JP2024086861A - combine - Google Patents

Abstract

[Problem] To prevent damage to a fuel tank. [Solution] A combine harvester includes a traveling body 1, a cutting unit 3 attached to the front of the traveling body 1, an engine 7, a hydraulic oil tank 57, and a fuel tank 61. The engine 7 and the hydraulic oil tank 57 are disposed forward of the center of the traveling body 1 in the front-to-rear direction. The fuel tank 61 is disposed rearward of the center of the traveling body 1 in the front-to-rear direction. [Selected Figure] Figure 10

Description

This invention relates to a combine harvester.

Conventionally, a well-known combine harvester has a harvesting section connected to the front of a traveling body equipped with an engine and a fuel tank, and a threshing section with a threshing drum and a grain tank for storing grain are arranged side by side on the left and right of the traveling body (see Patent Documents 1 to 3).

JP 2011-24481 A Japanese Patent No. 4622870 Patent No. 4861108

In the conventional technologies shown in Patent Documents 1 to 3, the fuel tank is located at the rear of the vehicle, and there is a risk that the fuel tank may be damaged if an impact is applied from the rear of the vehicle.

The purpose of this invention is to prevent damage to the fuel tank.

A combine harvester according to one embodiment includes a traveling body, a cutting unit attached to the front of the traveling body, an engine, a hydraulic oil tank, and a fuel tank. The engine and the hydraulic oil tank are disposed forward of the center of the traveling body in the fore-and-aft direction. The fuel tank is disposed rearward of the center of the traveling body in the fore-and-aft direction.

This can prevent damage to the fuel tank.

FIG. 1 is a left side view of a combine harvester showing an embodiment of the present invention. FIG. FIG. FIG. 1 is a diagram showing the drive system of a combine harvester. This is a perspective view of the combine harvester as seen diagonally from the front. A partial cross-sectional plan view of the threshing section. FIG. 4 is a drive system diagram of the transmission case. A front view showing the configuration of the engine room and threshing section. FIG. 2 is a hydraulic circuit diagram showing a configuration of a working hydraulic circuit. FIG. 2 is a perspective view showing a configuration of a working hydraulic circuit. This is an oblique view of the threshing section seen diagonally from the front. An enlarged view of the left side of the threshing section. A plan cross-sectional view showing the configuration of the engine room and threshing section. FIG. 2 is a front view showing the arrangement of hydraulic circuit components. FIG. 2 is a hydraulic circuit diagram showing a configuration of a traveling hydraulic circuit. FIG. 2 is a plan view showing a piping configuration of a hydraulic circuit. FIG. FIG. 2 is a plan view showing the rear of the combine harvester, partially in cross section. This is a perspective view of the rear of the combine as seen diagonally from behind. FIG. 2 is a perspective view of the fuel tank as viewed from below. FIG. 4 is a left side view of the first fuel tank. FIG. 2 is a perspective view of the fuel tank and its surroundings shown with a portion of the traveling body cut away. FIG. 4 is a left side view of the second fuel tank. FIG. 2 is a partially cutaway perspective view of a first fuel tank; FIG. 4 is a rear view showing the second fuel tank in cross section. FIG. 4 is a plan view showing a cross section of the second fuel tank;

Below, an embodiment of the present invention will be described with reference to the drawings (Figs. 1 to 10) in which the invention is applied to a normal combine harvester. Fig. 1 is a left side view of the combine harvester, Fig. 2 is a right side view, and Fig. 3 is a plan view. First, the general structure of the combine harvester will be described with reference to Figs. 1 to 3. In the following description, the left side as viewed in the forward direction of the traveling body 1 will be simply referred to as the left side, and the right side as viewed in the forward direction will be simply referred to as the right side.

As shown in Figures 1 to 3, the normal combine harvester in this embodiment has a traveling body 1 supported by a pair of left and right tracks 2 made of rubber crawlers as the traveling part. A harvesting part 3 that harvests and collects unharvested stalks of rice (or wheat, soybeans, or corn) is attached to the front of the traveling body 1 so that it can be adjusted up and down by a single-acting lifting hydraulic cylinder 4.

On the left side of the traveling body 1, a threshing section 9 is mounted for threshing the harvested stalks supplied from the harvesting section 3. A grain sorting mechanism 10 for performing rocking sorting and wind sorting is located below the threshing section 9. On the right front side of the traveling body 1, a cab 5 is mounted on which an operator sits. An engine 7 serving as a power source is located in the cab 5 (below the driver's seat 42). Behind the cab 5 (to the right of the traveling body 1), a grain tank 6 for removing grains from the threshing section 9 and a grain discharge conveyor 8 for discharging grains in the grain tank 6 toward the truck bed (or a container, etc.) are located. The grain discharge conveyor 8 is tilted toward the outside of the machine so that the grains in the grain tank 6 are transported by the grain discharge conveyor 8.

The harvesting section 3 comprises a feeder house 11 connected to the handling port 9a at the front of the threshing section 9, and a horizontally long bucket-shaped grain header 12 connected to the front end of the feeder house 11. A raking auger 13 (platform auger) is rotatably supported within the grain header 12. A tine bar-equipped raking reel 14 is arranged above the front of the raking auger 13. A clipper-shaped cutting blade 15 is arranged at the front of the grain header 12. Left and right grass segments 16 protrude from both the left and right sides of the front of the grain header 12. A supply conveyor 17 is also installed inside the feeder house 11. A beater 18 (front rotor) for feeding harvested stalks is provided at the end of the feed conveyor 17 (handling port 9a). The underside of the feeder house 11 and the front end of the traveling body 1 are connected via a lifting hydraulic cylinder 4, and the reaping unit 3 is raised and lowered by the lifting hydraulic cylinder 4, with the reaping input shaft 89 (feeder house conveyor shaft) described later as the lifting fulcrum.

With the above configuration, the tip side of the uncut culm between the left and right grass segments 16 is raked in by the raking reel 14, the base side of the uncut culm is cut by the cutting blade 15, and the raking auger 13 rotates to collect the cut culm near the entrance of the feeder house 11 near the center of the left and right width of the grain header 12. The entire amount of cut culm in the grain header 12 is transported by the supply conveyor 17 and is fed into the handling port 9a of the threshing section 9 by the beater 18. In addition, a horizontal control hydraulic cylinder (not shown) is provided to rotate the grain header 12 around the horizontal control fulcrum axis, and the left and right inclination of the grain header 12 can be adjusted by the horizontal control hydraulic cylinder to support the grain header 12, the cutting blade 15, and the raking reel 14 horizontally relative to the field surface.

As shown in Figures 1 and 3, a threshing drum 21 is rotatably installed in the threshing chamber of the threshing section 9. The threshing drum 21 is supported by a threshing drum shaft 20 (see Figure 4) that extends in the front-rear direction of the traveling machine body 1. A receiving net 24 is stretched on the lower side of the threshing drum 21 to allow grains to escape. In addition, a helical screw-blade-shaped intake blade 25 is provided on the outer peripheral surface of the front part of the threshing drum 21 so as to protrude radially outward.

With the above configuration, the harvested stalks fed into the threshing opening 9a by the beater 18 are transported toward the rear of the traveling body 1 by the rotation of the threshing drum 21, and are mixed and threshed between the threshing drum 21 and the receiving net 24. Grains that are smaller than the mesh size of the receiving net 24 will leak through the receiving net 24. Straw chips that do not leak through the receiving net 24 will be discharged into the field from the dust outlet 23 at the rear of the threshing section 9 by the transporting action of the threshing drum 21.

In addition, multiple dust-transport valves (not shown) that adjust the transport speed of the threshing grains in the threshing chamber are pivotally attached to the upper side of the threshing drum 21. By adjusting the angle of the dust-transport valves, the transport speed (retention time) of the threshing grains in the threshing chamber can be adjusted according to the variety and properties of the harvested stalks. On the other hand, a swaying sorting plate 26 for specific gravity sorting, which has a grain pan, chaff sieve, grain sieve, straw rack, etc., is provided as the grain sorting mechanism 10 located below the threshing section 9.

The grain sorting mechanism 10 also includes a fan-shaped winnower 29 that supplies sorting air to the oscillating sorting plate 26. The threshed grains that are threshed by the threshing drum 21 and that drop through the receiving net 24 are sorted by the gravity sorting action of the oscillating sorting plate 26 and the wind sorting action of the fan-shaped winnower 29 into grains (first-grade grains such as refined grains), a mixture of grains and straw (second-grade grains such as grains with stalks), and straw chips, etc., and are removed.

Below the oscillating sorting plate 26, a first conveyor mechanism 30 and a second conveyor mechanism 31 are provided as the grain sorting mechanism 10. Grains (first grains) that fall from the oscillating sorting plate 26 due to sorting by the oscillating sorting plate 26 and the fan-shaped winnower 29 are collected in the grain tank 6 by the first conveyor mechanism 30 and the grain lifting conveyor 32. The mixture of grains and straw (second grains) is returned to the sorting start end of the oscillating sorting plate 26 via the second conveyor mechanism 31 and the second return conveyor 33, etc., and is sorted again by the oscillating sorting plate 26. Straw chips and the like are configured to be discharged into the field from the dust outlet 23 at the rear of the running body 1.

As shown in Figs. 1 to 3, the cab 5 is provided with a steering column 41 and a driver's seat 42 on which the operator sits. The steering column 41 is provided with an accelerator lever 40 for adjusting the RPM of the engine 7, a round steering wheel 43 for changing the course of the traveling body 1 when rotated by the operator, a main speed change lever 44 and a sub-speed change lever 45 for changing the travel speed of the traveling body 1, a reaping clutch lever 46 for driving or stopping the reaping unit 3, and a threshing clutch lever 47 for driving or stopping the threshing unit 9. A sunshade roof 49 is attached to the front upper surface of the grain tank 6 via a sun visor support 48, and the sunshade roof 49 covers the upper side of the cab 5.

As shown in Figures 1 and 2, left and right track frames 50 are arranged on the underside of the running body 1. The track frame 50 is provided with a drive sprocket 51 that transmits the power of the engine 7 to the track 2, a tension roller 52 that maintains the tension of the track 2, a number of track rollers 53 that keep the grounded side of the track 2 in a grounded state, and an intermediate roller 54 that holds the non-grounded side of the track 2. The drive sprocket 51 supports the front side of the track 2, the tension roller 52 supports the rear side of the track 2, the track roller 53 supports the grounded side of the track 2, and the intermediate roller 54 supports the non-grounded side of the track 2.

Next, the drive structure of the combine will be described with reference to Figures 4 to 8. As shown in Figures 4 and 7, a linear hydraulic continuously variable transmission 64 for traveling speed change, which has a hydraulic linear pump 64a and a hydraulic linear motor 64b, is provided in a transmission case 63. An engine 7 is mounted on the upper right surface of the front part of the traveling body 1, and the transmission case 63 is disposed in front of the traveling body 1 to the left of the engine 7. An output shaft 65 protruding leftward from the engine 7 and a transmission input shaft 66 protruding leftward from the transmission case 63 are connected via an engine output belt 67, an engine output pulley 68, and a transmission input pulley 69.

In addition, a hydraulic swing pump 70a and a hydraulic swing motor 70b are provided in the transmission case 63, and the output of the engine 7 is transmitted to the linear hydraulic continuously variable transmission 64 and the swing hydraulic continuously variable transmission 70 via the transmission input shaft 66. Meanwhile, the steering handle 43, the main shift lever 44, and the sub shift lever 45 control the output of the linear hydraulic continuously variable transmission 64 and the swing hydraulic continuously variable transmission 70, driving the left and right tracks 2 via the linear hydraulic continuously variable transmission 64 and the swing hydraulic continuously variable transmission 70, allowing the vehicle to travel within a field, etc.

Furthermore, as shown in Figures 4 to 6 and 8, a threshing drum drive case 71 is provided that supports the front end of the threshing drum shaft 20. The threshing drum drive case 71 is disposed on the front side of the threshing section 9. A threshing drum input shaft 72 for driving the reaping section 3 and the threshing drum 21 is supported by the threshing drum drive case 71. In addition, a main counter shaft 76 is provided as a fixed rotation shaft that passes through the threshing section 9 from left to right. A working section input pulley 83 is provided on the right end of the main counter shaft 76. The right end of the main counter shaft 76 is connected to the engine output pulley 68 on the output shaft 65 of the engine 7 via a threshing clutch 84 that also serves as a tension roller and a working section drive belt 85.

In front of the threshing drum 21, there are a threshing drum input shaft 72 extending left and right from the traveling body 1, a beater 18 arranged left and right from the traveling body 1, and a harvesting input shaft 89 extending left and right from the traveling body 1. As a threshing drum input mechanism 90 that transmits the driving force of the main counter shaft 76 to the threshing drum input shaft 72, there are threshing drum drive pulleys 86, 87 and a threshing drum drive belt 88, and the threshing drum input mechanism 90 (threshing drum drive pulleys 86, 87 and threshing drum drive belt 88) is arranged at one end of the main counter shaft 76 on the engine 7 side to which the driving force from the engine 7 is transmitted, and the threshing drum 21 is driven to a constant rotation by the constant rotation output of the engine 7.

A beater drive mechanism and a reaping drive mechanism that transmit the driving force of the main counter shaft 76 to the beater shaft 82 and the reaping input shaft 89 are provided on the other end side of the main counter shaft 76. In addition, a sub-counter shaft 104 is disposed between the beater shaft 82 and the main counter shaft 76, and a power relay belt 113 is wound around power relay pulleys 105, 106 provided on the main counter shaft 76 and the sub-counter shaft 104, forming a power relay mechanism that transmits power to the reaping drive mechanism.

A mowing drive belt 114 is wound around the mowing drive pulleys 107, 108 provided on the sub-counter shaft 104 and the beater shaft 82, respectively, to form a beater drive mechanism. The mowing drive belt 114 is tensioned by the mowing clutch 109, which also serves as a tension roller, so that the rotational power from the engine 7 transmitted to the main counter shaft 76 is input to the beater shaft 82 via the power relay mechanism and the beater drive mechanism. The mowing drive mechanism is configured to transmit the mowing drive force from the engine 7 to the mowing input shaft 89 via the mowing drive chain 115 and sprockets 116, 117 from the beater shaft 82, on which the beater 18 is supported. As a result, the mowing unit 3 is driven to rotate at a constant speed together with the beater 18 by the constant rotation output of the engine 7.

The winnowing shaft 100, which is the rotating shaft of the fan-shaped winnowing machine 29, has a hollow tubular shape, and the main counter shaft 76 is inserted into the hollow part of the winnowing shaft 100. In other words, the main counter shaft 76 and the winnowing shaft 100 form a double shaft structure, and the main counter shaft 76 and the winnowing shaft 100 are supported so that they can rotate relative to each other. In addition, a winnowing drive belt 103 is wound around the winnowing drive pulleys 101, 102 provided on the sub-counter shaft 104 and the winnowing shaft 100, respectively, to form a winnowing drive mechanism. Therefore, the rotational power from the engine 7 transmitted to the main counter shaft 76 is input to the beater shaft 82 via the power relay mechanism and the winnowing drive mechanism, and the winnowing machine 29 is driven at a constant rotational output of the engine 7.

Furthermore, the machine housing 9b of the threshing section 9 has a reaping support frame 36 installed on the upper surface side of the front part of the threshing machine housing support pillar 34 among the upper surface side of the traveling machine body 1. A reaping bearing body 37 is attached to the front right side of the reaping support frame 36, and a forward/reverse rotation switching case 121 described later is attached to the front left side of the reaping support frame 36. Then, via the reaping bearing body 37 and the forward/reverse rotation switching case 121, the reaping input shaft 89 is axially supported on the front side of the reaping support frame 36 so as to be rotatable in the left and right directions of the traveling machine body 1, and the beater shaft 82 (beater 18) facing left and right is axially supported inside the reaping support frame 36 so as to be rotatable via the beater bearing body 38. In addition, a threshing drum drive case 71 is attached to the upper surface side of the reaping support frame 36, and the threshing drum input shaft 72 is axially supported on the threshing drum drive case 71.

On the other hand, it is equipped with a left-right oriented reaping input shaft 89 that drives the supply conveyor 17 inside the feeder house 11. The reaping drive force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is transmitted from the other end of the main counter shaft 76, which is opposite the engine 7, to a forward/reverse transmission shaft 122 of the reaping forward/reverse switching case 121. The reaping input shaft 89 is driven via a forward bevel gear 124 or a reverse bevel gear 125 of the reaping forward/reverse switching case 121.

In addition, a threshing drum input shaft 72 facing left and right is provided in front of the threshing section 9, and the driving force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is transmitted to one end of the threshing drum input shaft 72 on the engine 7 side. In addition, the threshing drum input shaft 72 provided in front of the threshing section 9 is arranged to face left and right of the traveling body 1, while the threshing drum 21 is supported by the threshing drum shaft 20 arranged in the front-rear direction of the traveling body 1. The front end of the threshing drum shaft 20 is connected to the other left and right ends of the threshing drum input shaft 72 on the opposite side to the engine 7 via a bevel gear mechanism 75. The driving force of the engine 7 is transmitted from the other left and right ends of the main counter shaft 76 on the opposite side to the engine 7 to the grain sorting mechanism 10 that sorts the grains after threshing or to the harvesting section 3.

That is, the right end of the threshing drum input shaft 72 is connected to the right end of the main counter shaft 76 closest to the engine 7 via threshing drum drive pulleys 86, 87 and a threshing drum drive belt 88. The front end of the threshing drum shaft 20 is connected to the left end of the threshing drum input shaft 72, which extends in the left-right direction, via a bevel gear mechanism 75. The power of the engine 7 is transmitted from the right end of the main counter shaft 76 to the front end of the threshing drum shaft 20 via the threshing drum input shaft 72, so that the threshing drum 21 is rotated in one direction. On the other hand, the driving force of the engine 7 is transmitted from the left end of the main counter shaft 76 to the grain sorting mechanism 10 located below the threshing section 9.

Furthermore, the left end of the main counter shaft 76 is connected to the left end of the first conveyor shaft 77 of the first conveyor mechanism 30 and the left end of the second conveyor shaft 78 of the second conveyor mechanism 31 via a conveyor drive belt 111. The left end of the second conveyor shaft 78 is connected to the left end of the crank-shaped oscillating drive shaft 79, which is supported by the rear of the oscillating sorting plate 26, via an oscillating sorting belt 112. In other words, the threshing clutch 84 is controlled to be turned on and off by the operator's operation of the threshing clutch lever 47. The threshing clutch 84 is configured to be turned on to drive each part of the grain sorting mechanism 10 and the threshing drum 21.

The grain lifting conveyor 32 is driven via the first conveyor shaft 77, and the first sorted grains of the first conveyor mechanism 30 are collected in the grain tank 6. The second return conveyor 33 is driven via the second conveyor shaft 78, and the second sorted grains (second grains) mixed with straw dust of the second conveyor mechanism 31 are returned to the upper surface side of the oscillating sorting plate 26. In a structure in which a spreader (not shown) for scattering straw dust is provided at the dust outlet 23, the left end of the main counter shaft 76 is connected to the spreader via a spreader drive pulley (not shown) and a spreader drive belt (not shown).

The harvesting input shaft 89 is provided as a conveyor input shaft that supports the feed end side of the supply conveyor 17. The header drive shaft 91 is supported rotatably on the rear side of the right side of the grain header 12. The left end of the forward/reverse transmission shaft 122 is connected to the left end of the beater shaft 82 via the harvesting drive chain 115 and sprockets 116, 117, and the harvesting input shaft 89 is connected to the forward/reverse transmission shaft 122 via the forward/reverse switching case 121. The right end of the harvesting input shaft 89 is connected to the left end of the header drive shaft 91 that extends in the left-right direction via the header drive chain 118 and sprockets 119, 120. The raking shaft 93 that supports the raking auger 13 is provided. The middle part of the header drive shaft 91 is connected to the right part of the raking shaft 93 via the raking drive chain 92.

It also has a reel shaft 94 that supports the raking reel 14. The right end of the reel shaft 94 is connected to the right end of the raking shaft 93 via an intermediate shaft 95 and reel drive chains 96, 97. The right end of the header drive shaft 91 is connected to the cutting blade 15 via a cutting blade drive crank mechanism 98. By turning the harvesting clutch 109 on and off, the supply conveyor 17, the raking auger 13, the raking reel 14, and the cutting blade 15 are driven and controlled to continuously harvest the tips of uncut stalks in the field.

The forward/reverse rotation transmission shaft 122 is integrally formed with a forward/reverse rotation bevel gear 124, a reverse bevel gear 125 rotatably supported on the harvesting input shaft 89, and an intermediate bevel gear 126 that connects the forward bevel gear 124 to the reverse bevel gear 125. The intermediate bevel gear 126 is always meshed with the forward bevel gear 124 and the reverse bevel gear 125. Meanwhile, a slider 127 is slidably supported by a spline engagement on the harvesting input shaft 89. The slider 127 is configured to be releasably engaged with the forward bevel gear 124 via a forward clutch 128 in the form of a claw clutch, and the slider 127 is configured to be releasably engaged with the reverse bevel gear 125 via a reverse clutch 129 in the form of a claw clutch.

The forward/reverse switching shaft 123 is provided with a forward/reverse switching arm 130 that slides the slider 127. The forward/reverse switching arm 130 is swung by operating the forward/reverse switching lever 212 (forward/reverse operating device), rotating the forward/reverse switching shaft 123 and moving the slider 127 toward or away from the forward bevel gear 124 or the reverse bevel gear 125. The slider 127 is selectively engaged with the forward bevel gear 124 or the reverse bevel gear 125 via the forward clutch 128 or the reverse clutch 129, and the cutting input shaft 89 is connected forward or reverse to the forward/reverse transmission shaft 122.

The structure is equipped with a forward/reverse switching case 121 as a forward/reverse switching mechanism that drives the supply conveyor 17 in forward or reverse rotation, and the supply conveyor 17 is connected to the beater shaft 82 via the forward/reverse switching case 121. Therefore, the supply conveyor 17 of the feeder house 11 can be reversed by operating the forward/reverse switching case 121 to reverse rotation, and straw jammed in the feeder house 11 can be quickly removed.

The right end of the auger drive shaft 158 is connected to the output shaft 65 of the engine 7 via a tension pulley-like auger clutch 156 and an auger drive belt 157. The left end of the auger drive shaft 158 is connected to the front end of the horizontal feed auger 160 at the bottom of the grain tank 6 via a bevel gear mechanism 159. The rear end of the horizontal feed auger 160 is connected to the vertical feed auger 162 of the grain discharge conveyor 8 via a bevel gear mechanism 161, and the upper end of the vertical feed auger 162 is connected to the grain discharge auger 164 of the grain discharge conveyor 8 via a bevel gear mechanism 163. In addition, a grain discharge lever 155 is provided for turning the auger clutch 156 on and off. The grain discharge lever 155 is attached to the front of the grain tank 6 behind the driver's seat 42, so that the operator can operate the grain discharge lever 155 from the driver's seat 42 side.

Next, the power transmission structure of the transmission case 63 and the like will be described with reference to FIG. 4 and FIG. 7. As shown in FIG. 4 and FIG. 7, the transmission case 63 is provided with a hydraulic continuously variable transmission 64 for straight driving (main travel speed change) having a pair of straight pumps 64a and straight motors 64b, and a hydraulic continuously variable transmission 70 for turning having a pair of swing pumps 70a and swing motors 70b. The transmission input shaft 66 of the transmission case 63 is gear-coupled to each of the pump shafts 258, 259 of the straight pumps 64a and swing pumps 70a to drive them. An engine output belt 67 is wound around a mission input pulley 69 on the mission input shaft 66. The output of the engine 7 is transmitted to the mission input pulley 69 via the engine output belt 67 to drive the straight pump 64a and swing pump 70a.

The driving force output from the output shaft 65 of the engine 7 is transmitted to the pump shaft 258 of the linear pump 64a and the pump shaft 259 of the swing pump 70a via the engine output belt 67 and the transmission input shaft 66. In the linear hydraulic continuously variable transmission 64, the power transmitted to the pump shaft 258 sends hydraulic oil from the linear pump 64a to the linear motor 64b as appropriate. Similarly, in the swing hydraulic continuously variable transmission 70, the power transmitted to the pump shaft 259 sends hydraulic oil from the swing pump 70a to the swing motor 70b as appropriate.

The pump shaft 259 is fitted with a transmission charge pump 151 for supplying hydraulic oil to each of the hydraulic pumps 64a, 70a and each of the hydraulic motors 64b, 70b. The linear hydraulic continuously variable transmission 64 is configured to arbitrarily adjust the direction and speed of rotation of the linear motor shaft 260 protruding from the linear motor 64b by changing and adjusting the inclination angle of the rotating swash plate in the linear pump 64a in accordance with the amount of operation of the main shift lever 44 and the steering handle 43 arranged on the steering column 41, thereby changing the discharge direction and amount of hydraulic oil to the linear motor 64b.

The rotational power of the straight-travel motor shaft 260 is transmitted from the straight-travel transmission gear mechanism 250 to the sub-transmission gear mechanism 251. The sub-transmission gear mechanism 251 has a sub-transmission low-speed gear 254, a sub-transmission medium-speed gear 255, and a sub-transmission high-speed gear 256 that are switched by sub-transmission shifters 252, 253. By operating the sub-transmission lever 45 arranged on the steering column 41, the output rotation speed of the straight-travel motor shaft 260 is selectively switched to one of three speed stages: low speed, medium speed, or high speed. In addition, there is a neutral position (a position where the output of the sub-transmission is zero) between the low speed, medium speed, and high speed of the sub-transmission.

A drum-type parking brake 266 is provided on the parking brake shaft 265 (sub-transmission output shaft) provided on the output side of the sub-transmission gear mechanism 251. The rotational power from the sub-transmission gear mechanism 251 is transmitted to the left and right differential mechanisms 257 from the sub-transmission output gear 267 fixed to the parking brake shaft 265. The left and right differential mechanisms 257 each include a planetary gear mechanism 268. In addition, a straight-line pulse generating rotating wheel 292 is provided on the parking brake shaft 265, and a straight-line vehicle speed sensor (not shown) is configured to detect the rotation speed of the straight-line output (straight-line vehicle speed = shift output of the sub-transmission output gear 267).

Each of the left and right planetary gear mechanisms 268 includes one sun gear 271, multiple planetary gears 272 that mesh with the sun gear 271, a ring gear 273 that meshes with the planetary gears 272, and a carrier 274 that arranges the multiple planetary gears 272 rotatably on the same circumference. The carriers 274 of the left and right planetary gear mechanisms 268 are arranged facing each other on the same axis with an appropriate gap between them. A center gear 276 is fixed to the sun gear shaft 275 on which the left and right sun gears 271 are mounted.

Each of the left and right ring gears 273 is arranged concentrically on the sun gear shaft 275 with the inner teeth on its inner circumferential surface meshing with the multiple planetary gears 272. The outer teeth on the outer circumferential surface of each of the left and right ring gears 273 are connected to the steering output shaft 285 via intermediate gears 287, 288 for left and right turning output, which will be described later. Each ring gear 273 is rotatably supported by left and right forced differential output shafts 277 that protrude outward to the left and right from the outer surface of the carrier 274. Left and right axles 278 are connected to the left and right forced differential output shafts 277 via final gears 278a, 278b. Left and right drive sprockets 51 are attached to the left and right axles 278. Therefore, the rotational power transmitted from the sub-transmission gear mechanism 251 to the left and right planetary gear mechanisms 268 is transmitted from the left and right axles 278 to each drive sprocket 51 at the same rotation speed in the same direction, driving the left and right tracks 2 at the same rotation speed in the same direction, moving the running body 1 in a straight line (forward and backward).

The hydraulic continuously variable slewing transmission 70 is configured to adjust the inclination angle of the swash plate in the slewing pump 70a according to the amount of rotation of the main speed change lever 44 and steering handle 43 arranged on the steering column 41, thereby changing the direction and amount of hydraulic oil discharged to the slewing motor 70b, and thereby arbitrarily adjusting the rotation direction and rotation speed of the slewing motor shaft 261 protruding from the slewing motor 70b. In addition, a slewing pulse generating rotating wheel 294 is provided on the steering counter shaft 280 described later, and a slewing rotation sensor (slewing vehicle speed sensor) (not shown) is configured to detect the rotation speed (slewing vehicle speed) of the steering output of the slewing motor 70b.

In addition, within the transmission case 63, there are provided a wet-type multi-plate swing brake 279 (steering brake) provided on the swing motor shaft 261 (steering input shaft), a steering counter shaft 280 connected to the swing motor shaft 261 via a reduction gear 281, a steering output shaft 285 connected to the steering counter shaft 280 via a reduction gear 286, a left input gear mechanism 282 connecting the steering output shaft 285 to the left ring gear 273 via a reverse gear 284, and a right input gear mechanism 283 connecting the steering output shaft 285 to the right ring gear 273. The rotational power of the swing motor shaft 261 is transmitted to the steering counter shaft 280. The rotational power transmitted to the steering countershaft 280 is transmitted as reverse rotational power to the left ring gear 273 via the left intermediate gear 287 and reverse gear 284 on the steering output shaft 285 of the left input gear mechanism 282, while it is transmitted as forward rotational power to the right ring gear 273 via the right intermediate gear 288 on the steering output shaft 285 of the right input gear mechanism 283.

When the sub-transmission gear mechanism 251 is in neutral, power transmission from the linear motor 64b to the left and right planetary gear mechanisms 268 is blocked. When the sub-transmission gear mechanism 251 outputs a sub-transmission other than neutral, power is transmitted from the linear motor 64b to the left and right planetary gear mechanisms 268 via the sub-transmission low-speed gear 254, the sub-transmission medium-speed gear 255, or the sub-transmission high-speed gear 256. On the other hand, when the output of the slewing pump 70a is in neutral and the slewing brake 279 is on, power transmission from the slewing motor 70b to the left and right planetary gear mechanisms 268 is blocked. When the output of the slewing pump 70a is in a state other than neutral and the slewing brake 279 is turned off, the rotational power of the slewing motor 70b is transmitted to the left ring gear 273 via the left input gear mechanism 282 and the reverse gear 284, and is transmitted to the right ring gear 273 via the right input gear mechanism 283.

As a result, when the swing motor 70b rotates forward (reverse), the left ring gear 273 rotates in the reverse direction (forward) and the right ring gear 273 rotates forward (reverse) at the same rotation speed in the opposite directions. That is, the speed change output from each motor shaft 260, 261 is transmitted to the drive sprockets 51 of the left and right tracks 2 via the sub-speed change gear mechanism 251 or the differential mechanism 257, respectively, and the vehicle speed (traveling speed) and traveling direction of the traveling body 1 are determined.

In other words, when the slewing motor 70b is stopped and the left and right ring gears 273 are fixed stationary, when the linear motor 64b is driven, the rotational output from the linear motor shaft 260 is transmitted to the left and right sun gears 271 at the same rotation speed, and via the planetary gears 272 and carriers 274, the left and right tracks 2 are driven at the same rotation speed in the same direction, causing the running body 1 to run in a straight line.

Conversely, when the slewing motor 70b is driven with the linear motor 64b stopped and the left and right sun gears 271 fixed stationary, the left ring gear 273 rotates forward (reverse) and the right ring gear 273 rotates reverse (forward) due to the rotational power from the slewing motor shaft 261. As a result, one of the drive sprockets 51 of the left and right tracks 2 rotates forward and the other rotates backward, causing the running body 1 to change direction on the spot (spin turn).

In addition, by driving the left and right sun gears 271 with the linear motor 64b while driving the left and right ring gears 273 with the slewing motor 70b, a difference in speed occurs between the left and right tracks 2, and the traveling body 1 makes a U-turn to the left or right with a turning radius larger than the pivot turning radius while moving forward or backward. The turning radius at this time is determined according to the speed difference between the left and right tracks 2. The traveling drive force of the engine 7 is constantly transmitted to the left and right tracks 2 while the traveling body 1 makes a U-turn to the left or right.

Next, referring to Figures 9 to 16, the working hydraulic circuit 180 and the traveling hydraulic circuit 200 in the normal type combine harvester of this embodiment will be described. As shown in Figures 9 to 14, the working hydraulic circuit 180 includes, as hydraulic actuators, a hydraulic cylinder 4 for reaping and lowering, left and right hydraulic cylinders 27L, 27R for lifting and lowering the reel 14 so that it can be raised and lowered, a hydraulic cylinder 55 for lifting and lowering the auger 164 so that it can be raised and lowered, left and right hydraulic cylinders 56L, 56R for lifting and lowering the traveling machine body 1, a hydraulic oil tank 57 for storing hydraulic oil, a hydraulic pump 59 connected to the hydraulic oil tank 57 via an oil filter 58, and hydraulic valves 60A to 60E for switching the flow of hydraulic oil. The hydraulic valves 60A to 60E are incorporated in a hydraulic valve unit 60 mounted on the traveling machine body 1.

A hydraulic pump 59 is hydraulically connected to the hydraulic cylinder 4 for reaping via the hydraulic valve 60A for reaping. The hydraulic cylinder 4 for reaping is operated by tilting the reaping position lever (not shown) on the driving control unit (driver's seat) 5 in the forward/backward direction, and the operator can raise and lower the reaping unit 3 to any height (e.g., reaping work height or non-working height, etc.). Meanwhile, a working hydraulic pump 59 is hydraulically connected to the hydraulic cylinders 27L, 27R for reel reaping via the hydraulic valve 60B for reel reaping. The operator can raise and lower the raking reel 14 to any height by tilting the reaping position lever (not shown) in the left/right direction, and the uncut stalks in the field can be reaped.

The working hydraulic pump 59 is hydraulically connected to the auger lifting hydraulic cylinder 55 via the auger lifting hydraulic valve 60C. The auger lifting hydraulic cylinder 55 is operated by tilting the grain discharge lever 155 on the driving operation unit (driver's cab) 5 back and forth, and the operator raises and lowers the rice dumping opening of the grain discharge auger 164 on the grain discharge conveyor 8 to the desired height. The electric motor 165 rotates the grain discharge auger 164 horizontally together with the vertical feed auger 162 and bevel gear mechanism 163 to move the rice dumping opening laterally. In other words, the rice dumping opening is positioned above the truck bed or container, and the grains in the grain tank 6 are discharged into the truck bed or container.

The hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the left machine body lifting hydraulic cylinder 56L via the left machine body lifting hydraulic valve 60D. Meanwhile, the hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the right machine body lifting hydraulic cylinder 56R via the right machine body lifting hydraulic valve 60E. The left and right machine body lifting hydraulic cylinders 56L, 56R are operated independently of each other to lift and lower the left and right running machine body 1 independently.

Therefore, when the left and right machine body lifting hydraulic cylinders 56L, 56R are operated simultaneously to simultaneously lower the left and right track frames 50, 50 relative to the running body 1, the running body 1 moves away (rises) from the left and right ground contact portions of the tracks 2, 2, and the relative height (vehicle height) of the running body 1 to the ground contact portions of the tracks 2, 2 becomes higher. Conversely, when the left and right track frames 50, 50 are raised simultaneously relative to the running body 1, the running body 1 moves closer (descends) to the left and right ground contact portions of the tracks 2, 2, and the relative height (vehicle height) of the running body 1 to the ground contact portions of the tracks 2, 2 becomes lower.

Then, when the left machine body lifting hydraulic cylinder 56L is operated to lower the left track frame 50 relative to the traveling machine body 1, or when the right machine body lifting hydraulic cylinder 56R is operated to raise the right track frame 50 relative to the traveling machine body 1 (or when both of these operations are performed simultaneously), the traveling machine body 1 tilts downward to the right. Conversely, when the right machine body lifting hydraulic cylinder 56R is operated to lower the right track frame 50 relative to the traveling machine body 1, or when the left machine body lifting hydraulic cylinder 56L is operated to raise the right track frame 50 relative to the traveling machine body 1 (or when both of these operations are performed simultaneously), the traveling machine body 1 tilts downward to the left.

The hydraulic oil tank 57, hydraulic pump 59, and hydraulic valve unit 60 are each mounted on the traveling machine body 1 and are connected to each other via hydraulic piping 181-183. On the traveling machine body 1, the hydraulic oil tank 57 is installed on the front left side, while the hydraulic pump 59 is fixed to the front of the engine 7 mounted on the front right side, and the oil filter 58 built into the hydraulic oil tank 57 and the hydraulic pump 59 are connected by hydraulic piping 181. In addition, on the traveling machine body 1, the hydraulic valve unit 60 is disposed at a position behind the engine 7, and the discharge side of the hydraulic pump 59 is connected to the hydraulic valve unit 60 via hydraulic piping 182. Furthermore, the hydraulic valve unit 60 is connected to the hydraulic oil tank 57 via hydraulic piping 183, which serves as a hydraulic oil return pipe.

The hydraulic oil tank 57 is installed on the traveling body 1 in a space surrounded by the feeder house 11 and the beater 18, and the engine 7 and the hydraulic oil tank 57 are arranged side by side on the left and right in front of the traveling body 1. In other words, the hydraulic oil tank 57 is arranged in the space surrounded by the feeder house 11 and the machine housing of the threshing section 9, which prevents dust from the reaping section 3 from accumulating in the hydraulic oil tank 57 and also prevents contamination of the hydraulic oil due to dust entering from the oil supply port 184, etc. In addition, the cooling air from the engine 7 flows into the installation space of the hydraulic oil tank 57, so that the rise in the hydraulic oil temperature can be suppressed without providing an oil cooler on the working system hydraulic circuit 180, and each hydraulic component can be driven appropriately.

The hydraulic oil tank 57 has a fuel inlet 184 on its left side (outside the machine) that protrudes toward the left side (outside the machine), and is equipped with an oil filter 58 that can be inserted and removed from the left side. Therefore, the fuel inlet 184 and the oil filter 58 can be easily accessed by removing the threshing cover 185 provided on the left side (outside the machine) of the threshing section 9. This makes it easy to refuel the hydraulic oil tank 57 and replace the oil filter 58, and improves the maintainability of the work system hydraulic circuit 180.

Hydraulic pipes 181, 183 connected to the hydraulic tank 57 are arranged to extend left and right in front of the hydraulic tank 57 and the engine 7, and hydraulic pipe 182 connects the hydraulic pump 59 and oil filter 58 located in front of the engine 7. That is, the hydraulic pipes 181, 183 are extended along the output shaft 65 of the engine 7, bypassing the front of the engine 7 toward the hydraulic tank 57. The hydraulic pipes 182, 183 are also extended rearward, passing below the cooling fan located on the right side of the engine 7, and are connected to the hydraulic valve unit 60. Therefore, the hydraulic pipes 181 to 183 are arranged in a position that is less susceptible to the effects of radiant heat from the engine 7, so that the pipe length is short, and the temperature of the hydraulic oil flowing through the hydraulic pipes can be prevented from becoming too high.

As shown in Figures 14 to 16, the traveling system hydraulic circuit 200 includes a linear pump 64a, a linear motor 64b, a swing pump 70a, a swing motor 70b, a transmission charge pump 151, an oil filter 152, and an oil cooler 153. The linear pump 64a and the linear motor 64b in the linear hydraulic continuously variable transmission 64 are connected in a closed loop by a linear closed oil path 201. On the other hand, the swing pump 70a and the swing motor 70b in the swing hydraulic continuously variable transmission 70 are connected in a closed loop by a swing closed oil path 202. The linear pump 64a and the swivel pump 70a are driven by the rotational power of the engine 7, and the swash plate angle of the linear pump 64a and the swivel pump 70a is controlled to change the discharge direction and amount of hydraulic oil to the linear motor 64b and the swivel motor 70b, causing the linear motor 64b and the swivel motor 70b to rotate forward and backward.

The traveling hydraulic circuit 200 is provided with a linear valve 203 that is switched in response to manual operation of the main shift lever 44, and a linear cylinder 204 that is connected to the transmission charge pump 151 via the linear valve 203. When the linear valve 203 is switched, the linear cylinder 204 operates to change the swash plate angle of the linear pump 64a, and a linear shift operation is performed in which the rotation speed of the linear motor shaft 260 of the linear motor 64b is changed steplessly or reversed.

The traveling hydraulic circuit 200 is equipped with a swing valve 206 that is switched in response to the manual operation of the steering handle 43, and a swing cylinder 207 that is connected to the transmission charge pump 151 via the swing valve 206. When the swing valve 206 is switched, the swing cylinder 207 operates to change the swash plate angle of the swing pump 70a, and a left/right swing operation is performed in which the rotation speed of the swing motor shaft 261 of the swing motor 70b is changed steplessly or reversed, and the traveling body 1 changes the traveling direction left/right to change direction or correct the course on the farmland headland.

The suction side of the transmission charge pump 151 is connected to a strainer 217 inside the transmission case 63 via hydraulic piping 208. A charge introduction oil passage 218 is connected to the discharge side of the transmission charge pump 151 via hydraulic piping 209, and an oil filter 152 is installed midway through the hydraulic piping 209. A charge branch oil passage 219 connected to both closed oil passages 201, 202 is connected downstream of the charge introduction oil passage 218. Therefore, while the engine 7 is running, hydraulic oil from the transmission charge pump 151 is constantly replenished to both closed oil passages 201, 202.

The charge branch oil passage 219 is connected to the straight cylinder 204 via the straight valve 203, and to the swivel cylinder 207 via the swivel valve 206. The charge branch oil passage 219 is also connected to the transmission case 63 via the excess relief valve 220 and hydraulic piping 210, and an oil cooler 153 is installed midway through the hydraulic piping 210. Therefore, when the excess hydraulic oil from the transmission charge pump 151 is returned to the transmission case 63 via the excess relief valve 220, it is cooled by the oil cooler 153.

Next, the engine room 146 in which the engine 7 is installed will be described with reference to Figures 8, 13, and 14. As shown in Figures 8, 13, and 14, a pair of left and right engine room supports 147 are erected on the rear side of the cab 5 on the top surface of the traveling body 1, and a back plate 148 is stretched between the left and right engine room supports 147 to cover the rear of the engine room 146 below the driver's seat 42. In addition, a box-shaped wind tunnel case 170 is erected via an opening and closing fulcrum shaft 171 on the right engine room support 147 provided at the right end of the cab 5 in the traveling body 1. A dust net is stretched over the outer opening on the right side of the wind tunnel case 170, and the presence of the dust net prevents straw and other debris from entering the wind tunnel case 170 and thus the engine room 146.

A water-cooled radiator 154 is erected on the inside of the wind tunnel case 170 on the upper surface side of the traveling body 1, and the radiator 154 faces the cooling fan 149 of the engine 7. A shroud 150 is installed in a manner that covers the entire ventilation range of the radiator 154, and the cooling fan 149 is placed in an opening formed in this shroud 150. An oil cooler 153 is also installed in the wind tunnel case 170. By rotating the cooling fan 149, outside air (cooling air) is taken into the wind tunnel case 170 from the outside opening on the right side of the wind tunnel case 170, and the dust-free cooling air is sent into the engine room 146 from the inside opening on the left side of the wind tunnel case 170. As a result, the oil cooler 153, the radiator 154, the engine 7, etc. are cooled by the cooling air flowing into the engine room 146.

Next, the configuration of the reaping support frame 36, which is part of the machine housing 9b of the threshing section 9, will be described with reference to Figures 5, 6, 8, and 11 to 14. As shown in Figures 5, 6, 8, and 11 to 14, the reaping support frame 36 has left and right reaping support pillars (front support frames) 36a erected from the top surface of the traveling machine body 1 at the front positions of the left and right thresher housing pillars (rear support frames) 34, respectively, and upper and lower reaping support frame beam frames 36b, 36c that connect the left and right thresher housing pillars 34 and the left and right reaping support pillars 36a at the front and rear. The reaping support frame beam frames 36b, 36c are erected on the upper ends and middle parts of the reaping support pillars 36a and thresher housing pillars 34 arranged at the front and rear, respectively.

The left and right beater bearings 38 are connected at both ends to the middle of the upper and lower harvesting support frame beam frames 36b, 36c provided on the left and right, and the beater 18 is supported by the left and right beater bearings 38 in the harvesting support frame 36. The harvesting support frame 36 is provided with side plates 186 that cover the left and right sides of the beater 18, a top plate 187 that covers the top of the beater 18, a front plate 188 that covers the front of the beater 18, and a bottom plate 189 that covers the bottom of the beater 18. In other words, the harvesting support frame 36 has a closed space above the lower beam frame 36c that connects the rear end of the feeder house 11 to the handling port 9a. The beater 18 is installed in this closed space to smoothly guide the grain stalks from the supply conveyor 17 to the handling port 9a.

The side plate 186 is installed to seal the area surrounded by the support pillars 34, 36a and the beam frames 36b, 36c, and has a hole through which the beater shaft 82, which is supported by the beater bearing body 38 arranged outside the side plate 186, passes. The top plate 187 is installed on the left and right beam frames 36b, and the threshing drum drive case 71 is installed on its upper surface. The front plate 188 is connected to the front edge and upper edge of the top plate 187 and extends downward toward the top of the feeder house 11. The front edge of the bottom plate 189 is connected to the rear edge of the bottom plate 190 of the feeder house 11, and the rear edge of the bottom plate 189 is connected to the front edge of the bottom of the threshing mouth 9a in front of the threshing drum 21, and the bottom plate 189 acts as a guide plate for the grain sticks from the feeder house 11 to the threshing mouth 9a.

The hydraulic oil tank 57 is installed in the space below the beater 18 installation space of the harvesting support frame 36, and the top of the hydraulic oil tank 57 is covered by a bottom plate 189. The front of the hydraulic oil tank 57 is covered by a front cover plate 191 connected to the bottom plate 189. A fan-shaped winnower 29 is provided behind the hydraulic oil tank 57, and the outer periphery of the winnower 29 is covered by a winnower cover plate 192. Therefore, within the harvesting support frame 36, the hydraulic oil tank 57 is installed in the space surrounded by the bottom plate 189, front cover plate 191, and winnower cover plate 192.

The hydraulic oil tank 57 installation space, which is formed by the bottom plate 189, the front cover plate 191, and the winnowing cover plate 192, forms a passageway that is open on both the left and right sides and is connected to the right engine room 146. In addition, the machine housing 9b of the threshing section 9 has left and right threshing side plates 193, and the front edge of the right threshing side plate 193 is fixed to the right threshing machine housing support pillar 34, which is located forward of the engine room support pillar 147. Therefore, a portion of the cooling air taken in from the outside air by the cooling fan 149 passes through the engine room 146 and flows into the hydraulic oil tank 57 installation space in the reaping support frame 36, cooling the hydraulic oil tank 57.

In addition, due to the rotation of the winnower 29, a portion of the cooling air passing through the engine room 146 flows into the air passage formed by the winnower cover plate 192 at the rear of the installation space of the hydraulic oil tank 57. This creates an air flow that flows in the front-to-back direction in the space between the engine room 146 and the threshing section 9, and outside air flows in from the front of the traveling machine body 1, guided by this air flow in the front-to-back direction. The outside air flows from the front of the traveling machine body 1 into the installation space of the hydraulic oil tank 57, and cools the hydraulic oil tank 57 together with some of the cooling air from the engine room 146. In other words, the exhaust air from the engine 7 actively flows toward the winnower 29 side, so that the outside air flows into the installation space of the hydraulic oil tank 57 together with some of the cooling air from the engine 7, enhancing the cooling effect of the hydraulic oil tank 57.

As described above, by configuring the cooling air from the engine room 146 to pass through the hydraulic oil tank 57, it is possible to suppress an increase in the temperature of the working oil circulating in the working hydraulic circuit 180 including the hydraulic oil tank 57. Therefore, not only is it not necessary to provide an oil cooler in the working hydraulic circuit 180, but by making the working hydraulic circuit 180 and the traveling hydraulic circuit 200 separate systems, it is possible to provide the oil cooler 153 only in the traveling hydraulic circuit 200. As a result, the capacity of the oil cooler 153 can be reduced, and the cooling efficiency of the radiator 154 and engine 7, which are located downstream of the oil cooler 153 in the cooling air flow, can be improved.

In addition, the sub-counter shaft 104 that receives the driving force from the engine 7 is journaled on the threshing machine housing support (rear support frame) 34, and the beater shaft 82 of the beater 18 is journaled by the beater bearing body 38 connected to the upper and lower harvesting support frame beam frames 36b, 36c. The harvesting input shaft 89 journaled at a position forward of the harvesting support support pillar (front support frame) 36a passes through the feeder house 11. It is equipped with a first power transmission mechanism (a beater drive mechanism consisting of drive pulleys 107, 108 and a harvesting drive belt 114) that transmits the rotational power of the sub-counter shaft 104 to the beater shaft 82, and a second power transmission mechanism (a harvesting drive mechanism consisting of a harvesting drive chain 115 and sprockets 116, 117) that transmits the rotational power of the beater shaft 82 to the harvesting input shaft 89. The oil supply port 184 of the hydraulic oil tank 57 and the oil filter 58 are located in the area surrounded by the first and second power transmission mechanisms and the front cutting support pole 36a. This allows the hydraulic oil tank 57 to be filled with oil and the oil filter 58 to be replaced without removing the transmission materials (chain or belt) in the first and second power transmission mechanisms, improving the maintainability of the work system hydraulic circuit 180.

Furthermore, the threshing section 9 supports the winnower 29 on the rear side of the threshing machine housing support (rear support frame) 34, and the main counter shaft 76, which can rotate relative to the winnowing shaft 100 of the winnower 29, penetrates the winnowing shaft 100. The main counter shaft 76 receives power from the engine 7 and transmits the power to the sub-counter shaft 104, and the rotational power of the sub-counter shaft 104 is branched and transmitted to the winnowing shaft 100 and the beater shaft 82. The drive system for driving the reaping section 3, the grain sorting mechanism 10, and the winnower 29 is concentrated on the left side (outside the machine) of the threshing section 9, so that the front right side (inside the machine) of the threshing section 9 can be opened. Therefore, the right side of the installation space of the hydraulic oil tank 57 on the lower front side of the threshing section 9 can be opened, and a lot of cooling air can be guided to the installation space of the hydraulic oil tank 57.

Next, the fuel tank 61 and its surrounding structure will be described with reference to Figures 17 to 24. The fuel tank 61 comprises a first fuel tank 301 (fuel tank) and a second fuel tank 302 (separate fuel tank) arranged side by side in the left-right direction on the traveling body 1. The internal spaces of the first and second fuel tanks 301, 302 are connected to each other. The first fuel tank 301 is located between the grain tank 6 (grain tank) and the threshing section 9 at the rear of the traveling body 1. The second fuel tank 302 is located below and at the rear of the threshing section 9.

The first fuel tank 301 is disposed between the grain tank 6 and the threshing section 9, so the space between the grain tank 6 and the threshing section 9 can be effectively utilized, and the first fuel tank 301 can be disposed on the traveling body 1 without increasing the size of the traveling body 1. In addition, the second fuel tank 302 is disposed below the rear of the threshing section 9, so the space below the threshing section 9 can be effectively utilized, and the second fuel tank 302 can be disposed on the traveling body 1 without increasing the size of the traveling body 1. In addition, the fuel tank 61 is divided into the first fuel tank 301 and the second fuel tank 302, so the total capacity of the fuel tanks 61 can be increased while effectively utilizing the free space above the traveling body 1.

The first fuel tank 301 has a generally rectangular parallelepiped shape that is elongated from front to back. The rear end of the first fuel tank 301 is located rearward of the dust outlet 23 of the threshing section 9. The rear of the dust outlet 23 is covered by a dust outlet cover body 23a with openings on the front, bottom, and lower part of the rear side. In this embodiment, the opening of the dust outlet cover body 23a does not constitute the dust outlet 23. Also, as shown in FIG. 18, in a plan view, the first fuel tank 301 has both front and rear corners cut out on the left side surface 301a (side surface on the dust outlet 23 side). As a result, a rear inclined left side surface 301b (inclined surface) is formed on the rear end side of the left side surface 301a of the first fuel tank 301, and a front inclined left side surface 301c is formed on the front end side of the left side surface 301a. The rear inclined left side surface 301b is inclined from the front to the rear in a plan view toward the opposite side to the dust outlet 23. Additionally, the front inclined left side surface 301c is inclined from the rear to the front in a plan view toward the opposite side to the threshing section 9.

A part of the rear inclined left side surface 301b of the first fuel tank 301 is positioned rearward of the dust outlet 23 of the threshing section 9. This prevents the first fuel tank 301 from impeding the diffusion of straw chips, including waste straw, discharged from the dust outlet 23. It also reduces the collision of straw chips, etc. discharged from the dust outlet 23 with the first fuel tank 301, reducing damage to the first fuel tank 301 caused by straw chips, etc., and adhesion of straw chips, etc. to the first fuel tank 301.

As shown in FIG. 18, the front inclined left side 301c of the first fuel tank 301 is disposed behind the base end of the second return conveyor 33 of the threshing section 9. The formation of the front inclined left side 301c allows the first fuel tank 301 to be disposed in the space surrounded by the traveling body 1, the grain tank 6, and the threshing section 9 without interfering with the second return conveyor 33. The formation of the front inclined left side 301c also allows a space to be secured between the threshing section 9 and the first fuel tank 301 for guiding the fuel supply pipe 331, described later, from below the second fuel tank 302 to above the traveling body 1.

The upper surface of the first fuel tank 301 at a rearward portion 301d is inclined downward from the front to the rear. A cylindrical fuel filler port 303 with a rearward inclined tip is provided at a rearward incline protruding from the upper surface of the rearward portion 301d. In addition to the fact that the fuel filler port 303 for refilling the first fuel tank 301 is located at the rear end of the running body 1, the fuel filler port 303 is inclined upward and rearward, improving the convenience of the fuel refilling operation performed from the rear of the running body 1.

In addition, because the upper surface rear portion 301d is inclined downward from the front to the rear, the tip side of the fuel filler port 303, which protrudes in a direction perpendicular to the surface of the upper surface rear portion 301d, is inclined backward. As a result, even if the central axis of the approximately cylindrical fuel filler port 303 is not inclined in the direction perpendicular to the surface of the upper surface rear portion 301d, the inclination of the fuel filler port 303 can be adjusted to a desired angle by adjusting the inclination of the upper surface rear portion 301d to a desired angle. Therefore, the first fuel tank 301 can simplify the shape of the fuel filler port 303 and the connection structure with the upper surface rear portion 301d, compared to bending the fuel filler port to obtain the desired fuel filler port angle or connecting the fuel filler port at an angle relative to the surface to which the fuel filler port is connected, thereby achieving reduced manufacturing costs and improved connection strength.

As described with reference to Figures 10 to 14, the oil inlet 184 of the hydraulic oil tank 57 is located on the traveling machine body 1 in a spatial position surrounded by the feeder house 11 and the beater 18, that is, in the front left area of the traveling machine body 1. Also, as shown in Figures 1 and 13, the left side of the hydraulic oil tank 57 is covered by a removable threshing cover 185 that constitutes the machine housing. On the other hand, the oil inlet 303 of the fuel tank 61 having the first and second fuel tanks 301, 302 is located at the rear of the traveling machine body 1. In this way, the oil inlet 184 of the hydraulic oil tank 57 and the oil inlet 303 of the fuel tank 61 are located at positions away from each other on the traveling machine body 1, so that it is possible to prevent a fuel supply operator from accidentally supplying fuel to the hydraulic oil tank 57.

The hydraulic oil tank 57 is covered with a threshing cover 185, and when supplying hydraulic oil to the hydraulic oil tank 57 through the fuel inlet 184, it is usually necessary to remove the threshing cover 185. On the other hand, as shown in FIG. 17, the fuel inlet 303 of the fuel tank 61 (first fuel tank 301) is exposed at the rear of the running body 1, and it is not necessary to remove a cover such as the threshing cover 185 when supplying fuel to the fuel tank 61. In this way, by making the fueling process for the hydraulic oil tank 57 and the fuel tank 61 significantly different, it is possible to prevent the refueling worker from mistakenly supplying hydraulic oil or fuel to the hydraulic oil tank 57 and the fuel tank 61.

As shown in FIG. 17, the right-hand portion 301e of the top surface of the first fuel tank 301 slopes downward from left to right. The right-hand portion 301e of the top surface is positioned along the slope of the lower left side of the grain tank 6. As a result, the first fuel tank 301 is housed in the space surrounded by the traveling body 1, grain tank 6, and threshing section 9 without interfering with the grain tank 6, making effective use of the space.

As shown in Figures 17 to 19, the second fuel tank 302 has a generally rectangular parallelepiped shape that is long from side to side. The capacity of the second fuel tank 302 is greater than the capacity of the first fuel tank 301. The second fuel tank 302 is disposed in the rear left area of the traveling body 1, below the rear of the oscillating sorting plate 26 of the threshing section 9. The rear portion 302a of the upper surface of the second fuel tank 302 slopes downward from the front to the rear along the dust discharge flow downward guide plate 23b provided at the dust discharge port 23 of the threshing section 9. This allows the space inside the threshing section 9 below the dust discharge flow downward guide plate 23b to be effectively utilized.

As shown in Figures 18 and 20, a first fuel tank side connection port 301f provided on the lower left side of the first fuel tank 301 and a second fuel tank side connection port 302b provided on the lower right side of the second fuel tank 302 are connected by a connecting pipe 304. The connecting pipe 304 connects the internal spaces of the first fuel tank 301 and the second fuel tank 302. This allows fuel to flow between the first fuel tank 301 and the second fuel tank 302 via the connecting pipe 304.

As shown in Figures 20 to 23, the first fuel tank 301 has a protrusion 301g on its underside. On the underside of the first fuel tank 301, a bottom step 301k is formed between the rear inclined left side 301b, right side 301h, front side 301i, and rear side 301j and the protrusion 301g. In addition, the second fuel tank 302 has a protrusion 302c on its underside. On the underside of the second fuel tank 302, a bottom step 302f is formed between the front side 302d and rear side 302e and the protrusion 302c.

At the rear of the traveling body 1, a front/rear body frame 305 extending in the front/rear direction and a pair of first and second left/right body frames 306, 307 extending in the left/right direction are provided. On the traveling body 1, a right frame 308, a central right frame 309, a central left frame 310, and a left frame 311 are arranged in that order from the right side of the traveling body 1. These frames 308-311 extend from the front to the rear of the traveling body 1 and are arranged parallel to each other. The rear ends of the right frame 308 and the central right frame 309 are arranged rearward of the rear ends of the central left frame 310 and the left frame 311.

The first and second left and right body frames 306, 307 are arranged perpendicular to the frames 308-311 and are connected to the upper surfaces of the frames 308-311. The first left and right body frame 306 is arranged rearward of the second left and right body frame 307, and is arranged on the upper surfaces of the rear end sides of the right frame 308 and the central right frame 309, and on the upper surfaces of both the rear ends of the central left frame 310 and the left frame 311.

The front and rear body frames 305 are arranged along the central right frame 309 above the central right frame 309, between the first left and right body frames 306 and the second left and right body frames 307. The front and rear body frames 305 have an inverted U-shaped cross section, and the inner walls of the left and right lower ends of the front and rear body frames 305 are fixed to the upper left and right side surfaces of the central right frame 309. The top surface of the front and rear body frames 305 is arranged at a height position slightly lower than or the same as the top surfaces of the first and second left and right body frames 306, 307.

The rear ends of the right frame 308 and the central right frame 309 are arranged rearward of the first left and right machine frame 306 and are connected by the rear left and right frames 312 arranged parallel to the first left and right machine frame 306. The rear left and right frames 312 are connected to the upper surfaces of the rear ends of the right frame 308 and the central right frame 309. A vertical feed auger support member 162a that rotatably supports the lower end of the case body of the bevel gear mechanism 161 is fixed to the central upper surface of the rear left and right frame 312. A connecting member 313 with a substantially L-shaped cross section is connected to the intersection of the rear left and right frames 312 and the central right frame 309. The connecting member 313 is connected to the rear end and left side surface of the central right frame 309 and the left end surface and rear side surface of the rear left and right frames 312.

As shown in Figures 20 to 22, the first fuel tank 301 is positioned relative to the traveling vehicle body 1 by fitting the protruding portion 301g from the top side to the vehicle frames 305, 306, and 307. The lower step portion 301k of the first fuel tank 301 is disposed on the upper surface of the vehicle frames 305, 306, and 307 via three first buffer members 314 provided for each vehicle frame 305, 306, and 307. Since the first fuel tank 301 is positioned by fitting the protruding portion 301g to the vehicle frames 305, 306, and 307, it is easy to align the first fuel tank 301 when placing it on the traveling vehicle body 1. In addition, the protruding portion 301g restricts the movement of the first fuel tank 301 in the forward/rearward and rightward directions, so that the first fuel tank 301 placed on the traveling vehicle body 1 is prevented from being displaced.

20 and 23, the second fuel tank 302 is positioned relative to the traveling vehicle body 1 by fitting the protruding portion 302c from the top side to the first and second left and right vehicle frames 306, 307. The lower step portion 302f of the second fuel tank 302 is disposed on the top surface of the first and second left and right vehicle frames 306, 307 via two second buffer members 315 provided for each of the first and second left and right vehicle frames 306, 307. Since the second fuel tank 302 is positioned by fitting the protruding portion 302c to the first and second left and right vehicle frames 306, 307, it is easy to align the second fuel tank 302 when placing it on the traveling vehicle body 1. In addition, the protruding portion 302c restricts the movement of the second fuel tank 302 in the front-rear direction, so that the second fuel tank 302 placed on the traveling vehicle body 1 is prevented from being displaced. The cushioning members 314 and 315 are made of elastic material such as rubber.

As shown in Figures 17 to 19 and 21 to 23, the first and second fuel tanks 301, 302 are fixed to the traveling vehicle body 1 by fastening band bodies 316 or 317 attached along the front-rear direction. One first fastening band body 316 or two second fastening band bodies 317 are attached in a half-wound shape to the upper surface side of the first and second fuel tanks 301, 302. A first hook body 316a or a second hook body 317a is fixed to the front end of the first and second fastening band bodies 316, 317. The first and second hook bodies 316a, 317a are hooked to a first band hooking member 318 or a second band hooking member 321 fixed to the upper part of the front side of the second left and right vehicle frame 307.

The rear end of the first fastening band body 316 is fixed to a substantially L-shaped fixing bracket body 319 fixed to the left side of the connecting member 313 via a first adjustment bolt 320a. The first adjustment bolt 320a is inserted from the bottom to the top into a hole provided in the horizontal part 319a of the fixing bracket body 319. The rear end of the second fastening band body 317 is connected to the first left and right machine body frame 306 via a second adjustment bolt 322a. The second adjustment bolt 322a is inserted through holes provided on the top and bottom surfaces of the first left and right machine body frame 306 from the bottom to the top.

A first nut 316b or a second nut 317b is fixed to the upper surface of the rear end of the first and second fastening band bodies 316, 317. The first and second nuts 316b, 317b are fitted to the tip side of the first adjustment bolt 320a or the second adjustment bolt 322a, and are fixed by the first fixing nut 320b or the second fixing nut 322b.

As shown in Figures 20 to 23, the undersides of the first and second fuel tanks 301, 302 are covered with three fuel tank lower cover bodies 323. Each fuel tank lower cover body 323 is connected to the front side of the first left and right body frame 306 and the rear side of the second left and right body frame 307 via mounting brackets. The fuel tank lower cover body 323 prevents foreign matter from contacting or adhering to the first and second fuel tanks 301, 302 and connecting pipe 304 from below. In addition, since the rear end of the central right frame 309 is located below the rear right portion of the first fuel tank 301, the central right frame 309 prevents foreign matter from contacting or adhering to the rear underside of the first fuel tank 301.

As shown in Figures 10 and 17 to 19, the first and second vent pipes 324 and 325 are connected to the top surfaces of the first and second fuel tanks 301 and 302. One end of the first vent pipe 324 is connected to the first vent hole 301m provided on the left side of the top surface of the first fuel tank 301. One end of the second vent pipe 325 is connected to the second vent hole 302h provided on the right side of the top surface of the second fuel tank 302. The other ends of the first and second vent pipes 324 and 325 are led upward from the lower part of the rear part of the right side of the threshing unit 9 along the right side of the threshing unit 9, and are curved so that the ends face downward at the middle of the right side of the threshing unit 9 and are supported on the right side of the threshing unit 9.

As shown in Figures 10, 18 and 20, an oil-water separator 328 is disposed in front of the first fuel tank 301. The oil-water separator 328 removes moisture contained in the fuel supplied to the engine 7 from inside the second fuel tank 302. The oil-water separator 328 is bolted to a support bracket body 329 that is fixed to the front side of the second left and right body frames 307 and stands upward. In addition, as shown in Figure 10, a fuel filter 330 is disposed behind the upper left portion of the engine 7. The fuel filter 330 removes foreign matter contained in the fuel supplied to the engine 7.

As shown in FIG. 20, a fuel outlet 302g is provided on the underside of the protruding portion 302c of the second fuel tank 302. As shown in FIG. 18 and FIG. 20, a fuel return port 301l is provided in the lower right portion of the front side surface 301i of the first fuel tank 301. In addition, a fuel supply pipe 331, a fuel feed pipe 332, a fuel return pipe 333, etc. are provided as fuel piping. The fuel supply pipe 331 connects the fuel outlet 302g to the oil-water separator 328. The fuel feed pipe 332 connects the oil-water separator 328 to the fuel filter 330. The fuel return pipe 333 connects a fuel return joint provided on the fuel filter 330 to the fuel return port 301l.

The fuel supply pipe 331 is led from the fuel outlet 302g on the underside of the second fuel tank 302 to the bottom of the second fuel tank 302, and between the threshing section 9 and the front inclined left side surface 301c of the first fuel tank 301, and is led to the top of the traveling body 1 and connected to the oil-water separator 328. The fuel feed pipe 332 is led downward from the oil-water separator 328 toward the center right frame 309, and is bent forward near the center right frame 309. Furthermore, the fuel feed pipe 332 is led downward to the fuel filter 330 along the frame of the traveling body 1, and is bent upward and connected to the fuel filter 330. The fuel return pipe 333 is led from the fuel return joint of the fuel filter 330 to the fuel return port 301l roughly along the fuel feed pipe 332.

The fuel in the second fuel tank 302 is supplied from the fuel outlet 302g through the fuel supply pipe 331, the oil-water separator 328, the fuel feed pipe 332, and the fuel filter 330 to the fuel supply pump provided at the rear of the engine 7. In addition, surplus fuel from the engine 7 is returned to the first fuel tank 301 through the fuel return joint of the fuel filter 330, the fuel return pipe 333, and the fuel return port 301l.

As shown in FIG. 24, a screw-type fuel filler cap 334 is removably fitted to the tip of the fuel filler opening 303 of the first fuel tank 301. A cap protrusion member 335 protrudes from the center of the top surface of the fuel filler cap 334. A cap cover member 336 that covers the top and side surfaces of the fuel filler cap 334 is removably attached to the fuel filler cap 334.

The cap cover member 336 has a generally hemispherical shape with a through hole 336a formed at the top. The diameter of the through hole 336a is larger than the diameter of the cap protrusion member 335. When the cap cover member 336 is attached to the fuel filler cap 334, the through hole 336a fits loosely into the cap protrusion member 335, and the cap cover member 336 is removably attached to the fuel filler cap 334. The cap cover member 336 is attached to the fuel filler cap 334 so as to be freely rotatable.

A through hole 335a is provided at the protruding tip side of the cap protrusion member 335, which is approximately perpendicular to the protruding direction of the cap protrusion member 335. The lock member 337, which is, for example, a padlock, is locked with a latch of the lock member 337 inserted into the through hole 335a. The lock member 337 prevents the cap cover member 336 from being removed from the fuel filler cap 334. The cap cover member 336 is also attached to the fuel filler cap 334 so that it can rotate freely. Therefore, even if the cap cover member 336 is grasped and rotated, the fuel filler cap 334 cannot be rotated, and unintentional removal of the fuel filler cap 334 is prevented, thereby preventing fuel theft, etc.

As shown in Figures 25 and 26, in the center of the inner bottom surface of the second fuel tank 302 near the fuel outlet 302g, a fuel reservoir 302i is formed by a portion of the lower surface of the protruding portion 302c bulging outward toward the outside of the tank, and is recessed from inside the tank. Around the fuel reservoir 302i, a protruding ridge portion 302j is formed by a portion of the lower surface of the protruding portion 302c being recessed toward the inside of the tank, and is a protruding ridge portion 302j that is generally U-shaped and open on the left side in a plan view when viewed from inside the tank. The fuel outlet 302g is located on the right side surface 302k of the recess that is inclined in a left-low, right-high position between the bottom surface of the fuel reservoir 302i and the upper surface of the protruding ridge portion 302j.

A level sensor 338 for detecting the fuel level in the second fuel tank 302 is disposed in the center of the upper surface of the second fuel tank 302. A float 340 is connected to the level sensor 338 via an arm 339 in the second fuel tank 302. The arm 339 is supported rotatably at its base end by the level sensor 338, with the float 340 side as the moving end. The float 340 changes height depending on the fuel level in the second fuel tank 302, and when the fuel level is lower than the upper surface of the convex streak 302j, the float 340 abuts against the upper surface of the convex streak 302j. When the float 340 remains in a position abutting against the upper surface of the convex streak 302j for a certain period of time or more, a fuel level warning lamp (not shown) provided on the steering column 41 (see Figures 1 to 3) is turned on. In the initial period after the fuel level warning lamp is turned on, fuel remains in the second fuel tank 302.

In this embodiment, a generally U-shaped convex rib portion 302j that is open to the left side in a plan view is formed around the concave fuel reservoir portion 302i. Even when the fuel level in the second fuel tank 302 is lower than the top surface of the convex rib portion 302j and the running vehicle body 1 and the second fuel tank 302 are tilted in a left-high, right-low posture, the fuel can be retained at the position of the fuel outlet 302g surrounded by the U-shaped convex rib portion 302j and the fuel can be supplied to the engine 7 via the fuel supply pipe 331, etc.

In addition, a portion of the lower surface of the protruding portion 302c is recessed toward the inside of the tank on the inner bottom surface of the second fuel tank 302, and a fuel supply pipe arrangement portion 302l and a fuel flow suppression portion 302m are formed as convex stripes when viewed from the inside of the tank. The fuel supply pipe arrangement portion 302l is formed from the convex strip portion 302j toward the right side surface of the protruding portion 302c, and the fuel supply pipe 331 can be accommodated along the concave strip portion formed on the outer wall surface of the protruding portion 302c according to the convex stripe of the fuel supply pipe arrangement portion 302l. The fuel flow suppression portion 302m extends in the front-rear direction at a distance from the convex strip portion 302j near the left side of the fuel reservoir portion 302i, and suppresses the flow of fuel in the left-right direction within the second fuel tank 302. In addition, the fuel flow suppression unit 302m is disposed near the left side of the fuel reservoir 302i, and suppresses the flow of fuel overflowing from the fuel reservoir 302i to the left when there is little fuel in the second fuel tank 302, making it easier for fuel to accumulate in the fuel reservoir 302i.

In addition, a recess 301n is formed near the first fuel tank side connection port 301f on the inner bottom surface of the first fuel tank 301, and a recess 302n is formed near the second fuel tank side connection port 302b on the inner bottom surface of the second fuel tank 302. The recesses 301n and 302n are formed by a portion of the lower surface of the protrusions 301g and 302c bulging downward from the tank, so that the fuel tank side connection ports 301f and 302b can be positioned close to the lower surfaces of the fuel tanks 301 and 302, and even if the amount of fuel in the first fuel tank 301 becomes small, the fuel can flow from the first fuel tank 301 to the second fuel tank 302.

The configuration of each part in the present invention is not limited to the illustrated embodiment, and various modifications are possible without departing from the spirit of the present invention.

<Notes on the invention>
A combine harvester in one embodiment includes a threshing section, a grain tank arranged side by side with the threshing section, a grain discharge device that discharges grain from the grain tank, and a fuel tank arranged between the threshing section and the grain tank, and the grain discharge device has a vertical feed auger located rearward of the grain tank, the vertical feed auger being supported from below by a body frame located rearward of the grain tank, and the rear end of the fuel tank being located forward of the rear end of the body frame.

With this configuration, the rear end of the fuel tank is positioned forward of the rear end of the sturdy machine frame that supports the vertical feed auger from below, so that when an impact is applied from the rear of the machine, the impact can be absorbed by the machine frame, preventing damage to the fuel tank.

In the above combine harvester, the fuel tank is located on the top surface of the first left and right body frames located in front of the body frame.

In the above combine harvester, the front end of the fuel tank is located on the upper surface of the second left and right body frames located in front of the first left and right body frames.

In the above combine harvester, a fuel filler port is provided on the top surface of the fuel tank, protruding toward the rear, and the rear end of the fuel filler port is located forward of the rear end of the machine frame.

The combine harvester according to one embodiment includes a threshing unit, a grain tank, a fuel tank, and a support frame. The grain tank is arranged side-by-side with the threshing unit. The fuel tank is arranged between the threshing unit and the grain tank. The support frame supports the fuel tank from below. The support frame is arranged in a position overlapping the fuel tank from the front end to the rear end of the fuel tank in a plan view.

1 Traveling body 3 Harvesting unit 6 Grain tank (grain tank)
7 Engine 9 Threshing section 21 Threshing drum 23 Dust outlet 301 First fuel tank (fuel tank)
301a Left side (side facing the dust outlet)
301b Rear inclined left side surface (inclined surface)
301d: Upper surface rear portion 301g: Protruding portion 302: Second fuel tank (separate fuel tank)
303 Fuel filler port 305 Front and rear body frames 306 First left and right body frames 307 Second left and right body frames 309 Center right frame (support frame)

Claims (6)

A running body,
A reaping unit attached to the front of the traveling machine body;
An engine and a hydraulic oil tank arranged forward of the center of the traveling machine body in the front-rear direction;
A fuel tank is disposed rearward of the center of the traveling machine body in the front-rear direction.
combine. The engine and the hydraulic oil tank are arranged side by side in the left-right direction of the traveling body.
The combine harvester according to claim 1. The fuel tank includes a first fuel tank and a second fuel tank.
A combine harvester according to claim 1 or 2. The first fuel tank and the second fuel tank are arranged side by side in the left-right direction of the traveling body.
The combine according to claim 3. The hydraulic piping connected to the hydraulic oil tank is extended along the front-rear direction through the left-right central portion of the traveling body,
The combine harvester according to any one of claims 1 to 4. a hydraulic valve unit disposed between the engine and the fuel tank in the front-rear direction,
The combine according to any one of claims 1 to 5.