JP4913512B2 - Work vehicle - Google Patents

Description

  The present invention relates to a work vehicle such as a tractor used for agricultural work or a wheel loader used for civil engineering work, and more specifically, includes an openable / closable bonnet covering an engine and a tank cover disposed adjacent to the bonnet. The present invention relates to a work vehicle in which a fuel tank for an engine is disposed in the tank cover.

  Conventionally, in general, in a working vehicle such as a tractor or a wheel loader described above, when power is transmitted to traveling parts such as left and right traveling wheels or traveling crawlers, power is transmitted from an engine mounted on a traveling machine body in the working vehicle to a transmission case. Thus, it is configured to output to the left and right traveling parts via the transmission mechanism of the transmission case.

In this case, in the conventional work vehicle, the engine is mounted on the front part of the traveling machine body, and the engine is arranged in an openable / closable bonnet. In addition, the tank cover is attached to the traveling machine body behind the bonnet, the fuel tank is disposed in the tank cover, and the fuel filler opening for refueling the fuel tank is assembled to the upper surface side of the tank cover via the oil receiver. (For example, refer to Patent Document 1). Also, a sealing material made of synthetic resin (a weather strip that is formed by continuously extruding a mounting bracket on a continuous vulcanized extrusion molded product) is placed on the machine-side component facing the openable bonnet, or on the side edge of the bonnet, etc. It is also known to close the gap between the bonnet and the tank cover or the gap between the cabin and the hood (for example, FIG. 5 of Patent Document 1 or FIG. 10 of Patent Document 2). reference).
JP-A-3-292275 JP 2003-320962 A

  In the prior art, the sealing material made of synthetic resin is composed of a fixed portion in which a mounting bracket (core metal) is embedded and a hollow crimping portion that can be deformed by elastic pressure, and is made of a thin plate component (sheet metal component) such as a bonnet. (Or molded part) is fixed to the side edge of the sealing material, and the gap between the bonnet and the tank cover or the gap between the cabin and the bonnet is closed by the crimping part of the sealing material. It was. Therefore, when the tank cover is continuously arranged on the rear end side of the bonnet, it is necessary to extend the sealing material over the upper surface side and both the left and right sides of the bonnet and the tank cover. As described above, when one seal material is formed long, for example, in the assembly work of the seal material, the seal material may be bent in the middle, and the fixing portion of the seal material may be deformed. In that case, there is a problem that the fixing portion of the sealing material cannot be easily fitted to the side edge of the bonnet or the tank cover. Further, since a crease (texture pattern) is formed on the surface of the fixing portion of the sealing material by fitting with the bonnet or the tank cover, the bonnet can be maintained in order to maintain a good appearance of the connecting portion between the bonnet and the tank cover. Alternatively, it is necessary to dispose a sealing material inside the tank cover, and there is a problem that a structure for closing the gap between the bonnet and the tank cover cannot be easily configured.

  An object of the present invention is to easily provide a sealing structure for closing a gap between a bonnet and a tank cover while allowing a fixing portion of a sealing material to be easily fitted to a side edge of the bonnet or a tank cover. A work vehicle that can be configured is provided.

In order to achieve the above object, a work vehicle according to a first aspect of the present invention includes an engine mounted on a traveling machine body, an openable / closable bonnet that covers the engine, a fuel tank that supplies fuel to the engine, and the fuel A tank cover that covers the tank; and a synthetic resin sealing material that closes a gap between the bonnet and the tank cover. An oil receiver is disposed on the tank cover, and the fuel is received by the oil receiver. In the work vehicle configured to receive the fuel leaked from the fuel filler port of the tank, the oil receiver includes an edge of the bonnet and an edge of the tank cover facing the edge of the bonnet. the closed field barrier for closing the gap between, integrally formed, extending one end of the barrier closed field toward from the oil receiving body on the surface side of the hood, the tank cover A tray mounting hole is formed on the front end side of the upper surface, the oil receiving body is fitted into an opening edge of the tray mounting hole, and the oil receiving body is disposed at a substantially center of the left and right width of the upper surface of the tank cover. The left and right sealing materials are fitted to the left and right front end edges, the gap between the left and right widths of the bonnet and the tank cover is closed by the blocking body, and the left and right sides of the bonnet and the tank cover are closed. The gap on both sides is configured to be closed by the cover body .

According to a second aspect of the present invention, in the work vehicle according to the first aspect , the fuel tank is disposed behind the engine, the tank cover is disposed behind the bonnet, and continuous vulcanization is performed. The sealing material formed by simultaneously extruding a mounting bracket on an extruded product is fitted to the front edge of the tank cover facing the rear edge of the bonnet, A cover body made of foamed resin is bonded to a side surface, one end side of the shielding body is extended to the outer surface of the bonnet, and the bonnet and the tank cover except for a gap blocked by the shielding body The gap between them is configured to be closed by the cover body.

  According to the first aspect of the present invention, an engine mounted on a traveling machine body, an openable / closable bonnet that covers the engine, a fuel tank that supplies fuel to the engine, a tank cover that covers the fuel tank, and the A fuel made of a synthetic resin sealing material that closes a gap between the bonnet and the tank cover, and an oil receiver is disposed on the tank cover, and the fuel leaked from the fuel filler port of the fuel tank by the oil receiver. In the work vehicle configured to receive the oil, the oil receiving body includes a shield for closing a gap between an edge of the bonnet and an edge of the tank cover facing the edge of the bonnet. Since the closed body is integrally formed and one end side of the closing body is extended from the oil receiving body toward the surface side of the bonnet, for example, the upper surface of the tank cover By placing the barrier closed field in the center of the horizontal width can be arranged by dividing the seal member on the left and right on the left and right both sides of the barrier closed field. By dividing the sealing material into left and right, the length of one sealing material can be formed short, so that in the assembling operation or the like, the sealing material is bent and the fixing portion of the sealing material is deformed. Can be prevented. Therefore, the sealing material can be easily fitted to the rear end edge of the bonnet or the front end edge of the tank cover. In addition, by forming the shielding body integrally with the oil receiver, a seal structure between the bonnet and the tank cover can be easily configured without increasing the number of components.

Further , a tray mounting hole is formed on a front end side of the upper surface of the tank cover, the oil receiving body is fitted into an opening edge of the tray mounting hole, and the oil receiving body is disposed at substantially the center of the left and right width of the upper surface of the tank cover. And the left and right front end edges of the tank cover are fitted with the left and right sealing materials, the gap between the left and right widths of the bonnet and the tank cover is closed by the blocking body, and the bonnet and since those configured so as to close the gap between the left and right both sides of the tank cover in cover member, it is possible to utilize the right and left sides of the barrier closed field hide the end face of the sealing material, wherein It is possible to easily prevent the end face of the sealing material from being exposed. Further, since the blocking body can be positioned on the machine center line in the front-rear direction of the traveling machine body, for example, by moving the front end side of the bonnet up and down around the fulcrum on the rear end side of the bonnet, Even if the bonnet is greatly opened and closed, the bonnet and the blocking body can be easily prevented from interfering with each other.

According to the second aspect of the present invention, the fuel tank is disposed on the rear side of the engine, the tank cover is disposed on the rear side of the bonnet, and the mounting bracket is simultaneously extruded to the continuously vulcanized extruded product. The sealing material formed by molding is fitted to the front end edge of the tank cover facing the rear end edge of the bonnet, and a foamed resin cover body is provided on the outer surface of the sealing material. The gap between the bonnet and the tank cover excluding the gap closed by the shielding body is extended by the cover body by extending one end side of the shielding body to the outer surface of the bonnet. Even if a crease (texture pattern) is formed on the surface of the sealing material by the operation of fitting the sealing material on the front edge of the tank cover, the cover body Wrinkles can be hidden (grain pattern), maintaining good appearance of the seal structure between the tank cover and the hood. Further, for example, even if a gap is formed in a non-uniform size between the bonnet and the tank cover, or between the bonnet and the sealing material, the shielding body and the cover body Since the gap between the bonnet and the sealing material can be reliably blocked, the assembling workability of the bonnet or the sealing material can be easily improved.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, drawings when an embodiment of the present invention is applied to a farm tractor as a work vehicle will be described. 1 is a right side view of the entire tractor, FIG. 2 is a plan view of the entire tractor, FIG. 3 is a perspective view of the traveling aircraft, FIG. 4 is a plan view of pedals and the like operated by the operator, and FIG. FIG. 6 is a side view of the front part of the traveling machine body, FIG. 7 is a perspective view of the front part of the traveling machine body, FIG. 8 is a side view of the forward pedal, the reverse pedal, the transmission link mechanism, and the like. 9 is an enlarged side view of the forward pedal and the reverse pedal in FIG. 8, FIG. 10 is a plan view of the forward pedal and the reverse pedal, and FIG. 11 is a side view of the operation of the cruise lever and the like.

  As shown in FIGS. 1 to 3, the tractor 1 supports a traveling machine body 2 with a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3, and an engine 5 mounted on the front portion of the traveling machine body 2. The two rear wheels 4 and the two front wheels 3 are driven to drive forward and backward. The traveling machine body 2 has an engine frame 8 having a front bumper 6 and a front axle case 7, a clutch housing 10 having a main clutch 9 for interrupting power output from the engine 5, and a speed change of the engine 5 as appropriate. A transmission case 11 for transmitting to the rear wheels 4 and the front wheels 3, a transmission front case 12 for connecting the transmission case 11 to the clutch housing 10, and outward from the outer surface of the clutch housing 10. It comprises a pair of left and right step frames 13 that are detachably mounted so as to protrude.

  The rear end side of the engine frame 8 is connected to the left and right outer surfaces of the engine 5. The front side of the clutch housing 10 is connected to the rear side of the engine 5. The front side of the mission case 11 is connected to the rear side of the clutch housing 10 via a mission front case 12.

  The engine 5 is covered with a hood 14. A steering column 15 is erected on the upper surface of the clutch housing 10. A steering handle 16 that is steered by moving the front wheels 3 to the left and right is disposed on the upper surface side of the steering column 15. A control seat 17 is disposed on the upper surface of the mission case 11. Flat step floor plates 18 are respectively provided on the upper surfaces of the pair of left and right step frames 13. Both front wheels 3 are attached to the engine frame 8 via a front axle case 7. Further, as shown in FIG. 3, both rear wheels 4 are connected to the transmission case 11 via a rear axle case 11a that is detachably mounted so as to protrude outward from the outer surface of the transmission case 11. Installed. The upper surface side of both rear wheels 4 is covered with left and right rear fenders 4a. Further, a lops frame 2 a is erected on the traveling machine body 2 behind the control seat 17.

  On the upper surface of the transmission case 11, a hydraulic working machine lifting mechanism 20 for lifting and lowering a crushing working machine 19 such as a wood chipper connected to the rear part of the traveling machine body 2 is detachably attached. Further, a rear PTO shaft 21 for transmitting a driving force to the work machine 19 is provided on the rear side surface of the transmission case 11 so as to protrude rearward. The work machine 19 is connected to the rear portion of the mission case 11 via a three-point link mechanism 24 including a pair of left and right lower links 22 and one top link 23. When the left and right lift arms 20a of the work implement lifting mechanism 20 are connected to the left and right lower links 22 via the lift links 20b and the work implement lift mechanism 20 is operated, the work implement 19 moves up and down. .

  A hydrostatic continuously variable transmission (HST) 25 described later is disposed on the front side surface of the mission front case 12. The hydrostatic continuously variable transmission 25 is installed in the rear part of the clutch housing 10. The rotation of the engine 5 is transmitted to the continuously variable transmission 25 via a main drive shaft 26 that protrudes rearward from the main clutch 9, and then the output from the continuously variable transmission 25 is transmitted to the auxiliary transmission gear mechanism in the transmission case 11. The speed is appropriately changed at 27 and transmitted to both the rear wheels 4 and the front wheels 3. On the other hand, a mid PTO shaft 28 protruding forward is disposed at the bottom of the mission case 11. The rotation of the engine 5 from the main drive shaft 26 is transmitted to the rear PTO shaft 21 and the mid PTO shaft 28. That is, the crushing work machine 19 or the rotary work machine (not shown) arranged behind the traveling machine body 2 is driven via the rear PTO shaft 21. Further, a mower working machine 29 for lawn mowing disposed below the traveling machine body 2 between the front wheel 3 and the rear wheel 4 is driven via the mid PTO shaft 28.

  Next, with reference to FIGS. 3 to 5, the structure of the control unit operated by the operator of the control seat 17 will be described. A clutch pedal 31 for disengaging the main clutch 9 is disposed on the left side of the control column 15 protruding upward from the floor plate 18 in front of the control seat 17. The clutch pedal 31 is connected to a clutch disengaging mechanism 39 that disengages the main clutch 9 and a clutch-containing spring 9b that maintains the clutch pedal 31 in the initial position, and the clutch pedal 31 is maintained in the initial position by the clutch-containing spring 9b. Will be. A clutch operating shaft 39a is pivotally supported on the clutch housing 10, and a release fork of the clutch disengaging mechanism 39 in the clutch housing 10 is disposed on the clutch operating shaft 39a. Further, a boss 31b at the base end of the pedal arm 31a of the clutch pedal 31 is rotatably fitted to a brake operation shaft 30 which will be described later, and the clutch pedal 31 is connected to the clutch operation shaft 39a via the clutch operation link mechanism 40. (See FIG. 5). By depressing the clutch pedal 31, the main clutch 9 is disengaged. The clutch operation link mechanism 40 includes a first clutch link 40a fixed to the boss portion 31b, a second clutch link 40b fixed to the clutch operation shaft 39a, and a clutch rod 40c connected to the links 40a and 40b. Consists of.

  On the other hand, a single brake pedal 33 for operating the left and right rear wheel braking brake mechanism 32 and a parking brake lever 34 are arranged to the right of the steering column 15. The brake pedal 33 is connected with a left and right rear wheel braking brake mechanism 32 via left and right brake rods 32a. Accordingly, the brake mechanism 32 is operated by the operation of the brake pedal 33, and the left and right rear wheels 4 are braked. Further, the brake pedal 33 is maintained at the depressed position by the operation of the parking brake lever 34, and the braking of the rear wheel 4 is continued even if the operator removes his / her foot from the brake pedal 33. A brake operation bearing portion 10a is integrally formed at the bottom of the clutch housing 10 by casting. A brake operation shaft 30 is pivotally supported on the brake operation bearing portion 10a (see FIG. 8). The left and right brake rods 32a are connected to the brake pedal 33 via the brake operation shaft 30 (see FIG. 5).

  Further, to the right of the steering column 15, there are a forward pedal 36 and a reverse pedal 37 that operate the trunnion arm 35 for speed change operation of the continuously variable transmission 25, and a cruise lever 38 that maintains the forward pedal 36 in the stepping operation position. Is arranged (see FIG. 3). A trunnion arm 35 is connected to the forward pedal 36 and the reverse pedal 37 via a speed change link mechanism 41, and the stepless transmission 25 is operated by a stepping operation of the forward pedal 36 or the reverse pedal 37, so that the continuously variable transmission 25 can move forward or reverse. A shifting operation is performed.

  An accelerator lever 42 for adjusting the rotational speed of the engine 5 is disposed on the right side of the steering column 15 (see FIG. 2). In addition, a parking brake lever 34 and a cruise lever 38 are disposed below the steering handle 16 and on the back surface of the steering column 15 where the operator's feet sitting on the steering seat 17 are difficult to hit. On the other hand, on the left side of the control seat 17, there are arranged a sub transmission operation lever 43 for switching the sub transmission gear mechanism 27 and a mid PTO clutch lever 44 for operating the mid PTO shaft 28 (see FIG. 2). On the right side of the control seat 17, an elevating operation lever 45 that operates the working machine elevating mechanism 20 and a rear PTO clutch lever 46 that operates the rear PTO shaft 21 are arranged (see FIG. 2).

  Next, the structure of the front part of the traveling machine body 2 such as the engine 5, the bonnet 14, and the steering column 15 will be described with reference to FIGS. As shown in FIGS. 6 and 7, a radiator 47, an air cleaner 48, a battery 49, and the like are arranged on the upper side of the engine frame 8 in front of the engine 5 via an engine room front side frame 50. A front blocking plate 51 is extended to the left and right and above the radiator 47, and a gap formed between the bonnet 14 and the radiator 47 is blocked by the front blocking plate 51. The bonnet 14 includes an upper bonnet 14a, left and right side bonnets 14b, and a front bonnet 14c. Outside air is sucked by the cooling fan 52 in front of the engine 5 in the direction of the engine 5 from the front surface of the radiator 47 through the front bonnet 14c forming a front grille that can be ventilated.

  As shown in FIG. 6, the upper bonnet 14a and the front bonnet 14c are integrally connected via a hood front frame 53 and the like. An engine room 54 in which the engine 5 is installed is formed between the front blocking plate 51 and the rear blocking plate 55. A rear-side shielding plate 55 is erected along the rear surface of the engine 5, the rear side of the engine 5 is blocked by the rear-side shielding plate 55, the engine room 54 is opened downward, and the outside air drawn in by the cooling fan 52 is removed. It is discharged below the engine 5.

  A handle post 57 is erected on the upper surface of the clutch housing 10 behind the rear blocking plate 55 via a handle frame 56, and the steering handle 16 is assembled to the upper end of the handle post 57 (see FIG. 6). . A tank frame 58 is connected to the upper surface side of the handle frame 56 and the upper end side of the rear shielding plate 55, and the fuel tank 59 is detachably attached to the tank frame 58. The steering column 15 includes a tank cover 60, a post cover 61, and a meter panel box 62. A fuel tank 59 for supplying fuel to the engine 5 is disposed in the tank cover 60. An oil cap 64 is disposed on the upper surface of the tank cover 60 via an oil tray 63 (see FIG. 7). The fuel cap 64 is removed and the fuel tank 59 is refilled with fuel.

  Note that the left and right and the rear of the handle post 57 are covered with the post cover 61. A meter panel box 62 is arranged on the upper surface side of the tank cover 60 and the post cover 61.

  As shown in FIG. 6, the bonnet fulcrum frame 65 is disposed at the connecting portion between the tank frame 58 and the rear blocking plate 55. A bonnet support frame 67 is rotatably connected to the bonnet fulcrum frame 65 via a bonnet opening / closing fulcrum shaft 66. The inner surface of the rear part of the upper bonnet 14 a is fixed to the bonnet support frame 67. Strut links 69 and 70 are connected to a bonnet stand 68 disposed on the upper surface of the engine 5 and a bonnet support frame 67. By lifting the upper bonnet 14a and the front bonnet 14c upward, the tension links 69 and 70 are deployed, supported at the positions where the upper bonnet 14a and the front bonnet 14c are opened, and on the upper side and front of the engine room 54 Will be released.

  As shown in FIG. 7, a U-shaped bonnet hook 71 is fixed to the lower end side of the bonnet front frame 53. A bonnet lock mechanism 73 having a release lever 72 is disposed on the engine frame 8. The bonnet hook 71 is locked to the engine frame 8 through the bonnet lock mechanism 73, and the upper bonnet 14a and the front bonnet 14c are supported in the closed position. By operating the release lever 72 and releasing the bonnet hook 71 from the bonnet lock mechanism 73, the upper bonnet 14a and the front bonnet 14c can be moved to the open position.

  Further, as shown in FIG. 7, the rear end side of the laterally V-shaped pressure receiving plate 74 is fixed to the engine room front side frame 50, and the pressure receiving plate 74 projects forward from the engine room front side frame 50. On the front end side of the pressure receiving plate 74, a closed support guide notch 75 having a V-shape in a plan view that is wide at the front is formed. When the upper bonnet 14 a and the front bonnet 14 c move from the open position to the close position, the bonnet front frame 53 is fitted into the close support guide notch 75 immediately before the bonnet hook 71 is locked to the bonnet lock mechanism 73. The bonnet front frame 53 is engaged with the pressure receiving plate 74 via the closed support guide notch 75, the bonnet front frame 53 is positioned and supported by the pressure receiving plate 74, and the upper bonnet 14a and the front bonnet 14c are closed. Will be moved to.

  That is, the engagement between the closed support guide notch 75 and the bonnet front frame 53 corrects the lateral displacement of the bonnet hook 71 with respect to the bonnet lock mechanism 73. Therefore, the upper bonnet 14a and the front bonnet 14c are The bonnet hook 71 is locked to the bonnet lock mechanism 73 only by the operation of moving from the open position to the close position (see FIGS. 21 and 22). The upper bonnet 14a and the front bonnet 14c can be easily moved from the open position to the closed position.

  In the state where the upper bonnet 14a and the front bonnet 14c are locked in the closed position, the left and right sides of the upper bonnet 14a and the front bonnet 14c are engaged by the engagement of the closed support guide notch 75 and the bonnet front frame 53. Since movement in the direction (lateral movement) is prevented, the spring force of the bonnet lock mechanism 73 for retaining and maintaining the bonnet hook 71 can be reduced, and the release lever 72 can be easily operated with a small force.

  Next, the drive structure of the front wheel 3 will be described with reference to FIG. A four-wheel drive switching mechanism 76 that transmits driving force from the auxiliary transmission gear mechanism 27 to the front wheels 3 is provided in the transmission front case described above. The four-wheel drive switching mechanism 76 has a front wheel drive gear (not shown), a front wheel output clutch, and a front wheel output shaft. By turning on and operating the front wheel output clutch of the four-wheel drive switching mechanism 76, the output rotation of the auxiliary transmission gear mechanism 27 is transmitted from the four-wheel drive switching mechanism 76 to the front wheel transmission shaft 77, and from the front wheel transmission shaft 77. It is transmitted to the front axle case 7, transmitted from the front axle case 7 to the front wheel 3, and the front wheel 3 is driven. That is, the tractor 1 moves in a four-wheel drive state in which the left and right front wheels 3 and the left and right rear wheels 4 are driven.

  Note that by operating the front wheel output clutch of the four-wheel drive switching mechanism 76, the driving of the front wheels 3 is stopped, and the tractor 1 moves in a two-wheel drive state in which the left and right rear wheels 4 are driven.

  Next, with reference to FIGS. 8 to 11, the mounting structure of the forward pedal 36 and the reverse pedal 37 will be described. As shown in FIGS. 8 and 11, the base frame 90 is detachably fastened to the side surface on the right side in the traveling direction of the clutch housing 10 by a plurality of bolts 91. A vertical plate 94 is integrally fixed to the base frame 90 by welding via front and rear horizontal plates 92 and 93.

  That is, the pedal unit frame 89 that is rectangular in plan view for assembling the forward pedal 36 and the reverse pedal 37 is formed of the base frame 90, the front and rear side plates 92 and 93, and the vertical side plate 94. The pedal unit frame 89 is disposed on the right side surface of the clutch housing 10 below the right step frame 13 in the traveling direction (forward).

  As shown in FIG. 10, the base frame 90 and the vertical side plate 94 extend along the right side surface of the clutch housing 10 so as to be substantially parallel to the front-rear direction (traveling direction) of the traveling machine body 2. A forward pedal shaft 95 and a reverse pedal shaft 96 are rotatably supported on the base frame 90 and the vertical side plate 94, and the forward pedal shaft 95 and the reverse pedal shaft 96 are arranged between the front and rear lateral plates 92 and 93. One end side of the forward pedal shaft 95 and the reverse pedal shaft 96 protrudes outward of the vertical side plate 94. A boss 98 on the base end side of the pedal arm 97 of the forward pedal 36 is fitted on one end side of the forward pedal shaft 95 on the outer side of the vertical side plate 94. Further, the boss portion 100 on the base end side of the pedal arm 99 of the reverse pedal 37 is fitted on one end side of the reverse pedal shaft 96 on the outer side of the vertical side plate 94.

  Therefore, the forward pedal 36 and the reverse pedal 37 are disposed so as to be rotatable around the axis of the forward pedal shaft 95 and the reverse pedal shaft 96. The pedal arm 97 of the forward pedal 36 and the pedal arm 99 of the reverse pedal 37 are projected obliquely forward and upward from the forward pedal shaft 95 and the reverse pedal shaft 96, and the reverse pedal 37 is obliquely rearward of the forward pedal 36. Is arranged. Both the forward pedal 36 and the reverse pedal 37 are stepped on in substantially the same direction diagonally forward and downward. The stepping operation directions (obliquely forward and downward) of the clutch pedal 31, the brake pedal 33, the forward pedal 36, and the reverse pedal 37 described above substantially coincide with each other.

  As shown in FIG. 9, stop arms 101 and 102 are fixed to the boss portion 98 of the forward pedal shaft 95 and the boss portion 100 of the reverse pedal shaft 96. Bolt-shaped forward stoppers 103 and reverse stoppers 104 for bringing the stop arms 101 and 102 into contact with each other are disposed on the outer surface of the vertical side plate 94. The forward stopper 103 and the backward stopper 104 are screwed to the stopper receiving bracket 105 fixed to the vertical side plate 94 by welding so that the positions of the forward stopper 103 and the backward stopper 104 can be adjusted. Accordingly, the stop arms 101 and 102 come into contact with the forward stopper 103 and the reverse stopper 104, the stepping operation in the speed increasing direction of the forward pedal 36 and the reverse pedal 37 is restricted, and the maximum speed on the forward side and the reverse side is set to the forward stopper 103. And the reverse stopper 104 is set.

  As shown in FIGS. 9 and 10, the base end portion of the pressing arm 106 is fixed to the forward pedal shaft 95, and the abutting roller 108 is rotatable at the distal end portion of the pressing arm 106 via the roller shaft 107. Pivot. Further, the base end portion of the swing arm 109 is fixed to the reverse pedal shaft 96. A pressure receiving piece 110 and a locking piece 111 are integrally formed on the swing arm 109. A pressure receiving piece 110 is brought into contact with the contact roller 108, and a tension spring 112 is connected to the roller shaft 107 and the locking piece 111. Therefore, the contact roller 108 and the pressure receiving piece 110 always come into contact with each other by the spring force of the tension spring 112.

  Further, as shown in FIGS. 9 and 10, the base end portion of the transmission arm 113 is fixed to the reverse pedal shaft 96, and the distal end portion of the transmission arm 113 is expanded and contracted via the connecting pin 114 and the joint bracket 115. One end of the adjustable speed change rod 116 is connected. The other end side of the speed change rod 116 is connected to the above-described trunnion arm 35 via a connecting shaft 117.

  Further, a neutral holding spring 119 sandwiched between the clutch housing 10 via a spring holder 118 is disposed. A locking shaft 121 is fixed to the clutch housing 10 via a neutral adjusting body 120. Both ends of the neutral holding spring 119 are locked to the connecting shaft 117 and the locking shaft 121. The neutral adjustment body 120 is fixed to the clutch housing 10 by one fulcrum bolt 122 for neutral adjustment and two neutral adjustment bolts 123. The neutral adjustment bolt 123 is passed through the long hole-type neutral adjustment hole 124 of the neutral adjustment body 120. A shift regulation hole 125 is formed in the neutral adjustment body 120, and the connecting shaft 117 is passed through the long hole-type shift regulation hole 125.

  As shown in FIG. 9, the transmission restriction hole 125 is formed long in the circumferential direction around the trunnion shaft 88 provided with the trunnion arm 35. Therefore, the lower end side of the trunnion arm 35 that hangs substantially vertically downward from the trunnion shaft 88 around the trunnion shaft 88 in the continuously variable speed range in which the connecting shaft 117 moves in the speed change restriction hole 125 is the forward side ( It will rotate backwards or backward (forward).

  On the other hand, the neutral adjustment hole 124 of the neutral adjustment body 120 is formed long in the circumferential direction around the fulcrum bolt 122. Accordingly, the neutral adjustment bolt 123 is loosened, the neutral adjustment body 120 is rotated around the fulcrum bolt 122, the locking shaft 121 is moved to adjust the neutral (output zero) position, and the shift restriction hole 125 is By moving, the continuously variable transmission range of the connecting shaft 117 is adjusted.

  As shown in FIGS. 9 and 10, the base end portion of the pedaling force adjusting link 126 is fixed to the forward pedal shaft 95. One end side of the pedal force frame 129 is connected to one of a plurality of pedal force adjustment holes 127 formed in the pedal force adjustment link 126 via a pedal force adjustment pin 128. In addition, the base end portion of the connection link 131 and the base end portion of the treading force link 132 are fixed to the rotatable cylindrical shaft body 130 on the brake operation shaft 30 described above. The distal end portion of the connection link 131 is connected to the other end side of the pedaling force frame 129 via a connection pin 133. A pedal force damper 135 is connected to the tip of the pedal force link 132 via a support pin 134. The pedal force damper 135 is assembled to the outer side of the clutch housing 10 via a damper mounting shaft 136 (see FIG. 5).

  Next, the shifting operation of the continuously variable transmission 25 executed by operating the forward pedal 36 and the reverse pedal 37 will be described. First, when an operator sitting on the control seat 17 depresses the forward pedal 36 with the right foot, the pressing arm 106 is rotated around the forward pedal shaft 95 and the swing arm 109 is moved by the contact roller 108 to the reverse pedal shaft. Rotate around 96. The transmission arm 113 on the reverse pedal shaft 96 is rotated by the rotation of the swing arm 109, the transmission rod 116 is pushed by the transmission arm 113, and the trunnion arm 35 and the trunnion shaft 88 against the neutral holding spring 119 force. Rotates in the forward direction (clockwise in FIG. 9), operates the continuously variable transmission 25 forward, drives the front wheels 3 and the rear wheels 4 forward, and moves the traveling machine body 2 in the forward direction. Let

  Therefore, when the forward pedal 36 is depressed, the moving speed of the traveling machine body 2 can be changed in proportion to the amount of depression of the forward pedal 36, and until the stop arm 101 comes into contact with the forward stopper 103 or the connecting shaft 117 is controlled to change speed. The forward pedal 36 can be depressed to increase the speed toward the forward side until it contacts the one end side of the hole 125. Further, when the forward pedal 36 is stepped on and the swing arm 109 is rotated, the reverse pedal 37 is rotated around the reverse pedal shaft 96 in the direction opposite to the stepping operation direction.

  On the other hand, when the operator sitting on the control seat 17 steps on the reverse pedal 37 with the right foot, the speed change arm 113 on the reverse pedal shaft 96 is rotated via the swing arm 109 and the speed change arm 113 changes the speed change rod. 116 is pulled, and the trunnion arm 35 and the trunnion shaft 88 are rotated in the reverse direction (counterclockwise in FIG. 9) against the force of the neutral holding spring 119, and the above-described continuously variable transmission 25 is operated in the reverse direction. Then, the front wheel 3 and the rear wheel 4 are driven backward, and the traveling machine body 2 is moved in the reverse direction.

  Therefore, when the reverse pedal 37 is depressed, the moving speed of the traveling machine body 2 can be changed in proportion to the amount of depression of the reverse pedal 37 until the stop arm 102 comes into contact with the reverse stopper 104 or the connecting shaft 117 is controlled to change speed. The reverse pedal 37 can be depressed to increase the reverse speed until it contacts the other end of the hole 125. Further, when the reverse pedal 37 is depressed, the pressing arm 106 is rotated via the contact roller 108 by the rotation of the swing arm 109, and the forward pedal 36 is moved in the direction opposite to the stepping operation direction. It is rotated around 95.

  When the foot is released from the forward pedal 36 or the reverse pedal 37, the forward pedal 36 and the reverse pedal 37 gently return to the neutral position (output zero position) by the regulation of the pedal force damper 135 by the neutral holding spring 119 force, The shift output of the continuously variable transmission 25 is maintained at substantially zero.

  Next, with reference to FIGS. 9 and 11, a vehicle speed maintaining mechanism (auto cruise mechanism) for holding the forward pedal 36 described above at a predetermined depression position and keeping the vehicle speed of the traveling machine body 2 constant will be described. . The vehicle speed maintaining mechanism 141 includes a plurality of locking claws 142 and a single locking body 143 that are detachably engaged. The locking body 143 and the locking claw 142 are disposed so as to face each other so as to be able to contact and separate.

  As shown in FIG. 8, one end side of the clutch operating shaft 39a protrudes from the clutch housing 10 to the right side of the traveling machine body 2 in the traveling (forward) direction, and a side view L appears at the protruding end of the clutch operating shaft 39a. The middle of the locking link 144 is pivotally supported, one end side of the locking link 144 is connected to the cruise lever 38 as a manual operation lever, and the other end side of the locking link 144 is a protrusion-type engagement. The stop body 143 is integrally formed. As shown in FIGS. 1 and 4, the grip portion 38 a of the cruise lever 38 is disposed on the right side of the rear surface of the steering column 15 and directly below the steering handle 16. That is, the operator's hand can easily reach the grip 38a of the cruise lever 38 while sitting on the control seat 17, and the cruise lever 38 is not frequently used, so that the operator does not get in and out of the machine. Thus, the grip portion 38a of the cruise lever 38 is arranged at a place where it does not hit the operator's foot even if it sits on the control seat 17. Further, a grip portion 38a of the cruise lever 38 is arranged in the vicinity of the lower surface of the steering handle 16 at a place where it is difficult to operate from the outside of the machine so as not to be erroneously operated.

  As shown in FIG. 11, one end side of a locking arm 145 having an arcuate side view is connected to the forward pedal shaft 95, and a plurality of locking claws 142 are continuously provided on the outer peripheral edge of the other end side of the locking arm 145. Form. The direction in which the locking body 143 is engaged with or disengaged from the locking claw 142 is made substantially orthogonal to the tangential line of the circumferential trajectory in which the locking arm 145 rotates by the neutral holding spring 119. The engaging surfaces of the locking claw 142 and the locking body 143 are substantially orthogonal to the tangential line of the circular locus on which the locking arm 145 rotates. Therefore, when the forward pedal 36 is further depressed in the speed increasing direction, the locking body 143 is disengaged by the speed increasing side locking claw 142 adjacent to the locking claw 142 engaged with the locking body 143. The engagement between the locking claw 142 and the locking body 143 is released.

  That is, the shape of the locking claw 142 and the locking body 143 is such that the rotational moment that the locking arm 145 rotates by the neutral holding spring 119 acts as a force for engaging the locking body 143 with the locking claw 142. Form. The turning force (neutral holding spring 119 force) of the locking arm 145 that engages the locking body 143 with the locking claw 142 is the force of the cutting holding spring 146 for holding the cruise lever 38 at the cutting position of the steering column 15. It becomes several times larger than (the force for releasing the locking body 143 from the locking claw 142) or several times larger than the operating force for the operator to move the cruise lever 38 from the vehicle speed maintaining position (entering position) to the cutting position. Thus, the latching arm 145 is configured to return to the initial position by the neutral holding spring 119.

  Therefore, the locking body 143 is not detached from the locking claw 142 by the force that returns the cruise lever 38 to the cutting position by the cutting holding spring 146. Further, the locking body 143 is not detached from the locking claw 142 by the pushing operation force that the operator returns the cruise lever 38 from the vehicle speed maintaining position (entering position) to the cutting position. The rotational moment that the locking arm 145 is rotated by the neutral holding spring 119 acts as an engaging force on the locking claw 142 and the locking body 143, and the forward pedal 36 is returned from the depressed position to the initial position, so that the vehicle speed is substantially zero. The engagement of the locking claw 142 and the locking body 143 can be maintained by a neutral holding spring 119 force as an initial position return spring for this purpose.

  Next, the vehicle speed maintaining operation (auto cruise operation) of the vehicle speed maintaining mechanism (auto cruise mechanism) 141 described above will be described with reference to FIGS. When the cruise lever 38 is pulled up against the holding spring 146 by the operator while the forward pedal 36 is depressed by the operator, the locking link 144 is moved from the virtual line position to the solid line position as shown in FIG. It rotates around the clutch operating shaft 39a, and the locking body 143 is engaged with the locking claw 142. Therefore, even if the operator removes his / her foot from the forward pedal 36, the forward pedal 36 is maintained in the depressed position, the front wheels 3 and the rear wheels 4 are driven at a substantially constant speed, and tilling work etc. while moving at a substantially constant speed. Is done. On the other hand, when the forward pedal 36 is stepped on by the operator in a state in which the locking body 143 is engaged with the locking claw 142, the locking body 143 is released from the locking claw 142, and the cruise lever 38 and the engagement lever are engaged. The stop link 144 is cut from the solid line position to the virtual line position (initial position) and returned by the holding spring 146, and the vehicle speed holding operation (auto cruise operation) that moves at a substantially constant speed is released.

  Next, the fuel tank 59 mounting structure described above will be described with reference to FIG. 6, FIG. 12 to FIG. The tank frame 58 described above includes left and right rear frames 58a erected on the left and right sides of the upper surface of the handle frame 56 with the handle post 57 interposed therebetween, and left and right side frames 58b fastened to the upper end side of the rear frame 58a. The rear end side of the side frame 58 b is connected to the rear frame 58 a with a bolt, the front end side of the side frame 58 b is extended forward from the fuel tank 59, and the front end side of the side frame 58 b is fastened to the rear blocking plate 55.

  The upper support frame 215 fastened to the front inner surface of the side frame 58 b and the lower support frame 216 connected to the handle frame 56 are provided. Side ribs 59a of the fuel tank 59 are fastened to the upper support frame 215 and the lower support frame 216 via vibration-proof rubber 217. That is, the fuel tank 59 is supported by the upper support frame 215 and the lower support frame 216 via the vibration isolating rubber 217. The left and right outer sides of the fuel tank 59 are surrounded by left and right side frames 58b. The front and rear outer sides of the fuel tank 59 are surrounded by the rear shielding plate 55, the left and right rear frames 58a, and the handle posts 57.

  Next, the bonnet 14 mounting structure described above will be described with reference to FIGS. The left and right ends of the bonnet fulcrum frame 65 are connected to the left and right upper support frames 215 via the left and right fulcrum position adjustment frames 217. The left and right fulcrum position adjustment frames 217 are fastened to the left and right upper support frames 215 via two left and right direction adjustment bolts 218 so that the position adjustment in the left and right direction is possible. The left and right ends of the bonnet fulcrum frame 65 are fastened to the left and right fulcrum position adjustment frames 217 via two front and rear direction adjustment bolts 219 so that the position adjustment in the front and rear direction is possible.

  A rear end side of the upper bonnet 14 a is integrally fixed to a bonnet support frame 67 supported on the bonnet fulcrum frame 65 via a bonnet opening / closing fulcrum shaft 66 via a bonnet support 220. The horizontal adjustment bolt 218 is loosened to adjust the mounting position of the bonnet opening / closing fulcrum shaft 66 in the left-right direction, while the longitudinal adjustment bolt 219 is loosened to adjust the mounting position of the bonnet opening / closing fulcrum shaft 66 in the front-rear direction.

  Next, with reference to FIG. 6, FIG. 7, FIG. 12 to FIG. 17, etc., a mounting structure for the tank cover 60 and the like according to the embodiment of the present invention will be described. As shown in FIG. 13 and FIG. 17, the lower cover 261 that covers the upper side of the clutch case 10 described above is provided, and the lower cover 261 is fastened to the clutch case 10 or the like. The lower cover 261 is disposed below the post cover 61 and behind the tank cover 60.

  As shown in FIGS. 13 and 17, the tank cover 60 includes a plurality (ten) of screw seats 55 a and 55 b of the rear blocking plate 55 and screw seats 58 c, 58 d and 58 e of the tank frame 58. The tap screws 262 are detachably fastened. On the rear surface of the tank cover 60, recesses 60 a and 60 b are formed for internally installing the heads of the tap screws 262. The recesses 60a and 60b are formed in a shape that is substantially flush with the side surface direction of the tank cover 60 (see FIGS. 18 and 20). Water or dust in the recesses 60a and 60b is discharged from the open side on the side of the recesses 60a and 60b, and dust and the like are prevented from accumulating in the recesses 60a and 60b.

  The air cut plate 263 is fixed together with the tank cover 60 to the screw seat 55a of the rear shielding plate 55 and the screw seat 58c of the tank frame 58 by joint fastening. The air cut plate 263 prevents the warm air in the engine room 54 from moving to the rear of the fuel tank 59. The rear shielding plate 55, the tank frame 58, the tank cover 60, and the air cut plate 263 are reinforced to improve their rigidity and connection strength.

  On the other hand, a rubber bump 265 is disposed on the left and right side portions of the rear shielding plate 55 via a stay 264, and a rubber bump 266 is disposed on the upper support frame 215. The contact rubbers 265 and 266 are in contact with each other. The contact rubbers 265 and 266 prevent the tank cover 60 from being deformed inward by the deformation force from the outside. The left and right side surfaces of the tank cover 60 made of an integrally molded product (synthetic resin) disposed between the bonnet 14 and the meter panel 62 are reinforced by one each of the left and right side surfaces and the upper surface by the respective contact rubbers 265 and 266. Will be.

  Next, with reference to FIG. 6, FIG. 7, FIG. 12 to FIG. 23, etc., a seal structure for closing the gap between the bonnet 14 and the tank cover 60 according to the embodiment of the present invention will be described. As shown in FIGS. 21 and 22, the above-described synthetic resin-made oil receiving tray 63 includes a cylindrical dish main body 63 a that is opened upward, and an oil filler opening that is opened at the center of the bottom of the dish main body 63 a. The mounting hole 63b, an oil draining pipe 63c protruding outward from the bottom side of the dish body 63a, and a housing 63d formed at the upper opening edge of the dish body 63a. A drain pipe 267 for discharging the fuel in the dish main body 63a is connected to the oil draining pipe 63c, and the fuel overflowing from the fuel inlet 59a of the fuel tank 59 into the dish main body 63a during the fueling operation or the like is removed from the oil draining pipe 63c. Then, it is discharged to a drain pipe 267 and collected.

  Further, as shown in FIGS. 21 and 22, the casing 63d is integrally formed with a shielding body 63e that protrudes toward the upper surface side of the bonnet 14 by a synthetic resin molding process. A tray mounting hole 60c for fitting the tray body 63a from the front of the tank cover 60 is formed on the front end side of the center of the left and right width of the upper surface of the tank cover 60 (see FIG. 20). The saucer mounting hole 60 c is formed in the upper surface recess 60 d of the tank cover 60. A tray mounting groove 63f is formed on the rear surface side of the dish body 63a at the upper end side of the outer surface of the dish body 63a, in other words, at the joint between the rear surface of the dish body 63a and the lower surface of the housing 63d. The tray mounting groove 63f is formed to have a width slightly larger than the thickness of the side edge 60e of the upper surface recess 60d. The tray mounting groove 63f is fitted into the opening edge 60e of the tray mounting hole 60c, and the oil tray 63 is mounted to the tank cover 60.

  That is, the tray body 63a is inserted into the tray mounting hole 60c from the front opening, and the side edge 60e of the upper surface recess 60d is fitted into the tray mounting groove 63f. The tray mounting groove 63f is locked to the opening edge of the tray mounting hole 60c (the side edge 60e of the upper surface recess 60d), and the oil tray 63 is moved forward to the upper surface recess 60d of the tank cover 60 through the tray mounting hole 60c. Removably assembled. Then, the fuel filler port 59a of the fuel tank 59 is inserted into the mounting hole 63b from below, and the oil filler cap 64 is fastened to the upper end side of the fuel filler port 59a protruding upward inside the dish body 63a (see FIG. 22). .

  Further, in a state where the oil tray 63 is supported by the tank cover 60 via the tray mounting hole 60c, the blocking body 63e projects forward from the front end edge of the tank cover 60 (see FIG. 22). That is, the tank frame 58 is connected to the handle frame 56. A bonnet opening / closing fulcrum shaft 66 is connected to the front side of the tank frame 58 via a left / right direction adjusting bolt 218 and a front / rear direction adjusting bolt 219 as bonnet position adjusting means. As described above, when the bonnet opening / closing fulcrum shaft 66 is disposed at a lower position in front of the shielding body 63e, when the upper bonnet 14a is rotated around the hood opening / closing fulcrum shaft 66, the lower surface side of the shielding body 63e is provided. The upper surface side of the rear end side of the upper bonnet 14a comes in contact with and separates from.

  Therefore, when the bonnet 14 and the tank cover 60 are assembled on the upper surface side of the traveling machine body 2, the engine 5 is covered by the bonnet 14, and the fuel tank 59 is covered by the tank cover 60, the rear edge 14 d of the upper bonnet 14 a. And a cover gap 268 formed between the tank cover 60 and the front end edge 60f of the tank cover 60 is closed by a blocking body 63e extending from the upper surface side of the tank cover 60 to the upper surface side of the upper bonnet 14a.

  In the above-described embodiment, the saucer mounting hole 60c is formed on the front end side of the upper surface of the tank cover 60 formed in a semi-cylindrical shape when viewed from the front, and the oil receiving body 63 is fitted into the opening edge 60e of the tray mounting hole 60c. Although the oil receiver 63 is disposed at the approximate center of the left and right widths of the upper surface of the 60, as another implementation structure, a tray mounting hole 60c is formed on the side surface of the tank cover 60 that has a semi-cylindrical shape, and the tray mounting hole 60c is formed. The oil receiver 63 can be disposed on the side surface of the tank cover 60, and the gap between the side surface or the side bonnet 14b of the upper bonnet 14a and the left or right side surface of the tank cover 60 is It can also be blocked by a blocking body.

  Next, a sealing material 269 that closes the cover gap 268 between the bonnet 14 and the tank cover 60 will be described with reference to FIGS. The sealing material 269 is formed by simultaneously extruding a cored bar 270 (mounting bracket) on a sealing material body 269a (continuous vulcanized extrusion molded product) made of synthetic resin. A plurality of lips 269c are integrally formed on a groove forming surface 269b of a sealing material body 269a having a U-shaped cross section. A sealing groove 269d for covering the edge of the tank cover 60 is formed by a sealing material body 269a having a U-shaped cross section. That is, as shown in FIG. 23, the front end edge 60f of the tank cover 60 is inserted into the seal groove 269d, and the seal material 269 is fitted on the front end edge 60f of the tank cover 60.

  A cover body 271 made of foamed resin (sponge rubber) is fixed to the outer surface of the sealing material 269 with an adhesive. The inner side surface of the belt-shaped cover body 271 is bonded to the outer side surface of the sealing material main body 269a. The rear end side 271a of the cover body 271 extending rearward from the sealing material main body 269a is bent in a direction approaching the upper surface of the tank cover 60. That is, the opening of the seal groove 269d between the upper surface of the tank cover 60 and the rear end of the seal material body 269a is closed by the rear end side 271a of the cover body 271 (see FIG. 23).

  On the other hand, the front end side 271b of the cover body 271 extending forward from the sealing material main body 269a protrudes outward of the upper surface and side surfaces of the bonnet 14. The front end side 271b of the cover body 271 is extended from the upper surface side and the side surface side of the tank cover 60 to the upper surface side and the side surface side of the upper bonnet 14a. That is, in a state where the bonnet 14 and the tank cover 60 are incorporated on the upper surface side of the traveling machine body 2, the engine 5 is covered by the bonnet 14, and the fuel tank 59 is covered by the tank cover 60, the rear edge 14 d of the upper bonnet 14 a. The cover gap 268 formed between the front end edge 60f of the tank cover 60 is closed by the front end side 271b of the cover body 271 (see FIG. 23).

  As shown in FIG. 2, FIG. 15, and FIG. 20, the fuel tank 59 and the oil pan 63 are arranged in a bilaterally symmetrical shape on the machine body center line in the front-rear direction of the traveling machine body 2. That is, the oil pan 63 is disposed in the middle of the left and right width of the tank cover 60, and the shielding body 63 e is positioned on the machine body center line in the front-rear direction of the traveling machine body 2 in a symmetrical shape. A pair of left and right sealing members 269 and a cover body 271 are fitted to the left and right side edges of the tank cover 60, and a cover gap 268 in the middle of the left and right widths of the upper bonnet 14a and the tank cover 60 is used as the shielding body 63e. The cover gaps 268 on both the left and right sides of the upper bonnet 14a and the tank cover 60 are closed by the cover body 271. Note that the cover gap formed between the rear edge of the side bonnet 14b and the front edge 60f of the tank cover 60 is also closed by the front edge 271b of the cover body 271 in the same manner as the cover gap 268 described above. Will be.

  As shown in FIG. 22, the protruding length of the front end side 271b of the cover body 271 on the upper surface side of the bonnet 14 and the protruding length of the shielding body 63e are substantially matched. That is, the front end of the cover body 271 and the front end of the blocking body 63e are arranged in a substantially horizontal line. Therefore, the end surfaces of the sealing material 270 and the cover body 271 come into contact with the left and right side surfaces of the shielding body 63e. Therefore, the end surfaces of the sealing material 270 and the cover body 271 disposed on the left and right sides of the shielding body 63e are closed. The body 63e is blocked by the left and right side surfaces.

  With the above configuration, the upper bonnet 14a and the front bonnet 14c are rotated around the bonnet opening / closing fulcrum shaft 66, whereby the upper surface side of the rear end side of the upper bonnet 14a is brought into contact with and separated from the lower surface side of the shielding body 63e. On the other hand, in a state where the upper bonnet 14a and the front bonnet 14c are locked and maintained on the engine frame 8 via the bonnet locking mechanism 73, the upper surface side of the rear end side of the upper bonnet 14a is near the lower surface side of the shielding body 63e. The cover gap 268 between the rear end edge 14d of the upper bonnet 14a and the front end edge 60f of the tank cover 60 is closed and closed by the closing body 63e.

  The cover gap 268 formed on the left and right sides of the oil pan 63 between the rear end edge 14d and the side bonnet 14b of the upper bonnet 14a and the front end edge 60f of the tank cover 60 is formed by the sealing material 269 and the cover. It is occluded by the body 271. Therefore, in the operation of fitting the sealing material 269 to the front end edge 60f of the tank cover 60, the sealing material 269 and the mandrel 270 are bent along the front end edge 60f of the tank cover 60, and the front end edge 60f of the tank cover 60 is folded. Even when a crease (texture pattern) is formed on the surface of the seal material 269 by fitting the seal material 269, the crease (texture pattern) on the surface of the seal material 269 is hidden by the cover body 271. Therefore, the appearance of the seal structure between the upper bonnet 14a and the side bonnet 14b and the tank cover 60 is well maintained. Further, for example, the cover gap 268 is formed in a non-uniform size between the upper bonnet 14a or the side bonnet 14b and the tank cover 60, or between the upper bonnet 14a or the side bonnet 14b and the sealing material 269. Even if it does, the cover clearance gap 268 between the bonnet 14 and the tank cover 60 or the sealing material 269 is reliably blocked by the blocking body 63e and the cover body 271.

  As is apparent from the above description and FIGS. 1, 2, 21, and 22, the engine 5 mounted on the traveling machine body 2, an openable / closable bonnet 14 that covers the engine 5, and fuel is supplied to the engine 5. A fuel tank 59, a tank cover 60 that covers the fuel tank 59, and a synthetic resin sealing material 269 that closes the cover gap 268 between the bonnet 14 and the tank cover 60 are provided. In a work vehicle in which an oil receiving tray 63 is arranged so that the oil receiving tray 63 receives fuel leaked from the fuel filler port 59a of the fuel tank 59, the oil receiving tray 63 includes a rear end edge 14d of the bonnet 14 and One closing member 63e for closing the cover gap 268 between the front end edge 60f of the tank cover 60 facing the rear end edge 14d of the bonnet 14 is provided. Since one end side of the shielding body 63e is extended from the oil pan 63 toward the upper surface side of the bonnet 14, for example, the shielding body 63e is disposed at the center of the left and right width of the upper surface of the tank cover 60. By doing so, the sealing material 269 can be divided | segmented and arrange | positioned on the right-and-left both sides of the shielding body 63e. By dividing the sealing material 269 into the left and right, the length of one sealing material 269 can be formed short, so that in the assembling operation or the like, the sealing material 269 is bent and the fixing portion of the sealing material 269 is deformed. Can be prevented. Therefore, the sealing material 269 can be easily fitted to the rear end edge of the bonnet 14 or the front end edge of the tank cover 60. Further, by forming the shielding body 63e integrally with the oil receiving tray 63, the seal structure between the bonnet 14 and the tank cover 60 can be easily configured without increasing the number of components.

  As apparent from the above description and FIGS. 2, 22 and 23, a tray mounting hole 60c is formed on the front end side of the upper surface of the tank cover 60, and the oil receiving body 63 is fitted into the opening edge 60e of the tray mounting hole 60c. The oil pan 63 is disposed at the approximate center of the left and right width of the tank cover 60, and the left and right sealing members 269 are fitted to the front end edges on both the left and right sides of the tank cover 60. The cover gap 268 is closed by the closing body 63e, and the cover gaps 268 on both the left and right sides of the bonnet 14 and the tank cover 60 are closed by the cover body 271, so that the closing body 63e. The end surface of the sealing material 269 can be concealed using the left and right side surfaces, and the end surface of the sealing material 269 can be easily prevented from being exposed. In addition, since the shielding body 63e can be positioned on the longitudinal center line of the traveling body 2, for example, the front end side of the bonnet 14 around the fulcrum (bonnet opening / closing fulcrum shaft 66) on the rear end side of the bonnet 14, for example. By moving the hood up and down, it is possible to easily prevent the bonnet 14 and the blocking body 63e from interfering with each other even if the bonnet 14 is greatly opened and closed.

  As apparent from the above description and FIGS. 15, 18, 22, and 23, the fuel tank 59 is disposed on the rear side of the engine 5, and the tank cover 60 is disposed on the rear side of the bonnet 14. A seal material 269 formed by simultaneously extruding a metal core 270 as a mounting bracket on a seal material body 269a as a vulcanized extrusion molded product is a front end edge 60f of the tank cover 60 facing the rear end edge 14d of the bonnet 14. A cover body 271 made of foamed resin is adhered to the outer side surface of the sealing material 269, one end side of the shielding body 63e is extended to the outer side surface of the bonnet 14, and the shielding body 63e Since the cover gap 268 between the bonnet 14 and the tank cover 60 excluding the closed cover gap 268 is configured to be closed by the cover body 271, Even if a wrinkle (texture pattern) is formed on the surface of the seal material 269 by the operation of fitting the seal material 269 on the front edge 60f of the ink cover 60, the cover body 271 can hide the wrinkle (texture pattern). The appearance of the seal structure between the bonnet 14 and the tank cover 60 can be satisfactorily maintained. Further, for example, even if the cover gap 268 is formed in a non-uniform size between the bonnet 14 and the tank cover 60 or between the bonnet 14 and the sealing material 269, the blocking body 63e and the cover body 271 Since the cover gap 268 between the bonnet 14 and the sealing material 269 can be reliably blocked, the assembly workability of the bonnet 14 or the sealing material 269 and the like can be easily improved.

  As apparent from the above description and FIGS. 13, 14, and 16, the tank frame 58 for supporting the fuel tank 59 is connected to the handle frame 56 for arranging the steering handle 16 of the traveling body 2. A bonnet opening / closing fulcrum shaft 66 is connected to the front side of the tank frame 58 via a left / right direction adjusting bolt 218 and a front / rear direction adjusting bolt 219 as bonnet position adjusting means, and a bonnet opening / closing fulcrum disposed at a position lower than the shielding body 63e. By rotating the upper bonnet 14a (bonnet 14) about the shaft 66, the upper bonnet is configured such that the upper surface side of the rear end side of the upper bonnet 14a is in contact with and separated from the lower surface side of the shielding body 63e. Even if 14a is configured to open and close greatly, it is easy to prevent the shielding body 63e and the upper bonnet 14a from interfering with each other. It can be prevented. Further, since the hood opening / closing fulcrum shaft 66 can be supported with high rigidity on the traveling machine body 2 by using the handle frame 56 and the tank frame 58, when the upper bonnet 14a is assembled to the traveling machine body 2, for example, After determining the position of the upper bonnet 14a by supporting the front / rear direction adjusting bolt 219 in a semi-fixed state, the left / right direction adjusting bolt 218 and the front / rear direction adjusting bolt 219 are completely fixed to use the bonnet opening / closing fulcrum shaft 66. The support position of the upper bonnet 14a can be easily adjusted.

It is a right view of the whole tractor. It is a top view of the whole tractor. It is a perspective view of the traveling machine body. It is a top view of the pedal etc. which an operator operates. It is a perspective view of the pedal etc. which an operator operates. It is a side view of the front part of the traveling machine body. It is a perspective view of the front part of the traveling machine body. It is side views, such as a forward pedal, a reverse pedal, and a speed change link mechanism. FIG. 9 is an enlarged side view of the forward pedal and the reverse pedal of FIG. 8. It is plane explanatory drawings, such as a forward pedal and a reverse pedal. It is a side view explaining operation of a cruise lever or the like. It is a rear view perspective view of a fuel tank attaching part. It is a side view of a fuel tank attachment part. It is a top view perspective view of a fuel tank attaching part. It is a front view perspective view of a fuel tank attaching part. It is a front view perspective view of a bonnet opening and closing fulcrum shaft attachment part. It is a rear view perspective view which decomposed | disassembled the tank cover etc. It is a rear view perspective view of a tank cover etc. It is a front view perspective view, such as a tank cover. It is a rear view perspective view of a tank cover. It is a side view perspective view of an oil saucer. It is an enlarged side view of the attachment part of an oil pan. It is an expanded sectional side view of the attaching part of a sealing material.

2 Traveling body 5 Engine 14 Bonnet 14a Upper bonnet 14d Rear edge of upper bonnet 16 Steering handle 56 Handle frame
58 Tank frame 59 Fuel tank 59a Filling port 60 Tank cover 60f Front end edge of tank cover 63 Oil pan 63e Shutter body 66 Bonnet opening / closing fulcrum shaft 218 Left-right direction adjustment bolt (bonnet position adjusting means)
219 Longitudinal adjustment bolt (bonnet position adjustment means)
268 Cover gap 269 Sealing material 269a Sealing material body (continuous vulcanized extrusion molded product)
270 Core (Mounting bracket)
271 Cover body

Claims (2)

An engine mounted on the traveling body, an openable / closable bonnet that covers the engine, a fuel tank that supplies fuel to the engine, a tank cover that covers the fuel tank, and a gap between the bonnet and the tank cover And a sealing material made of synthetic resin that closes the tank, and an oil receiver is disposed on the tank cover, and the work vehicle is configured to receive fuel leaked from the fuel filler opening of the fuel tank by the oil receiver. In
The oil receiving body is integrally formed with a blocking body for closing a gap between an end edge of the bonnet and an end edge of the tank cover facing the end edge of the bonnet. Extending one end side of the closing body from the receiving body toward the surface side of the bonnet ,
A tray mounting hole is formed on the front end side of the upper surface of the tank cover, the oil receiving body is fitted into the opening edge of the tray mounting hole, and the oil receiving body is arranged at the approximate center of the left and right width of the upper surface of the tank cover. The left and right sealing materials are fitted to the left and right front end edges of the tank cover, the gap between the left and right widths of the bonnet and the tank cover is closed by the shielding body, and the bonnet and the A work vehicle configured to close a gap between left and right sides of a tank cover with a cover body . The fuel tank is disposed on the rear side of the engine, the tank cover is disposed on the rear side of the bonnet, and the sealing material formed by coextrusion molding of a mounting bracket on a continuously vulcanized extrusion molded product. , A structure fitted to the front edge of the tank cover facing the rear edge of the bonnet,
Bonding a foamed resin cover body to the outer surface of the sealing material, extending one end side of the shielding body to the outer surface of the bonnet, and removing the gap closed by the shielding body, The work vehicle according to claim 1 , wherein a gap between the tank cover and the tank cover is closed by the cover body .

Images