JP2009214818A - Work vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shaft structure for transmitting the power from a transmission case to a front axle case of a work vehicle such as a tractor in which vibrations and noise are hardly generated. <P>SOLUTION: A front wheel output shaft 54 to which the power is transmitted from an engine 5 via a transmission case is projected forwardly from a lower side of a clutch housing 104. A projecting end of the front wheel output shaft 54 is interlockingly connected to a front wheel propulsion shaft 62 projecting backwardly from a front axle case 108 via an intermediate shaft 61 having universal joints 154, 155 on both ends. A portion of the front propulsion shaft 62 close to the intermediate shaft 61 passes through a bearing part 160 provided on a lower part of a flywheel case 103. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a work vehicle such as a tractor for agricultural work or a wheel loader for civil engineering work.

Conventionally, a tractor as a work vehicle has an engine mounted on a traveling machine body, a transmission case incorporating a continuously variable transmission for appropriately shifting power from the engine, and a variable speed power from the continuously variable transmission. And a front axle case with a built-in final deceleration mechanism (final deceleration mechanism) for transmitting to the vehicle. The continuously variable transmission and the final reduction mechanism are coupled to each other so that power can be transmitted by a single propulsion shaft having universal joints at both ends. The transmission power from the continuously variable transmission is transmitted to the final reduction mechanism via the propulsion shaft, and finally drives the traveling unit (see, for example, Patent Document 1).
JP 2004-50954 A

  By the way, this type of propulsion shaft can cope with changes in length and angle due to the relative position change between the continuously variable transmission and the final reduction mechanism due to the presence of both universal joints. In addition to the torsional strength of the propulsion shaft against torsional torque (power), the balance of the propulsion shaft becomes a problem. Since the propulsion shaft rotates at a high speed during high-speed traveling, vibration is generated if the weight balance of the propulsion shaft is lost, which also causes noise.

  However, in the configuration of Patent Document 1, because of the left-right positional relationship between the continuously variable transmission and the final reduction mechanism, one propulsion shaft extends obliquely inward and forward in plan view. On the other hand, there is a problem that it is difficult to balance the weight of the propulsion shaft, and vibration and noise are likely to occur. This invention makes it a technical subject to provide the working vehicle which eliminated the above-mentioned problem.

  In order to achieve this technical problem, the invention of claim 1 is a work vehicle comprising an engine mounted on a traveling machine body, and a clutch housing and a transmission case arranged on the rear side of the traveling machine body. The output shaft to which power is transmitted from the engine via the transmission case projects forward from the lower side of the clutch housing, and the projecting end of the output shaft is an intermediate shaft having universal joints at both ends. Via a front axle case disposed in front of the lower surface of the traveling aircraft body, and linked to a propulsion shaft that protrudes backward, and the portion of the propulsion shaft that is closer to the intermediate shaft is connected to the engine and the clutch housing. It penetrates the bearing part provided in the lower part of the flywheel case which connects.

  According to a second aspect of the present invention, in the work vehicle according to the first aspect, the intermediate shaft and the propulsion shaft are set to be positioned above the lower surface of the mission case in a side view.

  According to a third aspect of the present invention, in the work vehicle according to the first or second aspect, the bearing portion is formed on a flange that protrudes further downward from a lower surface of the engine in the flywheel case.

  According to the present invention, the output shaft to which power is transmitted via the transmission case protrudes forward from the lower side of the clutch housing, and the protruding end portion of the output shaft passes through an intermediate shaft having universal joints at both ends. And coupled to a propulsion shaft that protrudes rearward from a front axle case disposed on the lower front portion of the traveling machine body, and the portion of the propulsion shaft that is closer to the intermediate shaft connects the engine and the clutch housing. Since it penetrates the bearing portion provided at the lower part of the connecting flywheel case, the propulsion shaft is supported at both ends by the front axle case and the bearing portion of the flywheel case on the lower surface side of the traveling aircraft body. It can be held stably in a horizontal and straight posture.

  For this reason, compared with the case of patent document 1 which connects a continuously variable transmission and a final reduction mechanism only with one front-wheel propulsion shaft which has a universal joint in both ends, the weight balance of the said propulsion shaft is easy to be taken, and weight balance There is an effect that generation of vibration and noise due to the noise can be suppressed.

  Further, since the propulsion shaft can be stably held in a horizontal straight posture on the lower surface side of the traveling machine body, the propulsion shaft can be prevented from being twisted during power transmission from the transmission case to the front axle case. There is also an advantage that transmission efficiency can be improved.

  According to the invention of claim 2, since the intermediate shaft and the propulsion shaft are set to be positioned above the lower surface of the mission case in a side view, the intermediate shaft and the propulsion shaft are traveled when the work vehicle is traveling. There is an effect that it is possible to reduce the risk of damaging the curb against the curb or the ground.

  According to the invention of claim 3, since the bearing portion is formed on the flange that protrudes further downward from the lower surface of the engine in the flywheel case, the number of parts can be reduced with respect to the mechanism that supports the propulsion shaft. In addition, there is an advantage that high support strength for the propulsion shaft can be secured.

  Embodiments in which the present invention is applied to a tractor as a work vehicle will be described below with reference to the drawings (FIGS. 1 to 8). 1 is a side view of the tractor, FIG. 2 is a plan view of the cabin, FIG. 3 is a skeleton diagram of the power transmission system, FIG. 4 is a hydraulic circuit diagram of the tractor, FIG. 5 is a side view from the engine to the transmission case, FIG. Is an enlarged side sectional view showing a connecting structure of the front wheel output shaft, the intermediate shaft and the front wheel propulsion shaft, FIG. 7 is a plan view of the front axle case and the steering hydraulic cylinder, and FIG. 8 is an enlarged side sectional view of the front axle case and the steering hydraulic cylinder. It is. In the following description, the left side in the traveling direction of the tractor 1 is simply referred to as the left side, and the right side in the traveling direction is also simply referred to as the right side.

(1). First, an outline of the tractor 1 will be described with reference to FIGS. 1 and 2.

  The traveling machine body 2 of the tractor 1 in the embodiment is supported by a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3 as a traveling unit. The tractor 1 is configured to travel forward and backward by driving the front wheels 3 and the rear wheels 4 with a diesel engine 5 mounted on the front portion of the traveling machine body 2. The engine 5 is covered with a bonnet 6. A cabin 7 (control section) is disposed on the upper surface of the traveling machine body 2. Inside the cabin 7 are disposed a steering seat 8 and a steering handle 9 that is steered to move the steering direction of the front wheels 3 to the left and right. A step 10 is arranged below the cabin 7 so as to protrude outward from the mission case 15 described later. Fuel tanks 11 for storing fuel are respectively disposed on the lower surfaces of the left and right steps 10.

  As shown in FIGS. 1 and 2, the steering handle 9 in the cabin 7 is disposed on a steering column 97 located in front of the steering seat 8. On the left side of the control column 97, the forward / reverse switching lever 86 for switching the traveling direction of the traveling machine body 2 between forward and reverse, and the HMT clutch 37 and the HST clutch 38 (details will be described later) are simultaneously turned on and off. A clutch pedal 87 is disposed. On the right side of the steering column 97, a pair of left and right brake pedals 88 for braking the left and right rear wheels 4 are arranged. In the vicinity of the brake pedal 88, an accelerator pedal 89 for increasing and decreasing the engine speed is disposed.

  Side columns 90 and 91 are provided on the left and right sides of the control seat 8. On the left side column 90, an auxiliary transmission lever 92 for setting and holding the output and rotation speed of a hydraulic / mechanical transmission 20 (HMT), which will be described later, within a predetermined range according to the working state, and a PTO shaft 19, which will be described later. A PTO shift lever 93 for switching the output (see FIG. 3) between a plurality of stages and neutral is disposed so as to be able to tilt forward and backward. A parking brake lever 94 for maintaining the left and right rear wheels 4 in a braking state is disposed in front of the auxiliary transmission lever 92.

  On the right side column 91, working parts such as a main transmission lever 95 for moving the traveling machine body 2 forward, stop, reverse, and its vehicle speed steplessly, and a potato harvester arranged behind the traveling machine body 2 A working unit adjusting lever 96 and the like for manually changing and adjusting the height position (not shown) are disposed.

  On the other hand, as shown in FIG. 1, the traveling machine body 2 includes an engine frame 13 having a front bumper 12 and a front axle case 180, and left and right step frames 14 fixed to the rear portion of the engine frame 13 with bolts. I have. The engine frame 13 supports the engine 5 from below. The left and right step frames 14 constitute a part of the elements constituting step 10 on which the operator gets on and off.

  A clutch housing 104 having a built-in main clutch 107 (see FIG. 3) for interrupting power from the engine 5 is disposed behind the engine frame 13 and between the left and right step frames 14. The clutch housing 104 is bolted to the rear surface of the engine 5 via a flywheel case 103 containing a flywheel 106 (see FIG. 3) (see FIG. 5).

  On the rear surface of the clutch housing 104, a transmission case 15 is mounted for appropriately shifting the power from the engine 5 and transmitting it to the front wheels 3, the rear wheels 4, and a PTO shaft 19 described later. A rear axle case 16 is mounted on the rear portion of the transmission case 15 so as to protrude outward in the left-right direction. The left and right rear wheels 4 are rotatably disposed on the left and right tip sides of the rear axle case 16 and are covered from above with left and right rear fenders 17.

  On the rear upper surface of the mission case 15, a hydraulic lifting mechanism 18 for lifting and lowering a working portion such as a potato harvester is detachably attached. Although not shown in detail, the working unit is connected to the rear part of the mission case 15 via a three-point link mechanism. On the rear surface of the mission case 15, a PTO shaft 19 for transmitting a PTO driving force to the working unit is provided to project rearward.

(2). Next, the power transmission system of the tractor 1 will be described with reference to FIG.

  In the tractor 1 of the embodiment, the power of the engine 5 is transmitted to the hydraulic / mechanical transmission 20 provided in the transmission case 15, and the front wheel 3, the rear wheel 4 and the PTO shaft 19 are transmitted from the hydraulic / mechanical transmission 20. It is configured to distribute to. A flywheel 106 is attached to an engine output shaft 105 projecting rearward on the rear surface of the engine 5 so that the flywheel 106 is directly connected to the pump shaft 25 of the flywheel 106 and the hydraulic / mechanical transmission 20 (details will be described later). Are connected via a main clutch 107 for power transmission.

  The hydraulic / mechanical transmission 20 includes a hydraulic transmission mechanism 21 (HST) including a variable displacement hydraulic pump 23 and a hydraulic motor 24, and a planetary gear mechanism 22. The hydraulic transmission mechanism 21, which is an element of the hydraulic / mechanical transmission device 20, changes and adjusts the inclination angle of the rotary swash plate (not shown) in the hydraulic pump 23 to discharge the hydraulic oil in the hydraulic motor 24. By changing the above, the rotation direction and the rotation speed of the motor shaft 26 protruding from the hydraulic motor 24 are arbitrarily adjusted.

  The hydraulic / mechanical continuously variable transmission 20 has two powers: a power transmission system via a pump shaft 25 protruding from the engine 5 and penetrating the hydraulic pump 23, and a power transmission system via a motor shaft 26 protruding from the hydraulic motor 24. It has a transmission system. In the embodiment, a hydraulic / mechanical drive mode (HMT mode) in which the front wheels 3 and the rear wheels 4 are rotationally driven by combined power of rotational power via the pump shaft 25 and rotational power via the motor shaft 26, and the motor shaft 26. The hydraulic drive mode (HST mode) in which the front wheel 3 and the rear wheel 4 are rotationally driven can be switched and executed only by the passing rotational power.

  In the mission case 15, a pump shaft 25 that penetrates the hydraulic pump 23, a motor shaft 26 that protrudes from the hydraulic motor 24, and a sun gear shaft 27 that constitutes the planetary gear mechanism 22 extend back and forth and are parallel to each other. It is pivotally supported so that it can rotate. A pair of front and rear transmission gears 31 and 32 are rotatably fitted to the sun gear shaft 27, while a pair of front and rear motor gears 29 and 30 are fixed to the motor shaft 26. The front transmission gear 31 meshes with the front motor gear 29, and the rear transmission gear 32 meshes with the rear motor gear 30.

  A planetary gear mechanism 22 is disposed between the front and rear transmission gears 31 and 32 on the sun gear shaft 27. The planetary gear mechanism 22 includes a sun gear 33 that rotates integrally with the front transmission gear 31, a carrier 34 that rotatably supports a plurality of planetary gears 35 on the same radius, and internal teeth on the inner peripheral surface. A ring gear 36 is provided. All of the sun gear 33, the carrier 34, and the ring gear 36 are rotatably fitted to the sun gear shaft 27. The sun gear 33 meshes with each planetary gear 35 of the carrier 34 from the inside of the radius. Further, the inner teeth of the ring gear 36 mesh with the planetary gears 35 from the radially outer side. External teeth are formed on the front outer peripheral surface of the carrier 34, and the external teeth mesh with a pump gear 28 fixed to the pump shaft 25.

  An HMT clutch 37 for rotating the sun gear shaft 27 integrally with the ring gear 36 and an HST clutch 38 for rotating the sun gear shaft 27 integrally with the rear transmission gear 32 between the ring gear 36 and the rear transmission gear 32 of the sun gear shaft 27. And are arranged. These clutches 37 and 38 are for switching between two drive modes (HMT mode and HST mode). Depending on the drive mode, one is turned on and the other is turned off, so that either the combined power via the pump shaft 25 and the motor shaft 26 or the rotational power via only the motor shaft 26 is It is transmitted to the sun gear shaft 27.

  That is, in the HMT mode, the HMT clutch 37 is brought into a power connection state (an engaged state) by switching driving of an HMT valve 129 described later, and the sun gear shaft 27 and the ring gear 36 are connected so as not to be relatively rotatable. On the other hand, the HST clutch 38 enters a power cut-off state (disengaged state) by a switching drive of the HST valve 130 described later, and the rear transmission gear 32 enters a state in which it can freely rotate. In this case, since the rear transmission gear 32 can freely rotate, the rotational power transmitted from the rear motor gear 30 to the rear transmission gear 32 is not transmitted to the sun gear shaft 27. Rotational power via the pump gear 28 and rotational power via the front motor gear 29 are transmitted to the planetary gear mechanism 22. These combined powers are transmitted from the ring gear 36 to the sun gear shaft 27.

  In the HST mode, the HMT clutch 37 is in a power cut-off state (disengaged state) by switching driving of the HMT valve 129, and the ring gear 36 is in a freely rotatable state. On the other hand, the HST clutch 38 is in a power connection state (an engaged state) by the switching drive of the HST valve 130, and the sun gear shaft 27 and the rear transmission gear 32 are connected so as not to be relatively rotatable. In this case, since the ring gear 36 can freely rotate, the rotational power transmitted from the pump gear 28 and the front motor gear 29 to the planetary gear mechanism 22 is not transmitted to the sun gear shaft 27. Power is transmitted from the rear motor gear 30 to the sun gear shaft 27 via the rear transmission gear 32. That is, only the rotational power of the motor shaft 26 is transmitted to the sun gear shaft 27. If both clutches 37 and 38 are disengaged, power transmission to the front and rear four wheels 3 and 4 is completely cut off.

  A travel relay shaft 39 is connected to the rear end of the sun gear shaft 27 so as to extend coaxially with the sun gear shaft 27. Further, in the transmission case 15, a sub transmission shaft 40 extending in parallel with the travel relay shaft 39 is rotatably supported near the travel relay shaft 39. A low speed relay gear 41 and a high speed relay gear 42 are fixed to the traveling relay shaft 39. A low-speed gear 43 that meshes with the low-speed relay gear 41 and a high-speed gear 44 that meshes with the high-speed relay gear 42 are rotatably fitted to the middle portion of the auxiliary transmission shaft 40. Between the low-speed gear 43 and the high-speed gear 44 in the auxiliary transmission shaft 40, an auxiliary transmission clutch 45 that interrupts power transmission from the travel relay shaft 39 to the auxiliary transmission shaft 40 can reciprocate along the auxiliary transmission shaft 40. It is covered with. In this case, the low speed gear 43 or the high speed gear 44 and the auxiliary transmission shaft 40 are connected to each other so as not to rotate relative to each other by the action of the auxiliary transmission clutch 45 that moves in conjunction with the operation of the auxiliary transmission lever 92 in the cabin 7. As a result, low-speed or high-speed rotational power is transmitted from the travel relay shaft 39 to the auxiliary transmission shaft 40.

  A rear wheel final reduction mechanism 46 for transmitting rotational power to the left and right rear wheels 4 is disposed behind the auxiliary transmission shaft 40. The rear wheel final reduction mechanism 46 includes a ring gear 48 that meshes with a pinion 47 fixed to the rear end of the auxiliary transmission shaft 40, a differential gear case 49 fixed to the ring gear 48, and a pair of rear wheels extending in the left-right direction. And a differential output shaft 50. The left and right rear wheel differential output shafts 50 are connected to a rear axle 52 via final gears 51 and the like. The rear wheel 4 is attached to the front end portion of the rear axle 52.

  A brake mechanism 53 is provided in association with the left and right rear wheel differential output shafts 50. The brake mechanism 53 can brake the left and right rear wheels 4 by two systems of operation and automatic control of the brake pedal 88 and the parking brake lever 94 (see FIG. 2). In other words, each brake mechanism 53 is configured to brake the corresponding rear wheel differential output shaft 50 and the rear wheel 4 by operating the brake pedal 88 (or the parking brake lever 94) in the braking direction. Yes. When the steering angle of the steering handle 9 is equal to or greater than a predetermined angle, the brake cylinder 117 is operated by the switching drive of the brake valve 118 with respect to the rear wheel 4 inside the turn, and the brake mechanism 53 for the rear wheel 4 inside the turn is automatically activated. It is configured to perform a braking operation automatically (so-called autobrake). For this reason, the tractor 1 can easily execute a small turning turn such as a U-turn (direction change at a headland in a field).

  Each brake mechanism 53 includes a braking arm 100 (see FIG. 4) rotatably disposed at the lateral rear portion of the transmission case 15, a disk plate provided on the rear wheel differential output shaft 50, and a braking arm. And a brake pad movable so as to be in contact with and away from the rotation plane of the disk plate in conjunction with the rotation. One end of the braking arm is linked to the brake pedal 88 via a first linkage member such as a wire or a link. Further, the other end of the braking arm is interlocked with the parking brake lever 94 via a second linkage member such as a wire or a link.

  In this case, by operating the brake pedal 88 (or the parking brake lever 94) in the braking direction, the braking arm 100 is rotated via the first linkage member (or the second linkage member), whereby the difference for the rear wheel is obtained. The braking pad is pressed against the rotation plane of the disk plate in the dynamic output shaft 50. As a result, the left and right rear wheels 4 are braked.

  A brake cylinder 117 (see FIG. 4) as an actuator is fixed to a position in front of the brake arm 100 in the lateral rear portion of the mission case 15. The piston rods of the left and right brake cylinders 117 are respectively connected to the brake arms 100 on the corresponding side. In the embodiment, when the steering angle of the control handle 9 becomes equal to or larger than a predetermined angle, the brake cylinder 117 is expanded and contracted by the switching drive of the brake valve 118 with respect to the rear wheel 4 inside the turning, and the brake arm 100 is rotated in the braking direction. Let As a result, the brake pad is pressed against the rotation plane of the disc plate, and the rear wheel 4 inside the turning is braked.

  In the following description and drawings, for the sake of convenience, the left brake mechanism 53 and related members (brake arm 100, brake cylinder 117, brake valve 118, etc.) are denoted by reference symbol L, and the right brake mechanism 53 and In some cases, a symbol R is attached to a member related to.

  On the other hand, a front wheel output shaft 54 extending parallel to the auxiliary transmission shaft 40 is also rotatably supported in the transmission case 15. The front wheel output shaft 54 includes a four-wheel drive gear 58 that meshes with a four-wheel drive relay gear 56 fixed to the front portion of the auxiliary transmission shaft 40 and a double-speed gear that meshes with a double-speed relay gear 55 fixed to the front portion of the auxiliary transmission shaft 40. 57 is rotatably fitted. A four-wheel drive clutch 60 for rotating the front wheel output shaft 54 integrally with the four-wheel drive gear 58 is disposed in front of the four-wheel drive gear 58 on the front wheel output shaft 54. A double speed drive clutch 59 for rotating the front wheel output shaft 54 integrally with the double speed gear 57 is disposed behind the double speed gear 57 on the front wheel output shaft 54.

  In this case, when the drive changeover switch (not shown) is operated to the four-wheel drive side, the four-wheel drive clutch 60 enters the power connection state (on state) by the switching drive of the four-wheel drive valve 140 described later, and the front wheel output shaft 54 and the four-wheel drive shaft 54 are connected. The drive gear 58 is connected so as not to be relatively rotatable. Then, as a result of the rotational power transmitted from the auxiliary transmission shaft 40 to the front wheel output shaft 54 via the four-wheel drive gear 58, the tractor 1 enters a four-wheel drive state in which the front wheels 3 are driven together with the rear wheels 4.

  Further, when the steering handle 9 is operated to make a U-turn or the like and the steering angle becomes equal to or greater than a predetermined angle, the double speed driving clutch 59 is switched to the power connection state (on state) by switching driving of the double speed valve 139 described later, and the front wheel output The shaft 54 and the double speed gear 57 are connected so as not to rotate relative to each other. Then, as a result of the rotational power transmitted from the auxiliary transmission shaft 40 to the front wheel output shaft 54 via the double speed gear 57, the rotational speed of the front wheels 3 by the rotational power via the four-wheel drive gear 58 is about twice as high. Thus, the front wheel 3 is driven.

  The front wheel output shaft 54 projects forward from the lower side of the clutch housing 104, and the projecting end portion incorporates a front wheel final reduction mechanism 63 via an intermediate shaft 61 having universal shaft joints 154 and 155 at both front and rear ends. The front axle case 180 projecting rearward from the front axle case 180 is connected to the front wheel propulsion shaft 62. A pinion 64 is fixed to a base end portion (a front end portion of a third propulsion shaft 158 described later) in the front axle case 180 of the front wheel propulsion shaft 62. The front wheel final reduction mechanism 63 in the front axle case 180 is for transmitting rotational power to the left and right front wheels 3. The ring gear 65 meshes with the pinion 64 of the front wheel propulsion shaft 62 and the difference fixed to the ring gear 65. A moving gear case 66 and a pair of front wheel differential output shafts 67 extending in the left-right direction are provided. The left and right front wheel differential output shafts 67 are connected to a front axle 69 via a king pin 186, a final gear 68, and the like. The front wheel 3 is attached to the front end portion of the front axle 69.

  Although details will be described later, a steering hydraulic cylinder 114 for front wheel steering (for power steering) is provided on the outer surface of the front axle case 180 to change the steering direction of the front wheels 3 to the left and right by the turning operation of the steering handle 9. It has been. The steering hydraulic cylinder 114 of the embodiment is a double-rod double-acting cylinder, and the left and right piston rods 190 are connected to the corresponding knuckle arms 188 of the front wheels 3, respectively. In this case, the steering angle of the steering handle 9 is adjusted by moving the steering hydraulic cylinder 114 to the left and right (advancing and retracting) by driving a steering control valve 115 (details will be described later) accompanying the turning operation of the steering handle 9. The steering angle (steering angle) of the left and right front wheels 3 is changed according to the (rotation operation amount).

  A PTO input shaft 71 extending coaxially with the pump shaft 25 is connected to the pump shaft 25 of the hydraulic pump 23 via a PTO clutch 70 for power transmission interruption. A PTO transmission shaft 72 extending in parallel with the PTO input shaft 71 is rotatably supported near the rear portion of the PTO input shaft 71 in the mission case 15. In this case, when the PTO speed change lever 93 in the cabin 7 is shifted to a position other than neutral, or when the PTO speed change lever 93 is operated to be neutral and the PTO reverse rotation lever (not shown) is operated for reverse rotation, the PTO clutch 70 is in the power connected state. The pump shaft 25 and the PTO input shaft 71 are connected so as not to be relatively rotatable. As a result, rotational power is transmitted from the pump shaft 25 toward the PTO input shaft 71.

  A high-speed input gear 75, a medium-speed input gear 74, a low-speed input gear 73, and a reverse input gear 76 are fixed to the PTO input shaft 71 in order from the front side. On the other hand, the PTO transmission shaft 72 is rotatably fitted with a PTO high speed gear 79 that meshes with the high speed input gear 75, a PTO medium speed gear 78 that meshes with the medium speed input gear 74, and a PTO low speed gear 77 that meshes with the low speed input gear 73. Has been. Further, a PTO reverse gear 80 that receives rotational power from the reverse input gear 76 via the counter slide gear 81 is fixed to the PTO transmission shaft 72.

  The PTO speed change shaft 72 is spline-fitted with a PTO speed change clutch 82 so that the PTO speed change clutch 82 is not relatively rotatable and is slidable in the axial direction. The PTO low speed gear 77, the PTO medium speed gear 78, and the PTO high speed gear 79 are selected as the PTO speed change shaft 72 by sliding the PTO speed change clutch 82 along the PTO speed change shaft 72 by the speed change operation of the PTO speed change lever 93. Are connected together. As a result, low-speed to high-speed PTO shift outputs are transmitted from the PTO shift shaft 72 to the PTO shaft 19 via the gears 83, 84, 85.

  When the PTO speed change lever 93 is operated in a neutral position and the PTO reverse rotation lever (not shown) is operated in reverse rotation, the counter slide gear 81 meshes with the reverse rotation input gear 76 and the PTO reverse rotation gear 80, and the rotational power of the PTO input shaft 71 is increased. These are transmitted to the PTO transmission shaft 72 through these gears 76, 80, 81. Then, the reverse PTO speed change output is transmitted from the PTO speed change shaft 72 to the PTO shaft 19 via the gears 83, 84 and 85.

(3). Next, the structure of the hydraulic circuit 110 of the tractor 1 will be described with reference to FIG.

  The hydraulic circuit 110 of the tractor 1 includes a charging hydraulic pump 111 that is driven by the rotational force of the engine 5. The charging hydraulic pump 111 includes a hydraulic transmission mechanism 21, a steering hydraulic cylinder 114 for power steering, and other hydraulically operated devices (HMT clutch 37, HST clutch 38, double speed drive clutch 59, four-wheel drive clutch 60, and The hydraulic oil is supplied to the left and right brake cylinders 117 and the like. In this case, the mission case 15 is also used as a working oil tank, and the hydraulic oil in the mission case 15 is supplied to the charging hydraulic pump 111.

  The suction side of the charging hydraulic pump 111 is connected to a strainer 112 disposed in a mission case 15 as a hydraulic oil tank. A steering hydraulic cylinder 114 for power steering is connected to a charge oil passage 113 extending from the discharge side of the charging hydraulic pump 111 via a steering control valve 115. The steering control valve 115 is configured to adjust the amount of hydraulic oil supplied to the steering hydraulic cylinder 114 by excitation of an electromagnetic solenoid corresponding to the steering angle (rotation operation amount) of the steering handle 9.

  The charge oil passage 113 is connected to a brake valve 118 for operating the brake cylinders 117 for the left and right brake mechanisms 53 via an oil filter 116 for filtering hydraulic oil. The left and right brake valves 118 are switched between a state in which hydraulic oil is supplied to the brake cylinder 117 and a state in which hydraulic oil is discharged from the brake cylinder 117 by excitation of the brake solenoid 119 corresponding to the steering angle (rotation operation amount) of the steering handle 9. It is configured to perform switching driving. In the embodiment, the charge oil passage 113 has a left brake oil passage 147 directed to the left brake cylinder 117L and a right portion directed to the right brake cylinder 117R further downstream than branch portions 137a and 138a with a third oil passage 135 described later. It is divided into a braking oil passage 148.

  A first oil passage 120 that branches toward the hydraulic pump 23 that constitutes the hydraulic transmission mechanism 21 is branched and connected to the downstream side of the oil filter 116 in the charge oil passage 113. In the first oil passage 120, a main transmission hydraulic cylinder 121 for changing and adjusting the inclination angle of a rotary swash plate (not shown) in the hydraulic pump 23 and a main transmission control valve 122 corresponding thereto are arranged. The main transmission control valve 122 is a four-port two-position switching type, and in accordance with the operation of the forward / reverse switching lever 86 and the main transmission lever 95, the supply direction and supply amount of hydraulic oil to the main transmission hydraulic cylinder 122 are changed. Configured to adjust. The hydraulic pump 23 and the hydraulic motor 24 are connected to each other via a closed loop oil passage 123. During operation of the engine 5, hydraulic oil from the charging hydraulic pump 111 is always replenished to the closed loop oil passage 123.

  When the main transmission control valve 122 is driven to switch by operating the forward / reverse switching lever 86 and the main transmission lever 95, the main transmission hydraulic cylinder 122 expands and contracts, and the inclination angle of the rotary swash plate in the hydraulic pump 23 is changed and adjusted. Thus, the discharge direction and discharge amount of the hydraulic oil to the hydraulic motor 24 change. As a result, a linear shift operation is performed in which the rotation direction and the number of rotations of the motor shaft 26 in the hydraulic motor 24 are steplessly changed or reversed.

  According to this configuration, the first oil passage 120 that branches from the hydraulic circuit 110 that connects the charging hydraulic pump 111 and the left and right brake cylinders 117L and 117R to the hydraulic pump 23 that constitutes the hydraulic transmission mechanism 21 is branched. Therefore, the hydraulic transmission mechanism 21 is positioned upstream of the left and right brake cylinders 117L and 117R in the hydraulic circuit 110. For this reason, as a supply order of hydraulic oil, after supplying to the hydraulic transmission mechanism 21 first, surplus is supplied to the left and right brake mechanisms 53L and 53R with low activation frequency. Therefore, the hydraulic oil can be efficiently and rationally used without increasing the capacity of the charging hydraulic pump 111.

  In the charge oil passage 113, a second oil heading toward the HMT clutch 37 and the HST clutch 38 is provided downstream of the branch portion 120 a with the first oil passage 120 via a manual clutch valve 126 that can be switched by the clutch pedal 87. A path 125 is branched and connected. The second oil passage 125 of the embodiment is connected to the HMT oil passage 127 connected to the HMT clutch 37 via the HMT valve 129 and the HST clutch 38 via the HST valve 130 on the downstream side of the manual clutch valve 126. The HST oil passage 128 is divided.

  The HMT valve 129 (HST valve 130) is supplied with hydraulic oil to the HMT clutch 37 (HST clutch 38) and discharged from the HMT clutch 37 (HST clutch 38) by excitation of the HMT solenoid 131 (HST solenoid 132). It is configured to automatically switch to the state.

  For example, when the manual clutch valve 126 is switched to the hydraulic oil discharge state by depressing the clutch pedal 87 when the HMT clutch 37 is in a power connection state (the HST clutch 38 is in a power cut-off state), the charging hydraulic pump 111 The supply of the hydraulic oil is stopped, the hydraulic oil is discharged from the HMT clutch 37 through the HMT valve 129 and the manual clutch valve 126 into the mission case 15, and the HMT clutch 37 is switched to the power cut-off state. At this time, since the HST clutch 38 is already in a power cut-off state, power transmission to the front and rear four wheels 3 and 4 is cut off as a result. If the clutch pedal 87 is depressed when the HST clutch 38 is in the power connected state, the HST clutch 38 is switched to the power cut-off state in the same manner as described above, and the power transmission to the front and rear four wheels 3 and 4 is cut off. The

  In the charge oil passage 113, a third oil passage 135 that branches toward the double speed drive clutch 59 and the four-wheel drive clutch 60 is branched and connected to the downstream side of the branch portion 125 a with the second oil passage 125. The third oil passage 135 according to the embodiment is for a four-speed drive connected to the double-speed oil passage 137 via the double-speed valve 139 and to the four-speed clutch 60 via the four-wheel drive valve 140. It is divided into an oil passage 138. The double speed valve 139 is configured to automatically switch drive between a hydraulic oil supply state to the double speed drive clutch 59 and a hydraulic oil discharge state from the double speed drive clutch 59 by excitation of the double speed solenoid 141. The four-wheel drive valve 140 is configured to automatically switch drive between the hydraulic oil supply state to the four-wheel drive clutch 60 and the hydraulic oil discharge state from the four-wheel drive clutch 60 by the excitation of the four-wheel drive solenoid 142. Yes. The hydraulic circuit 100 described above also includes a relief valve and a check valve.

  According to such a configuration, the second oil passage toward the HST clutch and the HMT clutch branches from the downstream side of the branch portion 120a with the first oil passage 120 in the hydraulic circuit 110, and from the second oil passage, Since the third oil passage toward the four-wheel drive clutch and the double-speed drive clutch branches from the downstream side of the branch portion of the hydraulic circuit 110, the left and right sides of the hydraulic circuit 110 are arranged downstream of the hydraulic transmission mechanism 21. The clutches 37, 38, 59, and 60 are positioned together with the brake cylinders 117L and 117R. Accordingly, in this case as well, surplus hydraulic fluid to the hydraulic transmission mechanism 21 is supplied to the clutches 37, 38, 59, and 60, and the use of hydraulic fluid can be made more efficient.

(4). Next, a connection structure of the front wheel output shaft, the intermediate shaft, and the front wheel propulsion shaft will be described with reference mainly to FIGS. 5 and 6.

  As described above, the front wheel output shaft 54 protrudes forward from the lower side of the clutch housing 104, and the protruding end portion of the front wheel output shaft 54 is interposed via the intermediate shaft 61 having the universal shaft joints 151 and 153 at the front and rear ends. The front wheel final reduction mechanism 63 is connected to a front wheel propulsion shaft 62 protruding rearward from a front axle case 180 containing the front wheel final reduction mechanism 63.

  In the embodiment, the rear end portion of the front wheel output shaft 54 is rotatably supported via a ball bearing 151 (see FIG. 3) on a bearing wall portion integrally formed on the lower side in the clutch housing 104. An intermediate portion of the front wheel output shaft 54 is rotatably supported on the lower front wall 152 of the clutch housing 104 via a ball bearing 153. That is, the double speed gear 57, the four-wheel drive gear 58, the double-speed clutch 59, and the four-wheel drive clutch 60 are disposed between the ball bearings 151 and 153 of the front wheel output shaft 54, and the front end of the front wheel output shaft 54 is a clutch housing. 104 protrudes forward out.

  A spline portion 54 a is formed at the protruding end portion of the front wheel output shaft 54 that protrudes forward out of the clutch housing 104. One splice 154a of the first universal shaft joint 154 is fitted to the spline portion 54a so as to be slidable in the axial direction and not relatively rotatable (spline fitting). Note that one joint 154 a in the first universal shaft joint 154 is bolted to the front wheel output shaft 54.

  On the rear end side of the intermediate shaft 61 that connects the front wheel output shaft 54 and the front wheel propulsion shaft 62, the other joint 154b of the first universal shaft joint 154 is fixed by welding. One joint 155b of the second universal shaft joint 155 is fixed to the front end side of the intermediate shaft 61 by welding. The other joint 155a of the second universal shaft joint 155 is slidable in the axial direction and not relatively rotatable on a spline portion formed on the rear end side of the first propulsion shaft 156 that is one element of the front wheel propulsion shaft 62. It is covered with. The other joint 155a of the second universal shaft joint 155 is bolted to the first propulsion shaft 156.

  The front wheel propulsion shaft 62 is divided into three, ie, first to third propulsion shafts 156 to 158, and the first propulsion shaft 156, which is the portion closest to the intermediate shaft 61 among the front wheel propulsion shafts 62, is the flywheel case 103. Of these, the bearing portion 160 formed in the flange 159 protruding further downward from the lower surface of the engine 5 is passed through. A pair of front and rear ball bearings 161 and 162 are detachably locked to the bearing portion 160 via snap ring-type retaining rings (not shown). The ball bearings 161 and 162 support the first propulsion shaft. An intermediate portion of 156 is rotatably supported.

  The front end side of the first propulsion shaft 156 is connected to the rear end side of the second propulsion shaft 157 via a coupling 163 so as to be slidable in the axial direction and not relatively rotatable. Further, the front end side of the second propulsion shaft 157 is a third propulsion projecting rearward from a rear fulcrum support body 222 (details will be described later) attached to the rear support frame 182 of the engine frame 13 via the coupling 164. The shaft 158 is connected to the rear end side of the shaft 158 so as to be slidable in the axial direction and not relatively rotatable (see FIG. 8). Therefore, the first to third propulsion shafts 156 to 158 (front wheel propulsion shaft 62) are arranged concentrically in the front-rear direction. The front wheel propulsion shaft 62 of the embodiment extends in a horizontal straight line with both ends supported on the lower surface side of the traveling machine body 2. A pinion 64 that meshes with a ring gear 65 constituting the front wheel final reduction mechanism 63 is fixed to the front end portion of the third propulsion shaft 158.

  As shown in FIG. 6, the intermediate shaft 61 is fitted with a substantially cylindrical intermediate shaft cover cylinder 165 made of a synthetic resin pipe. On the front end side of the intermediate shaft cover cylinder 165, the rear end side of the synthetic rubber boot 166 formed in a substantially cylindrical shape is fitted. The rear end side of the synthetic rubber boot 166 is detachably attached to the front end side of the intermediate shaft cover tube 165 with a fastening band 167.

  On the other hand, the front end side of the joint cover cylinder 168 that covers the outer peripheral side of the second universal shaft joint 155 is detachably fixed to the rear surface of the flange 159 in the flywheel case 103. The front end side of the synthetic rubber boot 166 is fitted on the rear end side of the joint cover tube 168 and is detachably attached by a fastening band 169. Accordingly, the second universal shaft joint 155 is surrounded by the flange 159, the synthetic rubber boot 166, and the joint cover tube 168. Further, as shown in FIGS. 6 and 8, a propulsion shaft cover tube 170 covering the outer peripheral side of the front wheel propulsion shaft 62 is provided between the rear surface of the rear fulcrum support 222 and the front surface of the flange 159 in the flywheel case 103. Removably fixed.

  In plan view, the axis of the front wheel output shaft 54 extends substantially parallel to the center line of the traveling machine body 2, and the axis of the front wheel propulsion shaft 62 is located on the center line of the traveling machine body 2 (see FIG. 7). Further, the intermediate shaft 61 and the front wheel propulsion shaft 62 are located above the lower surface of the transmission case 15 in a side view (see FIG. 1), and the ground height of the front wheel output shaft 54 is higher than the ground height of the front wheel propulsion shaft 62. Is higher.

  According to the above configuration, the first propulsion shaft 156 that is the portion closest to the intermediate shaft 61 of the front wheel propulsion shaft 62 is formed on the flange 159 that protrudes further downward from the lower surface of the engine 5 in the flywheel case 103. Since the bearing portion 160 is penetrated, the front wheel propulsion shaft 62 can be stably held on the lower surface side of the traveling machine body 2 in a state where both ends are supported in a horizontal straight posture.

  Therefore, the weight balance of the front wheel propulsion shaft 62 is easier to achieve than in the case of Patent Document 1 in which the continuously variable transmission and the final reduction mechanism are connected by only one front wheel propulsion shaft having universal joints at both ends. Generation of vibration and noise due to balance can be suppressed.

  Further, since the front wheel propulsion shaft 62 can be stably held in a horizontal straight posture on the lower surface side of the traveling machine body 2, the front wheel propulsion shaft is transmitted during power transmission from the hydraulic / mechanical transmission 20 to the front wheel final reduction mechanism 63. 62 can be suppressed, and the power transmission efficiency can be improved.

  In addition, since the intermediate shaft 61 and the front wheel propulsion shaft 62 are positioned above the lower surface of the transmission case 15 in a side view, the intermediate shaft 61, the pair of universal shaft joints 154 and 155, and the front wheel propulsion shaft when the tractor 1 travels. It is possible to reduce the risk of damaging the 62 against the curb or the ground. In particular, in the embodiment, the presence of the intermediate shaft cover 165, the synthetic rubber boot 166, the joint cover tube 168, and the propulsion shaft cover tube 170 causes the weeds of the intermediate shaft 61, the second universal shaft joint 155 and the front wheel propulsion shaft 62 to The intermediate shaft 61, the second universal shaft joint 155, and the front wheel propulsion shaft 62 are protected by preventing winding and mud adhesion.

  Furthermore, in the embodiment, since the bearing portion 160 that supports the first propulsion shaft 156 is formed in the flange 159 that protrudes further downward from the lower surface of the engine 5 in the flywheel case 103, the number of parts can be reduced. There is an advantage that high support strength for the first propulsion shaft 156 (front wheel propulsion shaft 62) can be secured.

(5). Next, the steering structure of the left and right front wheels will be described with reference mainly to FIGS.

  The front axle case 180 located at the front lower surface of the traveling machine body 2 is provided with a pair of front and rear support frames 181 and 182 fixed to the engine frame 13 by welding with left and right intermediate portions via pivot devices 183 and 184. It is attached so that it can rotate up and down (rolling) as a rotation center. The pair of front and rear pivot devices 183 and 184 are provided on both front and rear sides with the left and right intermediate portion of the front axle case 180 interposed therebetween. When there is a difference in the ground pressure between the left and right front wheels 3, the front axle case 180 turns up and down around the left and right middle part, and the left and right front wheels 3 move up and down in opposite directions. As a result, the ground contact pressures of the left and right front wheels 3 are maintained substantially equal.

  The front axle case 180 is horizontally long and has a hollow shape, and a front wheel final reduction mechanism 63 is disposed therein. That is, the front axle case 180 includes a pinion 64 fixed to the front end portion of the third propulsion shaft 158, a ring gear 65 meshing with the pinion 64, a differential gear case 66 fixed to the ring gear 65, and a pair extending in the left-right direction. The front wheel differential output shaft 67 is incorporated.

  Gear cases 185 are fixed to the left and right ends of the front axle case 180, respectively. The gear case 185 is connected to a gear box 187 supported so as to be rotatable around an internal king pin 186. A knuckle arm 188 is fixed to the upper portion of the gear box 187. An axle case 189 that rotatably supports the front axle 69 is fixed to the gear box 187. The front wheel 3 is detachably attached to a front axle 69 that protrudes left and right outward from the axle case 189.

  The front wheel differential output shaft 67 in the front axle case 180 is connected to the upper end side of the king pin 186 via a bevel gear mechanism 190 so that power can be transmitted. The lower end side of the king pin 186 is connected to the front axle 68 via a final gear 68 in the axle case 189 so that power can be transmitted. The upper part of the king pin 186 is pivotally supported on the gear case 185 via a bearing, and the lower part is pivotally supported on the gear box 187 via a bearing.

  The knuckle arm 188 on the gear box 187 is connected to the piston rod 190 on the corresponding side of the steering hydraulic cylinder 114 sandwiched between the front pivot device 183 and the front axle case 180. As the left and right piston rods 190 move forward and backward, the steering angles (steering angles) of both the left and right front wheels 3 are changed in conjunction with each other.

  A hydraulic torque generator (not shown) is arranged in the steering column 97 of the cabin 7. When the operator seated on the control seat 8 rotates the control handle 9, the steering control valve 115 is driven by the operation of the hydraulic torque generator corresponding to the steering angle (rotation operation amount) of the control handle 9. The left and right piston rods 190 of the steering hydraulic cylinder 114 are moved back and forth (expanded and retracted).

(6). Next, the detailed structure of the pivot device will be described with reference to FIGS. 7 and 8. FIG.

  The front pivot device 183 includes a front rotation shaft body 201 and a front fulcrum receiving body 202 that are fitted together so as to be relatively rotatable. The front rotation shaft body 201 has a shaft portion 203 that protrudes forward and has a substantially cup shape that opens rearward. An annular flange portion 205 projecting radially outward is formed at the rear portion of the base portion 204 in which the cylinder cylinder 191 of the steering hydraulic cylinder 114 is accommodated, and the annular flange portion 205 is the front surface of the left and right intermediate portion of the front axle case 180. The bolt 206 is fastened to the bolt.

  The front fulcrum receiving body 202 has a boss cylinder portion 207 that covers the shaft portion 203 of the front rotation shaft body 201. The opening on the opposite side of the shaft portion 203 of the front rotating shaft body 201 in the boss cylinder portion 207 is closed by a lid member 209 with a grease nipple 208. A plate-like flange portion 210 is integrally formed on the upper part of the front fulcrum receiving body 202, and the plate-like flange portion 210 is fastened to the front support frame 181 of the engine frame 13 from below with a bolt 211. There is a small space between the shaft portion 203 of the front rotation shaft body 201 and the boss cylinder portion 207 of the front fulcrum support body 202, and the front sleeve 212 is fitted in the space. Yes.

  The rear pivot device 184 includes a rear rotating shaft body 221 and a rear fulcrum receiving body 222 that are fitted together so as to be relatively rotatable. The rear rotating shaft body 221 and the rear fulcrum support body 222 are both in the form of a hollow that opens in the front-rear direction. The rear rotating shaft body 221 has a shaft portion 223 that protrudes rearward. An annular flange portion 224 projecting radially outward is formed at a front portion of the rear rotating shaft body 221 opposite to the shaft portion 223, and the annular flange portion 224 is a left and right intermediate portion of the front axle case 180. Bolt 225 is fastened to the rear surface.

  The rear fulcrum support body 222 has a recess 226 that covers the shaft part 223 of the rear rotating shaft body 221. There is a small space between the shaft portion 223 of the rear rotating shaft body 221 and the concave portion 226 of the rear fulcrum support body 222, and a rear sleeve 227 is fitted in the space. A grease nipple 228 for injecting grease into a space in which the rear sleeve 227 is fitted is mounted on the lower surface of the rear fulcrum receiving body 222.

  A third propulsion shaft 158 that is an element of the front wheel propulsion shaft 62 passes through the rear rotation shaft body 221 and the rear fulcrum support body 222 that are fitted to each other. The third propulsion shaft 158 is pivotally supported by the rear rotation shaft body 221 via a pair of roller bearings 229. The front end side of the propulsion shaft cover tube 170 is fitted into the rear opening of the rear fulcrum support body 222 from which the third propulsion shaft 158 protrudes. A plate-like flange portion 230 is integrally formed on the upper portion of the rear fulcrum receiving body 222, and the plate-like flange portion 230 is fastened to the rear support frame 182 of the engine frame 13 from below with a bolt 231.

  The shaft portions 203 and 223 of the front and rear rotational shaft bodies 201 and 221 are concentrically positioned and function as the rotational center of the front axle case 180. Further, the forward propulsion shaft 62 is also concentric with the shaft portions 203 and 223 of the both front and rear rotating shaft bodies 201 and 221. Therefore, there is no possibility that the vertical rotation (rolling) of the front axle case 180 will adversely affect the power transmission from the front wheel propulsion shaft 62 to the front wheel final reduction mechanism 63 (the front wheel propulsion shaft 62 does not have to be through a universal joint). Can't be frustrated). In the embodiment, the rotation center line A of the front axle case 180 is located on the center line of the traveling machine body 2 in plan view (see FIG. 7).

  Now, the cylinder 204 191 of the steering hydraulic cylinder 114 is accommodated in the base portion 204 of the front rotation shaft body 201, and the steering hydraulic cylinder 114 rotates the front axle case 180 integrally with the front axle case 180. It is configured to rotate up and down around the center line A. In this case, the axial center line B of the front axle case 180 and the axial center line C of the steering hydraulic cylinder 114 are arranged in parallel in a plan view, and both the center lines B and C are aligned with the front axle case 180. The positional relationship between the steering hydraulic cylinder 114 and the front axle case 180 is set so as to intersect with the rotation center line A (orthogonal in the embodiment) (see FIGS. 7 and 8).

  In the embodiment, the right piston rod 190 of the steering hydraulic cylinder 114 passes through an insertion hole (not shown) formed in the right side portion of the base portion 204 in the front rotation shaft body 201. On the other hand, the flange portion 193 of the cylinder holding body 192 having a Ω-shape in side view that holds the left end portion of the steering hydraulic cylinder 114 is formed on a receiving plate portion 213 formed on the left side of the base portion 204 in the front rotating shaft body 201. Bolts are fastened. For this reason, the cylinder cylinder 191 of the steering hydraulic cylinder 114 cannot be removed from the base portion 204 of the front rotating shaft body 201.

  At both ends of the cylinder cylinder 190, hydraulic ports 194 that extend rearward and obliquely upward are provided. Both of these hydraulic ports 194 are connected to a charge oil passage 113 connected to the steering control valve 115 (see FIG. 4). In addition, the outer peripheral side of the left and right piston rods 190 is covered with a piston cover 195 having a U-shaped rearward cross section. The presence of the piston cover 195 prevents the left and right piston rods 190 from being wrapped around the left and right piston rods 190 and prevents mud from adhering. Although details are not shown, the piston cover 195 is bolted to the lower surface of the traveling machine body.

  According to the above configuration, the steering hydraulic cylinder 114 is attached to the front axle case 180 in such a positional relationship that the axial center line C of the steering hydraulic cylinder 114 intersects the rotation center line A of the front axle case 180. Therefore, the front axle case 180 and the steering hydraulic cylinder 114 are integrally rotated up and down, and the steering angle of the steering handle 9 is determined regardless of whether the front axle case 180 is rotated up or down (rolling). The relationship between (the amount of rotation operation) and the distance from the cylinder cylinder 191 of the steering hydraulic cylinder 114 to the knuckle arm 188 (the amount of protrusion of the left and right piston rods 190) is always constant.

  That is, regardless of whether the front axle case 180 is rotated up and down, the relationship between the steering angle of the steering handle 9 and the steering angles of the left and right front wheels 3 does not change. Therefore, the left and right front wheels 3 can be steered according to the steering feeling of the operator regardless of whether the vehicle is traveling on flat ground or rough terrain, and the steering response of the tractor 1 is improved.

  Further, on both the front and rear sides of the front axle case 180 with respect to the left and right intermediate portion, rotation shafts 201 and 221 serving as the rotation center of the front axle case 180 are provided concentrically, and the front rotation shaft body is provided. Since the cylinder 191 of the steering hydraulic cylinder 114 is sandwiched between the front axle case 180 and the front axle case 180, the front wheel support mechanism including the front and rear rotating shafts 201 and 221, the front axle case 180, and the steering hydraulic cylinder 114 is unitized. Is possible. For this reason, the workability of assembling the front wheel support mechanism to the lower front portion of the traveling machine body 2 is improved.

  Further, the front wheel propulsion shaft 62 (third propulsion shaft 158) to which the transmission power from the transmission case 15 is transmitted is concentrically positioned with the rotation center line A of the front axle case 180. Since it penetrates, there is no possibility that the front wheel propulsion shaft 62 will be twisted without using a universal shaft joint, and the loss of power transmission from the front wheel propulsion shaft 62 toward the front wheel final reduction mechanism 63 in the front axle case 180 can be reduced. .

(7). Others The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the present invention is not limited to a tractor but can be applied to agricultural machines such as rice transplanters and combines, and special work vehicles such as wheel loaders. In addition, the configuration of each unit is not limited to the illustrated embodiment, and various modifications can be made without departing from the spirit of the present invention.

It is a side view of a tractor. It is a top view inside a cabin. It is a skeleton figure of a power transmission system. It is a hydraulic circuit diagram of a tractor. It is a side view from an engine to a mission case. It is an expanded side sectional view showing a connection structure of a front wheel output shaft, an intermediate shaft, and a front wheel propulsion shaft. It is a top view of a front axle case and a steering hydraulic cylinder. It is an expanded side sectional view of a front axle case and a steering hydraulic cylinder.

Explanation of symbols

1 tractor 2 traveling machine body 3 front wheel 13 engine frame 15 transmission case 54 front wheel output shaft 61 intermediate shaft 62 front wheel propulsion shaft 63 front wheel final reduction mechanism 103 flywheel case 104 clutch housing 114 steering hydraulic cylinder 154 first universal shaft joint 155 first Two universal shaft joints 159 Flange 160 Bearing portion 180 Front axle case 183 Front pivot device 184 Rear pivot device 190 Piston rod 191 Cylinder cylinder 201 Front pivot shaft body 202 Front fulcrum receiving body 221 Rear pivot shaft body 222 Rear fulcrum support

Claims (3)

A work vehicle comprising an engine mounted on a traveling machine body, a clutch housing and a transmission case disposed on a rear side of the traveling machine body,
An output shaft to which power is transmitted from the engine via the transmission case projects forward from the lower side of the clutch housing, and the projecting end of the output shaft passes through an intermediate shaft having universal joints at both ends. Are coupled to a propulsion shaft that protrudes rearward from a front axle case disposed on the lower front portion of the traveling aircraft body, and the portion of the propulsion shaft that is closer to the intermediate shaft includes the engine, the clutch housing, Penetrating the bearing provided at the bottom of the flywheel case connecting
Work vehicle. The intermediate shaft and the propulsion shaft are set to be positioned above the lower surface of the mission case in a side view,
The work vehicle according to claim 1. The bearing portion is formed in a flange that protrudes further downward from the lower surface of the engine in the flywheel case.
The work vehicle according to claim 1 or 2.

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