 75 is supported by a support member 80 via a relay member 81 inside the upper end portion 70a of the side case 70. The relay member 81 is coupled to the support member 80 so as to be swingable around a first swing axis P1 in the transverse direction of the traveling vehicle body. The relay member 81 supports the base portion 75a of the main shift operating element 75 so as to be able to swing about a second swing axis P2 that is different in direction from the first swing axis P1. Therefore, the main shift operating element 75 can be operated to swing in the front-rear direction of the running vehicle body about the first swing axis P1, and swing laterally toward the running vehicle body about the second swing axis P2.
The main shift operation element 75 is coupled to a shift operation portion of a hydrostatic continuously variable transmission 83 (see fig. 1) provided in a front wheel drive 82 (see fig. 1). Hereinafter, the hydrostatic continuously variable transmission 83 is simply referred to as a continuously variable transmission 83. The main shift operation member 75 is guided by the lever guide portions 84 provided in the side case 70 and the side plate 61 and is operated to swing in the front-rear direction of the traveling vehicle body, thereby performing a shift operation on the continuously variable transmission 83 to switch the pair of left and right front wheels 1, 1 to the forward side and the reverse side for driving operation, and performing a shift operation on the forward side and the reverse side driving speeds of the pair of left and right front wheels 1, 1 in a stepless manner.
Specifically, as shown in fig. 17, a forward high-speed operation region FH, a forward low-speed operation region FL, a neutral operation region N, and a backward operation region R are formed in a state of being continuous in the front-rear direction of the running vehicle body by one curved guide groove provided in the lever guide portion 84. The forward high-speed operation region FH and the forward low-speed operation region FL are formed continuously by bending the guide groove while being laterally displaced from the traveling vehicle body. A portion 84c (hereinafter, referred to as a coupling portion 84 c) that couples an end edge 84a of the forward high speed operation region FH that is opposite to the forward low speed operation region side (an edge of a lateral end of the forward high speed operation region FH that is farther from the forward low speed operation region FL) and an end edge 84b of the forward low speed operation region FL on the forward high speed operation region side (an edge of the lateral end of the forward low speed operation region FL that is closer to the forward high speed operation region FH) is formed in an inclined shape that approaches the forward low speed operation region FL as it approaches the rear side.
By operating the main shift operating element 75 to the forward high speed operating region FH, the continuously variable transmission 83 is set to a forward high speed driving state for traveling. When the main shift operation element 75 is operated to the forward low speed operation region FL, the continuously variable transmission 83 is driven at a forward low speed for the work traveling. By operating the main shift operation element 75 to the neutral operation region N, the continuously variable transmission 83 is set to the neutral state. By operating the main shift operating element 75 to the reverse operation region R, the continuously variable transmission 83 is set to a driving state for reverse travel.
When the main shift operating element 75 operates the continuously variable transmission 83 to the neutral state, the service brake provided on the front wheel drive unit 82 is switched to the engaged state, and thereby the pair of left and right front wheels 1, 1 are coupled to the service brake so as to apply braking.
The main shift operating element 75 operated from the forward high speed operating region FH to the forward low speed operating region FL is guided by the inclined shape of the coupling portion 84c and smoothly moves to the forward low speed operating region FL without stopping in the middle. Therefore, when the traveling vehicle body is stopped, the main shift operation element 75 can be smoothly switched from the forward high speed operation region FH to the neutral operation region N, the continuously variable transmission 83 can be smoothly shifted to the neutral state, and the front wheels 1 can be smoothly braked.
As shown in fig. 14, according to the setting of the positional relationship between the support member 80 and the lever guide portion 84, the main shift operating element 75 is also supported in an inclined posture in which it is inclined toward the operator's seat around the second pivot axis P2, that is, an inclined posture in which it is closer to the operator's seat 60 as the grip portion is moved, in a state in which it is operated to any one of the forward high speed operating region FH, the forward low speed operating region FL, the neutral operating region N, and the reverse operating region R. Therefore, the main shift operation element 75 is supported in a state in which the grip portion 75b is biased toward the driver seat side with respect to the base portion 75a serving as a swing fulcrum.
As shown in fig. 15 and 16, the sub-shift operation member 77 is supported by a support member 86 provided in the rear portion of the side box 70 so as to be swingable in the front-rear direction of the traveling vehicle body and in the lateral direction of the traveling vehicle body. The sub-shift operation member 77 is coupled to a shift operation portion of a sub-transmission 87 (see fig. 1) formed by gear transmission provided to the front wheel drive unit 82. The sub-transmission operating element 77 is guided by the lever guide portions 88 provided in the side case 70 and the side plate 61 and is operated to swing in the front-rear direction of the traveling vehicle body, whereby the sub-transmission device 87 is operated to shift to three stages of high speed, medium speed, and low speed, and sub-transmission of the driving speeds of the pair of left and right front wheels 1, 1 is performed.
The acceleration operation element 76 is supported by a support member 80 so as to be swingable in the front-rear direction of the vehicle body in the upper end portion 70a of the side case 70. The accelerator operator 76 is coupled to the accelerator apparatus so as to change and adjust the rotational speed of the engine 4 by performing a speed change operation on the accelerator apparatus provided to the engine 4 by a swing operation in the front-rear direction of the traveling vehicle body. The accelerator operator 76 is held in an arbitrary operating position by a friction mechanism, and the engine 4 is held at the adjusted rotational speed.
As shown in fig. 15 and 16, the working clutch operation member 78 is supported by a support member 85 so as to be swingable in the front-rear direction of the traveling vehicle body in the rear portion of the side case 70. The working clutch operation tool 78 is coupled to an operation portion of a main clutch that transmits the output of the engine 4 to the harvesting device 6, the conveying device 8, and the shredder 9. The working clutch operation member 78 is operated to swing in the front-rear direction of the traveling vehicle body, thereby switching the main clutch between the engaged state and the disengaged state, and driving and stopping the harvester 6.
As shown in fig. 7, the upper surface 61RU of the portion 61R of the side plate 61 on the rear side of the traveling vehicle body where the working clutch operation member 78 is provided is set higher than the upper surface 61FU of the portion 61F on the front side of the traveling vehicle body. When the working clutch operation element 78 is operated to swing toward the traveling vehicle body front side (when the harvesting device 6 is operated to drive), the grip portion 78a is configured to be positioned above the portion 61F of the side panel 61 on the traveling vehicle body front side.
The accelerator pedal 66 is coupled to an accelerator device to variably adjust the rotational speed of the engine 4 by performing a speed-adjusting operation on the accelerator device of the engine 4.
The brake pedal 65 is coupled to a service brake 89 so as to switch the service brake 89 (see fig. 1) provided on the front wheel drive unit 82 between an engaged state and a disengaged state and switch the pair of left and right front wheels 1, 1 between a braking state and a braking released state by being depressed. When the brake pedal 65 is depressed, the detection switch functions to turn on the left and right brake lights provided at the rear of the running vehicle body.
A pair of left and right foot rests 69, 69 are disposed so as to be located one on each lateral side of the steering tower 62. The left and right foot rests 69 are used when the driver sitting on the driver seat 60 adopts a stooping posture, and can be easily stooped. Left and right foot stages 69 are formed of a bar member formed in a U shape opening downward.
As shown in fig. 8 and 18, the instrument panel 67 is provided on the upper end side of the front wall portion 31 of the cabin 30 in the cabin in a state of being supported by an instrument support portion 91a provided on the instrument panel 91. The instrument panel 91 is supported by an instrument panel support portion 43b provided by attaching a bracket to a predetermined position of the upper frame 43 in the lateral direction of the support front wall portion 31.
The instrument panel 67 is located above the upper end 31t of the front windshield 31a, and the front windshield 31a forms the front wall 31 of the cab 30. The instrument panel 67 is biased to the outside in the right lateral direction of the running vehicle body with respect to the running vehicle body lateral direction center C of the cab 30. The direction in which the instrument panel 67 is biased with respect to the running vehicle body lateral direction center C of the cabin 30 is the opposite direction to the direction in which the operator's seat 60 is biased with respect to the running vehicle body lateral direction center C of the cabin 30. The instrument panel 67 is biased toward the side of the driver seat 60 where the main shift operation element 75 is located with respect to the running vehicle body lateral direction center C of the cab 30.
Fig. 19 is a rear view showing the instrument panel 67. As shown in fig. 19, the meter panel 67 includes a tachometer unit 92 that displays the number of revolutions of the engine 4, a liquid crystal display unit 93 that displays the operating time of the engine 4 and the remaining amount of engine fuel, a warning lamp unit 94 that displays a warning about charging of the battery and a warning about operating the engine 4, and a display lamp 95 that indicates a direction.
A first switch group S1 including a wiper switch 97 and a task light switch 98 is provided on the meter support portion 91a of the instrument panel 91 adjacent to the meter panel 67. The first switch group S1 is adjacent to the vehicle body lateral direction center side of the meter panel 67.
The wiper switch 97 is configured to drive and stop the operation of the wiper 99 by driving an electric motor that drives the wiper 99 (see fig. 4) provided in the front, outer, upper portion of the cockpit 30 by the driving operation and the stopping operation. The work lamp switch 98 is configured to turn on and off a pair of left and right work lamps 51 and the other left and right work lamps 52.
As shown in fig. 8 and 18, the sun visor 68 is provided inside the upper end of the front wall 31 so as to be supported by the upper frame 43. The sun visor 68 can be switched between a pulled-down use posture and a lifted-up storage posture by being operated to swing up and down around the shaft center of the support shaft 68 a.
As shown in fig. 7 and 13, a steering panel 100 is provided at an upper portion of the steering tower 62. The driving panel 100 is provided with a second switch group S2 including an engine starter switch 101, a horn switch 102, a winker switch 103, and a headlight switch 104. An extending portion 100a that extends to the vicinity of a portion below the outer periphery of the steering wheel 63 in a plan view is provided in a portion of the steering panel 100 that is opposite to the side of the steering shaft 63a on which the main shift operation element 75 is provided. The extension portion 100a is provided with a winker switch 103 and a headlight switch 104 in the second switch group S2.
The engine starter switch 101 is coupled to a drive circuit of the engine starter device so as to be operated by inserting an engine key to drivingly operate the engine starter device to start the engine 4.
The horn switch 102 is coupled to a horn controller 113 (refer to fig. 21) to operate the alarm horn by an on operation.
The winker switch 103 and the headlight switch 104 are constituted by combination switches. The winker switch 103 is coupled to a winker control unit 112 (see fig. 21) so that a winker corresponding to the operation direction of the operation lever 103a among the left and right winkers is turned on by a switching operation of a swing operation of the operation lever 103 a.
The headlight switch 104 is configured by a switch that can be freely switched to three positions, i.e., a turned-off position, a downward lighting position, and an upward lighting position by a rotational operation of the operation portion 104 a.
The headlight switch 104 is configured to turn on the lower headlight 54 on the inner side in the vehicle transverse direction among the 2 lower headlights 53 and 54 near the left lateral end and the right lateral end, respectively, by being operated to the downward turning-on position. Therefore, in this case, the entire lower headlamp including the 4 lower headlamps 53 and 54 is in the downward irradiation state. The upper headlamps 50, 50 of the pair of left and right headlamps are turned on by the turning on operation of the lower headlamp 54 on the vehicle lateral inner side in the vicinity of the left lateral end and the vicinity of the right lateral end by the headlamp switch 104. Therefore, by operating the headlight switch 104 to the downward lighting position, the lower headlight 54 and the pair of upper headlights 50, 50 on the left and right near the left and right lateral ends, respectively, can be lit.
The headlight switch 104 is configured to turn on the lower headlight 53 on the outer side in the vehicle transverse direction among the 2 lower headlights 53 and 54 near the left lateral end and the right lateral end, respectively, by being operated to the upward turning position. Therefore, in this case, the entire lower headlamp including the 4 lower headlamps 53 and 54 is in the upward irradiation state. The upper headlamps 50, 50 of the pair of left and right headlamps are turned on by turning on the lower headlamps 53 on the lateral outer sides of the traveling vehicle body in the vicinity of the left lateral end and in the vicinity of the right lateral end by the headlamp switch 104. Therefore, by operating the headlight switch 104 to the upward lighting position, the lower headlight 53 and the pair of left and right upper headlights 50, 50 near the left lateral end and the right lateral end, respectively, can be turned on.
As shown in fig. 5 and 6, a control device 106 is provided on the side of the side box 70 opposite to the side where the driver seat 60 is located. Specifically, as shown in fig. 20, the control device 106 is provided at a corner 107 formed by the floor surface 34a and the rear wall portion 33, on the side opposite to the side of the side box 70 where the driver's seat 60 is located, in a state of being supported by a support base 108. In a portion of the corner portion 107 below the support table 108, the lower end portion 33b of the rear wall portion 33 is disposed in an inclined posture parallel to the support table main body portion 108a of the support table 108. The inside of the steering portion of the control device 106 is covered by a cover 109.
As shown in fig. 20, the support table 108 includes: a support base main body 108a on which the control device 106 is mounted and supported; a front mounting portion 108b extending forward from the support base main body portion 108a; a rear mounting portion 108c extending rearward from the support base main body portion 108 a. The front mounting portion 108b is pressed against the floor surface 34a and is connected by a connecting screw, and the rear mounting portion 108c is pressed against the rear wall portion 33 and is connected by a connecting screw, thereby supporting the support table 108. The mounting posture of the support base main body 108a is a mounting posture in an inclined state which is higher toward the rear end side.
The cover 109 has: an upper cover part 109a which is located above the control device 106 in parallel or substantially in parallel with the support base main body part 108a; the lateral cover portion 109b extends from both lateral ends of the upper cover portion 109a toward the support base 108. The left and right horizontal cover portions 109b are connected to the support base 108 by connection screws, thereby supporting the cover 109.
Fig. 21 is a cross-sectional plan view showing the control device 106. As shown in fig. 21, the control device 106 includes: a housing 111 fixed to the support base main body 108a; a control unit (blinking unit) 112 of a winker lamp housed in the case 111; a horn controller 113; a hydraulically driven electronic control unit 114; relay circuit means 115.
Fig. 14 is a front view showing a main shift coupling mechanism 120 coupling the main shift operating member 75 and the continuously variable transmission 83, and a sub-shift coupling mechanism 130 coupling the sub-shift operating member 77 and the sub-transmission 87. Fig. 15 is a side view of the main gear shift coupling mechanism 120 and the sub-gear shift coupling mechanism 130. Fig. 16 is a perspective view showing the main gear shift coupling mechanism 120 and the sub gear shift coupling mechanism 130.
As shown in fig. 14, 15, and 16, the main shift coupling mechanism 120 includes: a lever-side swing arm 121 provided integrally and swingably around a first swing axis P1 to a relay member 81 that connects the main shift operating element 75 and the support member 80; a shaft-side swing arm 123 integrally and rotatably provided on a rotation interlocking shaft 122 linked to an operation portion of the continuously variable transmission 83 (see fig. 1); the linking lever 124 links the shaft-side swing arm 123 and the lever-side swing arm 121.
As shown in fig. 14, 15, and 16, the subtransmission coupling mechanism 130 includes: a lever-side swing arm 132 integrally and rotatably provided to a relay member 131 that connects the sub-shift operating element 77 and the support member 86; a shaft side swing arm 134 integrally and rotatably provided on an interlocking cylindrical shaft 133 coupled to an operation portion of the sub-transmission device 87 (see fig. 1); the linking lever 135 links the shaft-side swing arm 134 and the lever-side swing arm 132. The interlocking cylinder shaft 133 and the rotation interlocking shaft 122 are constituted as a double-layer shaft in which the interlocking cylinder shaft 133 is fitted to the rotation interlocking shaft 122 so as to be relatively rotatable.
The length of the coupling lever 135 of the subtransmission coupling mechanism 130 is set to be longer than the length of the coupling lever 124 of the main transmission coupling mechanism 120. The lever-side swing arm 121 and the lever-side swing arm 132 are provided with stoppers 121a and 132a for preventing the coupling of the coupling levers 124 and 135 in the coupling direction from being mistakenly coupled. A stopper 136 for preventing an erroneous connection of the interlocking lever to the lever-side swing arm 132 is provided on a straight line passing through the shaft-side swing arm 123 and the lever-side swing arm 132. Stopper 136 is fixed to pillar 138 via support member 137.
Therefore, an erroneous operation in which the main shift operation element 75 is erroneously coupled to the sub-transmission device 87 and an erroneous operation in which the sub-shift operation element 77 is erroneously coupled to the continuously variable transmission device 83 can be avoided.
That is, the coupling 124a of the interlinking lever 124 should be coupled to the lever-side swinging arm 121 in the coupling direction indicated by the arrow 125, but when the interlinking lever is coupled in the opposite coupling direction, the coupling 124a is brought into contact with the stopper 121a and stopped, and therefore the coupling cannot be performed. The lever-side swing arm 132 should be coupled with the coupling 135a of the coupling lever 135 in the coupling direction indicated by the arrow 139, but when the coupling is attempted in the opposite coupling direction, the coupling 135a is brought into contact with the stopper 132a and stopped, and thus cannot be coupled.
After the coupling lever 124 for the main shift coupling mechanism 120 is coupled to the shaft-side swing arm 123 of the main shift coupling mechanism 120, even if the coupling lever 124 is coupled to the lever-side swing arm 132 of the sub shift coupling mechanism 130, the coupling lever 124 cannot be coupled because of its excessively short length. After the coupling lever 135 for the sub-transmission coupling mechanism 130 is coupled to the shaft-side swing arm 134 of the sub-transmission coupling mechanism 130, even if the coupling lever is coupled to the lever-side swing arm 121 of the main transmission coupling mechanism 120, the coupling lever 135 cannot be coupled because of an excessively long length.
After the coupling lever 135 for the sub-transmission link mechanism 130 is coupled to the lever-side swing arm 132 of the sub-transmission link mechanism 130, when the coupling lever 135 is coupled to the shaft-side swing arm 123 of the main transmission link mechanism 120, the coupling lever 135 abuts against the stopper 136 and is stopped, and cannot be coupled to the shaft-side swing arm 123.
When the interlinking lever 124 for the main transmission link mechanism 120 is already connected to the shaft-side swing arm 134 in the case where the interlinking lever 124 for the main transmission link mechanism 120 is already connected to the shaft-side swing arm 134 after the interlinking lever 135 for the sub transmission link mechanism 130 is connected to the lever-side swing arm 132 of the sub transmission link mechanism 130, it can be determined whether or not the interlinking lever 124 is already connected to the shaft-side swing arm 134, and the interlinking lever 124 is connected erroneously.
[ harvester having a different configuration from the first embodiment ]
Fig. 22 is a side view showing a harvester having another embodiment configuration. The harvesting mechanism having another embodiment is configured to harvest the planted grain stalks such as rice and wheat by the harvesting device 6, and has a threshing device 141 for threshing the harvested grain stalks conveyed from the harvesting device 6 by the conveying device 8, and a grain tank 142 for storing the threshed grains from the threshing device 141.
[ other embodiments of the first embodiment ]
(1) In the first embodiment, the instrument panel 67 is biased to the outside in the left lateral direction of the running vehicle body with respect to the running vehicle body lateral direction center C of the cab 30, but may be biased to the outside in the right lateral direction of the running vehicle body with respect to the running vehicle body lateral direction center C of the cab 30.
(2) In the first embodiment, the harvested corn is stored in the harvested product collecting box 7, but the harvested corn may be threshed or discharged outside the vehicle body and the harvesting operation may be performed.
(3) In the first embodiment, the sub-transmission device 87 is provided, but the sub-transmission device 87 may be omitted. In this case, the main shift operation element 75 shown in the above embodiment is provided as a shift operation element.
(4) In the first embodiment, the example in which the cabin 30 is provided is shown, but the first embodiment may be implemented without providing the cabin 30. Instead of the cab 30, a frame surrounding the cab 3 may be provided.
(5) In the first embodiment, the example in which the plurality of upper headlamps 50 and the plurality of lower headlamps 53 and 54 are provided is shown, but the present invention may be implemented in which one upper headlamp and one lower headlamp are provided.
(6) In the first embodiment, the plurality of upper headlamps 50 and the plurality of lower headlamps 53 and 54 are provided separately at locations near the left and right lateral ends of the cabin 30, but may be provided at locations near the center of the cabin 30.
(7) In the first embodiment, the example in which 4 lower headlamps 53 and 54 are provided is shown, but 3 or less or 5 or more lower headlamps may be provided.
(8) In the first embodiment described above, an example has been shown in which switching between downward front illumination and upward front illumination is possible, and a downward illumination-dedicated headlamp that illuminates illumination light downward and forward and an upward illumination-dedicated headlamp that illuminates illumination light upward further than downward and forward are employed, but it is also possible to implement the headlamp using a headlamp having both functions of downward front illumination and upward further than downward front illumination. As the headlamp having two functions, a headlamp having two functions with the same valve or a headlamp having one of two functions with a pair of valves collectively provided in one headlamp may be used.
(9) In the first embodiment, the harvester that harvests corn, rice and wheat is shown as an example, but the present invention can be applied to harvesters that harvest various crops such as carrot, sugarcane and soybean.
[ second embodiment ]
Hereinafter, a second embodiment of the present invention will be described based on the drawings.
[ integral Structure ]
Fig. 23 and 24 show a wheel-type corn harvester as an example of a harvester (working machine). The corn harvester has a pair of left and right front wheels 201 and a pair of left and right rear wheels 202 as traveling devices, and has a cabin 203 at a front position of a traveling machine body F. The traveling body F has a harvesting section Aa at its front end so as to be vertically movable, and has an intermediate conveying chute Ba at its center for conveying corn harvested in the harvesting section Aa to the rear upper side. A harvest box 204 as a storage box for storing the corn conveyed by the intermediate conveying groove Ba is provided at the rear end position of the traveling machine body F, and a residual straw treatment apparatus Ca is provided at the middle of the front wheel 201 and the rear wheel 202 below the traveling machine body F.
In the second embodiment, the front wheels 201 are shown as a specific example of the running device, but the running device may be configured as a 4-wheel drive type that drives the front wheels 201 and the rear wheels 202. The running device may be a full-wheel drive type having a large number of wheels of 6 wheels or 8 wheels or more and driving all the wheels, or may be a crawler running device having a crawler track.
The corn as a plant has a plurality of spikes that contain a large number of fruits at the time of harvesting the stalk after planting. The interior of the leaf coating of the spike contains a large number of seeds (corn as grain) formed in a form of being aligned on the outer surface of the rod-shaped core. In the present invention, the term "corn" refers to a crop having a large number of seeds around the rod-shaped core (a specific example of a harvested product).
(Structure of traveling machine body)
As shown in fig. 23 to 25, the traveling machine body F is configured by connecting the following members: a pair of left and right body frames 206 extending forward and backward; a cabin frame 207 in the front position; a driving section frame 208 at the center of the traveling machine body F in the front-rear direction; a case frame 209 at a rear position of the body frame 206. A transmission M that transmits driving force to the right and left front wheels 201 is supported at a front position of the body frame 206. A rear wheel frame 211 that supports the left and right rear wheels 202 is supported at a rear position of the body frame 206, and a steering cylinder 212 (an example of a hydraulic device) is provided in a posture parallel to the rear wheel frame 211. The transmission M also functions as a reservoir for lubricating oil (oil).
The chamber frame 207 is arranged to support the chamber 203. The prime mover frame 208 is formed along the lateral width direction of the pair of right and left body frames 206, and the engine 210 is supported by this, and has a radiator 213 provided above it.
The harvest container 204 is supported on the left side of the travel machine body F on the container frame 209 so as to be swingable about a switching axis Q in a front-rear direction posture, and a dump cylinder 219 (an example of a hydraulic device) is disposed at a position where the harvest container 204 is sandwiched from the front and rear. The bottom side of the discharge cylinder 219 is supported on the machine frame 206, and the front end side of the piston rod is supported on the harvest container 204.
With this configuration, the upper opening 204A of the harvest container 204 is held in the storage position in which it is opened upward in the state where the unloading cylinder 219 is contracted, and the upper opening 204A is set to be opened sideways to a discharge position in which it is possible to discharge corn by extending the unloading cylinder 219.
As shown in fig. 23, the harvesting section Aa is supported to be swingable about a swing axis Ra in a lateral posture with respect to the front end position of the machine body frame 206, and a pair of right and left raising hydraulic cylinders 214 (an example of a hydraulic device) for raising and lowering the front end side of the harvesting section Aa is provided at the front position of the traveling machine body F. The base end of the raising cylinder 214 is supported by the support frame 263, and the tip end of the piston rod is connected to the harvesting portion Aa. With this configuration, the raising and lowering of the leading end side of the harvesting section Aa can be performed by the swing about the swing axis Ra by the extension and contraction of the raising hydraulic cylinder 214. The support frame 263 also functions as a reservoir for lubricating oil (oil).
The harvesting part Aa is formed with a plurality of rows of introduction paths arranged in parallel in the transverse direction, the conveying mechanism 215 is disposed at a position sandwiching the introduction paths so as to convey the corn separated from the grain and stalk rearward while sandwiching the corn between the introduction paths, and the auger 216 rotating around the axis in the transverse posture is provided so as to transfer the corn conveyed by the conveying mechanism 215 to the central position in the transverse direction.
The intermediate conveyance slot Ba is configured to convey the corn transferred to the center of the auger 216 rearward and upward, and a conveyor belt is provided inside the cylindrical housing 217 in an inclined posture. At the conveyance end position of the intermediate conveyance slot Ba, there is provided a dust removing fan 218 for blowing off non-harvested material such as a part of leaves and a part of a stalk body discharged together with corn by wind pressure.
The residual stalk treatment device Ca has the following structure: a plurality of shredding blades 221A are provided to the rotation shaft 221 in the horizontal posture, and are provided inside the processing casing 222 which is open downward. The rotation shaft 221 is rotated by the driving force transmitted from the engine 210, and the shredding blade 221A shreds the residual stalks on the field ground and performs a treatment of spreading them into the soil.
Further, at the center position of the travel machine body F, a vertically oriented lift cylinder 223 (an example of a hydraulic device) is provided. The lower side of the lift cylinder 223 is supported by the body frame 206, and a sprocket is rotatably provided at the front end of the piston rod. The middle of a chain 224 having one end connected to the machine frame 206 and the other end connected to the remaining stalk treatment device Ca is wound around the sprocket. According to this configuration, the lifting hydraulic cylinder 223 is contracted to loosen the chain 224 and bring the residual straw treatment apparatus Ca into contact with the ground, and the lifting hydraulic cylinder 223 is extended to separate the residual straw treatment apparatus Ca from the ground upward.
A front windshield 225 made of transparent glass is provided on the front surface of the chamber 203, and a door 226 made of transparent glass is provided on the side portion so as to be openable and closable. Inside the cabin 203, a driver seat 227 on which a driver sits, a steering wheel 228, and a brake pedal 229 are provided. On the left side of the cabin frame 207, a step 230 for ascending and descending is provided so as to be freely changeable in posture about a support shaft in the vertical posture.
In addition, the corn harvester has a travel transmission system for transmitting the driving force of the engine 210 to the transmission M through a belt-type main transmission unit. Similarly, the belt-type transmission unit is provided to transmit the driving force of the engine 210 to the intermediate shaft and to transmit the driving force from the intermediate shaft to the harvesting section Aa, the intermediate transfer chute Ba, and the residual straw treatment apparatus Ca.
With such a configuration, the corn harvester can drive the traveling machine body F by driving the left and right front wheels 201, and can perform steering control by controlling the steering cylinder 212 by operating the steering wheel 228 inside the cabin 203. In addition, at the time of harvesting work, the harvesting part Aa and the intermediate conveyance groove Ba are driven to harvest the corn by the harvesting part Aa, and the harvested corn is conveyed in the intermediate conveyance groove Ba and stored so as to fall from the upper opening 204A of the harvested material box 204 and be supplied to the inside. The corn stored in the harvest container 204 in this manner can be discharged from the harvest container 204 by operation of the discharge hydraulic cylinder 219.
In addition, a part of the leaves and a part of the shaft, which are conveyed together with the corn in the intermediate conveying chute Ba, are blown off by the wind pressure from the dust removing fan 218. Also, the grain stalks left on the ground of the farm field due to the harvesting work are treated in such a manner as to be chopped and diffused to the soil by the residual stalk treatment apparatus Ca.
(running gear system)
As shown in fig. 27, 28, and 30 to 33, the corn harvester includes a transmission mechanism for transmitting a driving force, which is shifted by a transmission case M, to left and right front wheels 201 (an example of a traveling device). The transmission mechanism includes a transmission case M, a pair of left and right travel drive shafts 261, a pair of left and right transmission cases Ta, and a pair of left and right drive shaft cases 262. In this transmission mechanism, the driving force that is shifted in speed by the transmission M is transmitted from the pair of left and right travel drive shafts 261 to the left and right transmission cases Ta, and is further transmitted from the transmission cases Ta to the left and right front wheels 201. The left and right travel drive shafts 261 are housed in the left and right drive axle boxes 262 and are protected by the drive axle boxes 262.
Further, the internal space of the drive axle box 262 communicates with the internal space of the transmission case M at the inner end position, and the internal space of the drive axle box 262 communicates with the internal space of the transmission case Ta at the outer end position. This enables the flow of lubricating oil (oil) between the internal space of the transmission M, the internal space of the drive shaft case 262, and the internal space of the transmission case Ta. As described above, the transmission case M functions as a reservoir for lubricating oil (oil), and the drive shaft case 262 and the transmission case Ta coupled thereto in a communicating state function as a reservoir for lubricating oil (oil). This corn harvester has a dedicated tank (e.g., a reserve tank) for storing lubricating oil (oil), and this tank may be configured to communicate with the transmission case M, the support frame 263, or the drive shaft case 262.
Both ends of the tubular support frame 263 are coupled to the surfaces (surfaces facing the center of the travel machine body F) of the right and left transmission cases Ta facing each other. The support frame 263 is cylindrical and coupled with the left end inserted into the lower position of the left transmission case Ta and with the right end inserted into the lower position of the right transmission case Ta. Thus, the internal spaces of the left and right transmission cases Ta and the internal space of the support frame 263 communicate with each other, and the flow of the lubricating oil (oil) therebetween can be realized. In addition, a polygonal tubular member such as a square or a hexagon can be used as the support frame 263.
As described above, the base end portions of the pair of right and left raising cylinders 214 are supported by the support frame 263. A bracket 264 provided at one end of the support frame 263 is coupled to one transmission case Ta to fix the position of the support frame 263.
(running gear: transmission case)
As shown in fig. 30 to 32, the outer wall of the transmission case M is formed by a housing 234, and has an input shaft 236 that rotates integrally with an input pulley 235 at an upper position, and an upper intermediate shaft 237 and a lower intermediate shaft 238 on the lower side thereof. A hydrostatic continuously variable transmission V (an example of a hydraulic device) is provided on an outer wall surface of the transmission M at an upper position. Inside the transmission case M, a planetary transmission portion Mp (an example of a gear type reduction mechanism) is provided on an upper intermediate shaft 237, a sub-transmission portion Ms is provided between the upper intermediate shaft 237 and a lower intermediate shaft 238, and a differential gear Md is provided below the transmission case M. Further, a belt CVT or a toroidal CVT may be used as the continuously variable transmission V.
The hydrostatic continuously variable transmission V is configured such that an axial plunger type variable displacement pump Vp and an axial plunger type constant displacement motor Vm are housed in a shift space formed by a port block 241 coupled to an outer wall of a transmission M and a continuously variable transmission 242 coupled to an outer surface thereof.
The variable displacement pump Vp includes a cylinder that rotates integrally with the driven shaft 243, and a swash plate 245 that determines the operation amounts of a plurality of plungers fitted into the cylinder. Similarly, the constant volume motor Vm has a cylinder block that rotates integrally with the transmission output shaft 244, and a fixed swash plate that converts the operation of a plurality of plungers fitted into the cylinder block into rotational force. Further, an oil passage that communicates with the hydraulic cylinder of the variable displacement pump Vp and the hydraulic cylinder of the constant displacement motor Vm is formed in the port block 241.
The driven shaft 243 of the variable displacement pump Vp is coaxially coupled to the input shaft 236 of the transmission M, and the variable speed output shaft 244 of the constant displacement motor Vm is coaxially disposed in a relatively rotatable manner with respect to the upper intermediate shaft 237.
The continuously variable transmission V has a general structure as follows: the rotation speed of the constant displacement motor Vm is increased or decreased by adjusting the angle of the swash plate 245 of the variable displacement pump Vp to adjust the amount of oil sent from the variable displacement pump Vp to the port block 46 and the amount of oil supplied from the port block 241 to the constant displacement motor Vm.
A trunnion 245A that is supported so as to be able to freely change the angle of the swash plate 245 is rotatably supported with respect to a housing 234 of the transmission M, and as shown in fig. 28, a shift operating arm 246 that operates the trunnion 245A is coupled to a main shift lever or a shift pedal inside the chamber 203.
As a result, the angle of the swash plate 245 is changed in accordance with the shift operation of the main shift lever or the like, thereby realizing a continuously variable shift between a normal rotation drive state in which the shift output shaft 244 is rotated in one direction, a stop state in which the rotation of the shift output shaft 244 is stopped, and a reverse rotation drive state in which the shift output shaft 244 is rotated in the opposite direction.
The planetary transmission portion Mp has: a sun gear 251 mounted on a shaft end of the change output shaft 244; a carrier 252 that rotates integrally with the upper intermediate shaft 237; a planetary gear 253 supported rotatably with respect to the carrier 252; an internally toothed ring gear 254 rotatably supported on the upper intermediate shaft 237.
The sun gear 251 is engaged with a plurality of planetary gears 253, and the plurality of planetary gears 253 are engaged with the ring gear 254. A gear portion 254A is formed on the outer periphery of the ring gear 254, and the input-side gear 239 that rotates integrally with the input shaft 236 meshes with the gear portion 254A.
In the planetary transmission portion Mp, when the driven shaft 243 is rotated by the driving force from the input shaft 236, the ring gear 254 is rotated by the driving force of the input side gear 239. The rotation direction of the ring gear 254 is a direction for advancing the traveling machine body F. According to this configuration, in a state where the shift output shaft 244 of the continuously variable transmission V is stopped, the drive force is transmitted to the front wheels 201 in the forward direction by the rotation of the ring gear 254 of the planetary transmission portion Mp.
Therefore, when the travel of the traveling machine body F is stopped, the angle of the swash plate 245 is set so that the driving force of the ring gear 254 in the forward direction is cancelled by the rotation of the transmission output shaft 244 in the reverse direction.
With such a configuration, the settable range of the angle of the swash plate 245 during the speed change operation when the travel machine body F is moved forward is enlarged, and the ring gear 254 is constantly rotated, so that the forward speed can be increased as compared with a configuration in which the ring gear 254 is not driven by the input side gear 239.
A gear type sub-transmission unit Ms is provided between the upper intermediate shaft 237 and the lower intermediate shaft 238 so as to switch the rotation speed between high and low two stages. Further, there is an intermediate transmission gear 240 that transmits the driving force of the lower intermediate shaft 238 to the differential gear Md. The sub-transmission unit Ms is coupled to a sub-transmission lever inside the cabin 203.
The differential gear Md includes: a differential ring gear 257 meshed with the intermediate transmission gear 240; a pair of pinion gears 258 rotatably supported by a differential case that rotates integrally with the differential ring gear 257; a pair of left and right side gears 259 meshing with the pair of pinions 258.
(drive mechanism)
As described above, the transmission mechanism includes the transmission case M, the pair of left and right travel drive shafts 261, the pair of left and right transmission cases Ta, and the pair of left and right drive shaft cases 262. Further, the inner ends of the left and right travel drive shafts 261 are spline-fitted so as to rotate integrally with corresponding portions of the left and right side gears 259 of the differential gear Md. The outer end of the travel drive shaft 261 is inserted into the inner space of the transmission case Ta.
As shown in fig. 33, the left and right transmission cases Ta have a structure in which an inner case 265 disposed inside the traveling machine body F and an outer case 266 disposed outside the traveling machine body F are detachably coupled to each other by a bolt. The inner space at the boundary between the inner case 265 and the outer case 266 is provided with a multiplate friction type brake mechanism Tb, and the inner space of the outer case 266 is provided with a gear reduction mechanism Tg (an example of a first gear reduction mechanism) and a planetary reduction mechanism Tp (an example of a second gear reduction mechanism). That is, the brake mechanism Tb is disposed at a position offset toward the center of the travel machine body F in the transmission case Ta, and the gear reduction mechanism Tg and the planetary reduction mechanism Tp are disposed outside thereof. By configuring to decelerate the speed by the transmission case Ta in this manner, the torque acting on the travel drive shaft 261 can be reduced, and the torque acting on the brake mechanism Tb can also be reduced.
As shown in fig. 26 and 27, the inner cases 265 of the left and right transmission cases Ta are fastened and fixed to the lower surfaces of the left and right body frames 206 by bolts. According to this configuration, when performing work such as maintenance of the transmission case Ta, the inner case 265 is left on the vehicle body side, and the outer case 266 is separated from the inner case 265, whereby the internal space is opened widely, and the work can be performed easily.
In the internal space of the outer housing 266, the intermediate support shaft 267 is disposed in a position parallel to the travel drive shaft 261 on the front side of the travel drive shaft 261. The gear reduction mechanism Tg has a pair of reduction gears 268 that reduce the rotation of the travel drive shaft 261 and transmit the rotation to the intermediate fulcrum 267.
An axle 269 coaxial with the intermediate support shaft 267 is rotatably supported by the outer housing 266. The axle 269 is oriented parallel to the travel drive shaft 261, and a hub 269A is integrally formed at the outer end of the axle 269, and the front wheel 201 is attached to the hub 269A.
Further, at a boundary position between the inner space where the gear reduction mechanism Tg is disposed and the outer space where the planetary reduction mechanism Tp is disposed, a partition wall 270 is provided to partition the respective disposition spaces and restrict the flow of oil between the outer space and the inner space. As shown in fig. 35, a plurality of openings 270A through which the lubricating oil can flow are formed at intermediate positions in the vertical direction of the partition wall 270. According to this configuration, the opening 270A ensures the flow of the lubricating oil, and the travel machine body F is greatly inclined in either of the left and right directions, so that the partition wall 270 restricts the flow of the lubricating oil even in a state where the portion of the planetary reduction mechanism Tp is lifted, and sufficient working oil can be ensured in the planetary reduction mechanism Tp. Further, although the partition wall 270 is formed integrally with the outer case 266, the partition wall 270 may be fixed to the inside of the transmission case Ta by a screw or the like, or may be fitted into the inside of the transmission case Ta.
As shown in fig. 30, 31, and 33, the planetary reduction mechanism Tp includes: a reduction sun gear 271 provided on the intermediate support shaft 267; a plurality of reduction planetary gears 272 meshed therewith; a reduction ring gear 273 with which the plurality of reduction planetary gears 272 mesh; the revolving force of the reduction planetary gear 272 is transmitted to the reduction carrier 274 of the axle 269. Further, the reduction ring gear 273 is fixed to the outer case 266.
In this way, the transmission mechanism transmits the driving force shifted by the transmission case M from the left and right travel drive shafts 261 to the left and right transmission cases Ta. In the transmission case Ta, the driving force of the travel drive shaft 261 is transmitted to the intermediate fulcrum 267 while being reduced by a pair of reduction gears 268 of the gear reduction mechanism Tg. Then, the driving force of the intermediate support shaft 267 is transmitted from the reduction sun gear 271 to the reduction planetary gear 272, and the reduction planetary gear 272 revolves along the inner periphery of the reduction ring gear 273. The driving force decelerated by this revolution is transmitted from the reduction gear carrier 274 to the axle 269, and the front wheels 201 are driven to travel.
As shown in fig. 33 and 36, the brake mechanism Tb is configured as a multi-plate friction type having a friction plate unit 281 including a plurality of friction plates engaged with the outer end of the travel drive shaft 261 and a friction plate engaged with the inner surface of the case, and a pressure ring 282 for applying a force to them in a pressure contact direction. The pressure contact ring 282 is rotatably supported about the axis X of the travel drive shaft 261, and a plurality of cam grooves 282A are formed in the pressure contact ring 282 in the circumferential direction, and the balls 283 are fitted in the cam grooves 282A. These balls 283 are disposed at positions sandwiched between the cam groove 282A and the inner surface of the inner case 265.
The cam groove 282A is formed in a posture inclined in the circumferential direction so that the ball 283 rides when the pressure contact ring 282 rotates about the axis X.
As shown in fig. 30, a pair of brake operation shafts 285 that rotate about the axis X with respect to the pressure ring 282 of the left-right brake mechanism Tb are disposed at positions above the drive shaft case 262 in a posture parallel to the drive shaft case 262. A brake operating arm 286 is provided on the brake operating shaft 285, and an operating lever 287 is connected to an end of the brake operating arm 286. The left and right operating levers 287 and the brake pedal 229 are coupled via a damper mechanism 288.
The damper 288 has the following structure: the left and right operating levers 287 have compression coil springs at upper ends thereof, and when the brake pedal 229 is depressed, the left and right operating levers 287 are operated in the pull-up direction so as to compress the compression coil springs. Instead of the compression coil spring, an elastic member such as compressed rubber or a tension coil spring may be used as the damper 288. Further, a metal cable that transmits the operating force of the brake pedal 229 may be used for the damper mechanism 288.
The coupling operation mechanism is configured by operating the left and right brake mechanisms Tb in this manner. According to this configuration of the coupling operation mechanism, when the brake pedal 229 is depressed by the operator during traveling, the operation force rotates the pressure ring 282 of the left and right brake mechanisms Tb from the left and right brake operation shafts 285. Then, the rotation causes the balls 283 to ride in the cam groove 282A, and the pressure ring 282 is switched along the shaft center X to press the friction plates of the friction plate unit 281 against each other, thereby applying a braking force to the axle 269.
Further, even in a situation where the wear amounts of the friction plate units 281 of the left and right brake mechanisms Tb are not equal to each other, when the brake pedal 229 is depressed, the damper mechanism 288 is configured to rotate the left and right brake operating shafts 285 until the friction plates of the left and right friction plate units 281 are equally pressed against each other (until the operating reaction force from the operating lever 287 is equal to each other), thereby realizing braking without any lateral offset.
In the left and right transmission cases Ta, a wear checker 278 shown in fig. 36 is provided in order to check wear of the friction plate unit 281 constituting the brake mechanism Tb. The wear checker 278 includes a main body 278A and a large diameter portion 278B formed integrally therewith, and is supported in a penetrating state so as to be movable in a direction parallel to the axis X of the travel drive shaft 261 with respect to the inner case 265 of the transmission case Ta. An oil seal 279 is provided at a boundary between the large diameter portion 278B and the main body 278A, and an indicator portion 278C having a plurality of inspection lines formed at predetermined intervals is formed on the outer periphery of the main body 278A.
The wear checker 278 is configured to be manually operable to be freely press-fitted into the inside. In the case of performing the inspection, the outer end side of the body 278A is press-fitted in the direction of the internal space of the transmission case Ta, and the end of the large diameter portion 278B comes into contact with the friction plate unit 281, and reaches a state where the plurality of friction plates come into contact with each other, and reaches the press-fitting limit of the wear checker 278.
In the state where the press-fit limit is reached in this way, the positional relationship between the plurality of inspection lines of the indicating portion 278C and the outer wall surface of the transmission case Ta changes due to the wear amount of the friction plate unit 281, and it can be grasped from the inspection lines that the wear amount is increased. By using such a principle, it is possible to grasp the wear amount of the friction plate unit 281 and easily grasp the maintenance time by merely manually pushing in the wear checker. In the wear checker 278, instead of the check line, a mark, a number, or the like for identifying the replacement time of the friction plate unit 281 may be formed on the outer surface of the main body 278A.
(supporting frame)
As shown in fig. 26 to 31, a part of the left and right transmission cases Ta has a downwardly protruding shape, and a support frame 263 is provided so as to penetrate through a surface of the downwardly protruding portion facing the center side of the travel machine body F. By providing the support frame 263 in this manner, the internal spaces of the left and right transmission cases Ta and the internal space of the support frame 263 communicate with each other.
The support frame 263 is disposed at a position lower than the liquid level L of the lubricating oil (oil) stored in the internal space of the transmission case M. Further, the liquid level L of the lubricating oil stored inside the transmission M is set to an intermediate level between the input shaft 236 and the upper intermediate shaft 237.
As described above, the internal space of the transmission case M, the internal space of the drive shaft case 262, and the internal space of the transmission case Ta communicate with each other, and the internal spaces of the left and right transmission cases Ta and the internal space of the support frame 263 communicate with each other. With such a configuration, the internal space of the transmission case M, the internal spaces of the left and right drive axle boxes 262, the internal spaces of the left and right transmission cases Ta, and the internal space of the support frame 263 function as a reservoir for lubricating oil. By utilizing these internal spaces, the amount of lubricant stored is increased, and the surface area can be increased to allow the heat dissipation of the lubricant to be performed satisfactorily.
A supply oil passage is formed that sends the hydraulic oil stored in the internal space of the support frame 263 to the hydraulic equipment from the center position of the support frame 263 in the left-right direction. As the oil supply passage, a suction pipe 291 is provided at a central position in the left-right direction of the support frame 263 so as to penetrate from above toward the inside. The oil supply passage is configured to supply the lubricating oil fed from the suction pipe 291 to the hydraulic equipment as the hydraulic oil. The supply oil passage will be described later.
A communication pipe 290 is provided as a communication member for allowing the internal space of the support frame 263 and the internal space of the transmission case M to communicate with each other so that oil can flow therethrough. That is, the communication pipe 290 is provided in a state where a plug formed on the support frame 263 and a plug formed at a lower portion of the transmission case M are connected. In this corn harvester, the internal space of the transmission case M communicates with the internal space of the support frame 263 via the internal spaces of the drive axle boxes 262 and the transmission case Ta, and these drive axle boxes 262 and the transmission case Ta function as communicating members. As described above, the single communication pipe 290 is shown as the communication member, but a plurality of communication pipes 290 of, for example, 2 or 3 or more may be provided as the communication member. As the communicating member, a flexible tube made of resin or rubber or a metal tube capable of being flexibly deformed (flexible) can be used.
Further, the support frame 263 is provided at a position connecting the left and right transmission cases Ta, so that the relative positional relationship of the left and right transmission cases Ta is maintained and the positions of the left and right front wheels 201 can be stabilized. Further, since the support frame 263 is disposed at a position further forward than the drive shaft case 262, even in a state where a projection of a farm field comes into contact with the transmission case M or the drive shaft case 262 during traveling, for example, the projection comes into contact with the support frame 263 first. This prevents the projection from being damaged by direct contact with the transmission case M or the drive shaft case 262.
(Hydraulic circuit)
The corn harvester includes a continuously variable transmission V, a steering cylinder 212, a raising cylinder 214, a discharging cylinder 219, and a lifting cylinder 223 as hydraulic devices. The working unit operated by the hydraulic equipment includes the rear wheels 202 operated by the steering cylinder 212, the harvesting unit Aa operated by the raising cylinder 214, the harvest container 204 operated by the discharge cylinder 219, and the straw disposal apparatus Ca operated by the lift cylinder 223.
The hydraulic device is not limited to this, and for example, in a configuration having a conduit for setting the discharge direction of the intermediate conveyance slot Ba, a hydraulic cylinder or a hydraulic motor for setting the discharge posture of the conduit is used as the hydraulic device. In addition, in the structure in which the posture of the travel machine body F is rotated left and right, a rotary cylinder that performs a rotary operation serves as a hydraulic device. In the case of a rotary cylinder, wheels and crawler traveling devices that are vertically moved by the rotary cylinder constitute a specific configuration of the working unit. In the configuration in which the discharge posture of the catheter is set for the intermediate conveyance slot Ba, the catheter is a specific configuration of the working section.
As shown in fig. 29, a first hydraulic pump Pa1 and a second hydraulic pump Pa2 driven by the engine 210 are provided. An oil passage is formed for supplying hydraulic fluid from the first hydraulic pump Pa1 to the raising control valve V14, the lowering control valve V19, and the raising control valve V23 corresponding to the raising hydraulic cylinder 214, the discharging hydraulic cylinder 219, and the raising hydraulic cylinder 223. Further, an oil passage is formed for supplying the hydraulic oil from the second hydraulic pump Pa2 to the steering valve V12 and the metering pump M12 that control the steering cylinder 212.
The continuously variable transmission V is provided with a prime pump PC driven by a driven shaft 243, and working oil from the prime pump PC is supplied to an oil passage between the variable displacement pump Vp and the constant displacement motor Vm through a prime oil filter 247.
As shown in fig. 34, a concave portion 234A is formed in a part of an outer wall surface of a housing 234 constituting the transmission M, and a supply oil passage is formed by attaching a plate 293 to a position covering the concave portion 234A. A main oil filter 294 for purifying the hydraulic oil supplied from the oil supply passage is attached to an outer surface of the housing 234.
The working oil stored in the internal space of the support frame 263 is delivered from the suction pipe 291 to the supply pipe 292, and is supplied from the supply pipe 292 to an external oil passage formed in a groove shape in the outer wall of the transmission case M and formed by the concave portion 234A. The hydraulic oil that has passed through the main oil filter 294 from the external oil passage then flows into the concave portion 234A formed above the main oil filter 294, and is supplied to the priming pump PC from the priming oil passage 297 connected to the plate 293 covering the concave portion 234A, and is supplied to the first hydraulic pump Pa1 and the second hydraulic pump Pa2 from the main supply oil passage 298 connected to the plate 293.
In this hydraulic circuit, the hydraulic oil from the hydraulic equipment flows to the return oil passage 295, and as shown in fig. 31, returns to the main return port 234P of the transmission M and the sub-return ports 265P of the left and right transmissions Ta as desired.
The main return port 234P is disposed above the vicinity of the planetary transmission portion Mp in the transmission M, and can supply the hydraulic oil returned from the hydraulic equipment to the gears of the planetary transmission portion Mp as lubricating oil. That is, since the liquid surface L of the lubricating oil stored in the transmission M is located below the input shaft 236, a part of the planetary transmission portion Mp is located above the liquid surface L, and the hydraulic oil is returned to this location, whereby the shortage of the lubricating oil is solved and the cooling of the planetary transmission portion Mp is enabled.
The sub-return port 265P is disposed in the transmission case Ta at a position close to the upper portion of the brake mechanism Tb, and supplies the hydraulic oil returned from the hydraulic equipment to the upper portion of the brake mechanism Tb to cool the brake mechanism Tb. As described above, by determining the liquid surface L of the lubricating oil, the upper portion of the friction plate unit 281 of the brake mechanism Tb is exposed from a position above the liquid surface L. For this reason, the brake mechanism Tb can be reliably cooled by returning the hydraulic oil to the exposed portion of the friction plate unit 281.
In this hydraulic circuit, the hydraulic oil from the return oil passage 295 is not limited to the configuration in which the hydraulic oil is returned only to the main return port 234P and the sub-return port 265P. That is, in addition to these return positions, for example, a port or the like may be formed to return the hydraulic oil to the upper side of the sub-transmission portion Ms of the transmission M, a plurality of ports of 2, 3 or more other than the main return port 234P may be formed in the transmission M, and the hydraulic oil from the return oil passage 295 may be returned to these ports. Further, a part of the oil discharged from the continuously variable transmission V is returned to the oil reservoir after radiating heat in the oil cooler 296.
In particular, the support frame 263 is disposed at a position lower than the liquid level L of the lubricating oil in the transmission case M, and the lubricating oil is sucked from a portion near the bottom in the internal space of the support frame 263 through the suction pipe 291, whereby the hydraulic oil without air contamination can be sucked and supplied to the hydraulic equipment as the hydraulic oil.
[ other examples of the second embodiment ]
(1) In the second embodiment, a corn harvester is shown as an example, but the present invention can also be applied to a harvester (working machine) such as a half-feed combine harvester, a general-type combine harvester, a sugar cane harvester, or a rice transplanter.
Description of the reference numerals
(first embodiment)
3 steering unit
6 harvesting device
12 harvesting path
17 vertical wall part
30 cockpit
31 front wall part
31a front windshield
31t upper end
34 bottom plate part
35 ceiling part
34a floor surface
41 lower frame
42 vertical frame
43 upper frame
50 upper head lamp
51 working lamp
52 other task light
53. 54 lower head lamp
60 driver seat
61 side panel
Front part of 61F running vehicle body
61FU upper surface
Rear part of 61R running vehicle body
61RU upper surface
61a corner
62 handling tower
63 steering operation member
63a steering shaft
64 channel part
67 instrument panel
68 sun visor
69 feet carrying platform
70 side box
70a upper end side portion
70b lower end side portion
71 Tilt mechanism
72 inclined pedal
Transverse width of 72W running vehicle body
75 Shift operator (Main shift operator)
75a base
75b grip part
76 acceleration operating member
77 sub-speed change operation member
78 operating clutch operator
78a grip part
83 hydrostatic stepless speed change device
84 rod guide
84a end edge
84b end edge
84c site
97 wiper switch
98 operation lamp switch
99 windshield wiper
100 driving panel
100a extension
106 control device
109 cover
C vehicle body transverse center
S space
FH forward high speed operation region
FL forward low speed operation region
S1 first switch group
S2 second switch group
T center
(second embodiment)
201 running gear (front wheel)
204 storage box (Harvest case)
206 machine body frame
210 engine
212 Hydraulic equipment (steering cylinder)
214 Hydraulic equipment (ascending hydraulic cylinder)
219 Hydraulic equipment (discharging hydraulic cylinder)
223 Hydraulic equipment (lifting hydraulic cylinder)
234A oil supply passage (concave part)
261 driving shaft
262 storage part (drive shaft box)
263 storage part (supporting frame)
265 inner side casing
266 outer housing
269 axle
270 dividing wall
290 communication member (communication pipe)
291 oil supply passage and suction pipe
295 oil return path
Aa harvesting part
F traveling machine body
L liquid level
M storage part (Gear box)
Mp gear type reduction mechanism (planetary transmission part)
Ta storage part (Transmission case)
Tg first gear reduction mechanism (gear reduction mechanism)
Tp second gear reduction (planetary reduction)
Tb brake mechanism
V hydraulic equipment and stepless speed change device.
Claims (11)
1. A harvester having a transmission mechanism for transmitting a driving force of an engine of a traveling machine body from a transmission case to left and right front wheels,
the transmission mechanism has:
a pair of left and right travel drive shafts to which a drive force from the transmission is transmitted;
a pair of left and right transmission cases for transmitting the driving force from the pair of left and right travel drive shafts to the corresponding front wheel of the left and right front wheels;
a pair of cylindrical left and right drive shaft cases having both end portions connected to the transmission case and the transmission case in a state where the travel drive shaft is accommodated;
a support frame that connects the left and right transmission cases in a state of being positioned on a front lower side of the transmission case and on a front lower side of the drive axle box;
the transmission case on the left side is disposed at a position separated to the left side from the transmission case, and the drive shaft case on the left side is disposed across the transmission case and the transmission case on the left side,
the right-side transmission case is disposed at a position separated to the right from the transmission case, and the right-side drive shaft case is disposed across the transmission case and the right-side transmission case,
the support frame is provided at a position separated from the transmission case toward the front and lower side so as to straddle the right and left transmission cases.
2. A harvester having a transmission mechanism for transmitting a driving force of an engine of a traveling machine body from a transmission case to left and right traveling devices,
the transmission mechanism has:
a pair of left and right travel drive shafts to which a drive force from the transmission is transmitted;
a pair of left and right transmission cases for transmitting the driving force from the pair of left and right travel driving shafts to the corresponding travel device of the left and right travel devices;
a pair of left and right cylindrical drive shaft cases having both ends connected to the transmission case and the transmission case in a state where the travel drive shaft is accommodated;
a cylindrical support frame that connects the left and right transmission cases so that inner spaces of the left and right transmission cases communicate with each other;
the support frame is capable of storing oil supplied/discharged with respect to the hydraulic device,
the supporting frame and the gear box are formed in a split manner,
the left end of the support frame is inserted into the left-side transmission case, and the right end of the support frame is inserted into the right-side transmission case.
3. The harvester of claim 1 or 2,
the left and right transmission boxes are respectively provided with a brake mechanism inside。
4. The harvester of claim 1 or 2,
the transmission case is configured to be detachably coupled to an inner case disposed inside the traveling machine body and an outer case disposed outside the traveling machine body, and the inner case is supported by a machine body frame of the traveling machine body.
5. The harvester of claim 1 or 2,
the transmission includes a hydrostatic continuously variable transmission that continuously varies a driving force of the engine.
6. A harvester having a transmission mechanism for transmitting a driving force of an engine of a traveling machine body from a transmission to left and right traveling devices,
the transmission mechanism has:
a pair of left and right travel drive shafts to which a drive force from the transmission is transmitted;
a pair of left and right transmission cases for transmitting the driving force from the pair of left and right travel driving shafts to the corresponding travel device of the left and right travel devices;
a pair of cylindrical left and right drive shaft cases having both end portions connected to the transmission case and the transmission case in a state where the travel drive shaft is accommodated;
the transmission case has an axle that is in a parallel posture with the travel drive shaft and transmits the drive force to the travel device, and has, in an internal space of the transmission case, a brake mechanism supported by the travel drive shaft, a first gear reduction mechanism that reduces the drive force from the travel drive shaft, and a second gear reduction mechanism that reduces the drive force reduced by the first gear reduction mechanism and transmits the drive force to the axle in a manner arranged in this order from a center side to an outer side of the travel machine body,
has a support frame for connecting the left and right transmission cases,
the left end portion of the support frame is coupled to a portion of the transmission-case-side portion of the left-side transmission case, which is located on the outer side in the radial direction of the travel drive shaft with respect to the outer peripheral portion of the brake mechanism and is adjacent to the brake mechanism, and the right end portion of the support frame is coupled to a portion of the transmission-case-side portion of the right-side transmission case, which is located on the outer side in the radial direction of the travel drive shaft with respect to the outer peripheral portion of the brake mechanism and is adjacent to the brake mechanism.
7. The harvester of claim 6,
the internal space of the transmission case has an inner space in which the first gear reduction mechanism is disposed and an outer space in which the second gear reduction mechanism is disposed, and a partition wall that restricts a flow of oil between the inner space and the outer space is provided inside the transmission case when the traveling machine body is tilted left and right.
8. The harvester of claim 6 or 7,
the brake mechanism is a multi-plate friction brake.
9. The harvester of claim 6 or 7,
the brake mechanism is disposed in an inner space of the transmission case at a position offset toward a center side of the travel machine body.
10. The harvester of claim 6 or 7,
a supply oil passage that supplies the oil stored in the support frame to a hydraulic apparatus is formed, and a return oil passage that returns the oil from the hydraulic apparatus is connected to an upper portion of the brake mechanism of the transmission case.
11. The harvester of claim 6 or 7,
there are coupling operation mechanisms that simultaneously operate the brake mechanisms of the left and right transmission cases.
Applications Claiming Priority (12)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013-080833 | 2013-04-08 | ||
| JP2013080834A JP2014200222A (en) | 2013-04-08 | 2013-04-08 | Harvester |
| JP2013-080832 | 2013-04-08 | ||
| JP2013-080834 | 2013-04-08 | ||
| JP2013080833A JP2014200221A (en) | 2013-04-08 | 2013-04-08 | Harvester |
| JP2013080832A JP2014200220A (en) | 2013-04-08 | 2013-04-08 | Harvester |
| JP2013088468A JP6141085B2 (en) | 2013-04-19 | 2013-04-19 | Harvesting machine |
| JP2013-088467 | 2013-04-19 | ||
| JP2013088467A JP6112950B2 (en) | 2013-04-19 | 2013-04-19 | Working machine |
| JP2013-088468 | 2013-04-19 | ||
| CN201480026313.2A CN105208850B (en) | 2013-04-08 | 2014-01-29 | Cropper and working rig |
| PCT/JP2014/051895 WO2014167878A1 (en) | 2013-04-08 | 2014-01-29 | Harvester and work machine |
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| CN201480026313.2A Division CN105208850B (en) | 2013-04-08 | 2014-01-29 | Cropper and working rig |
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| CN112449877A CN112449877A (en) | 2021-03-09 |
| CN112449877B true CN112449877B (en) | 2022-11-08 |
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| CN201811493046.6A Expired - Fee Related CN109964653B (en) | 2013-04-08 | 2014-01-29 | Harvester and working machine |
| CN202011101694.XA Active CN112449877B (en) | 2013-04-08 | 2014-01-29 | Harvester and working machine |
| CN201480026313.2A Expired - Fee Related CN105208850B (en) | 2013-04-08 | 2014-01-29 | Cropper and working rig |
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| CN201811493046.6A Expired - Fee Related CN109964653B (en) | 2013-04-08 | 2014-01-29 | Harvester and working machine |
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| CN201480026313.2A Expired - Fee Related CN105208850B (en) | 2013-04-08 | 2014-01-29 | Cropper and working rig |
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| WO (1) | WO2014167878A1 (en) |
Families Citing this family (2)
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|---|---|---|---|---|
| JP2019170258A (en) * | 2018-03-28 | 2019-10-10 | 株式会社クボタ | Harvesting machine |
| JP7482769B2 (en) * | 2020-12-24 | 2024-05-14 | 株式会社クボタ | Sugarcane harvester |
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| CN201097479Y (en) * | 2007-06-25 | 2008-08-13 | 马卫东 | Multifunctional rotary cultivator |
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- 2014-01-29 CN CN202011101694.XA patent/CN112449877B/en active Active
- 2014-01-29 WO PCT/JP2014/051895 patent/WO2014167878A1/en active Application Filing
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Also Published As
| Publication number | Publication date |
|---|---|
| CN112449877A (en) | 2021-03-09 |
| CN109964653B (en) | 2020-11-06 |
| WO2014167878A1 (en) | 2014-10-16 |
| CN109964653A (en) | 2019-07-05 |
| CN105208850B (en) | 2019-01-04 |
| CN105208850A (en) | 2015-12-30 |
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