JP7355787B2 - combine - Google Patents

Description

The present invention relates to a combine harvester, and more particularly to a combine harvester equipped with an exhaust gas treatment device for purifying engine exhaust gas.

Some combine harvesters are equipped with an exhaust gas treatment device that reduces nitrogen oxides (NOx) contained in exhaust gas using selective catalytic reduction (SCR) using urea water as a reducing agent. Conventionally, such an exhaust gas treatment device was installed at a low position on the lower side of the fuselage, in a space formed between the left and right middle position between the threshing device and the grain tank, which are arranged in parallel in the lateral direction of the fuselage. (For example, see Patent Document 1).

Japanese Patent Application Publication No. 2010-166878

In the conventional configuration described above, the exhaust gas treatment device is installed at a low position in the space formed between the left and right intermediate positions between the threshing device and the grain tank, so that dust such as straw waste generated during reaping work is removed from the exhaust gas treatment device. There is a risk of deposits on the outer surface of the upper side. On the other hand, the exhaust gas treatment device becomes hot because the exhaust gas after the fuel discharged from the engine passes through the inside thereof.

As a result, the conventional configuration described above has the disadvantage that there is a greater possibility that dust generated during the reaping operation will accumulate on the upper outer surface of the high-temperature exhaust gas treatment device, and there is room for improvement.

Therefore, when deploying an exhaust gas treatment device, it has been desired to have it in good condition without the risk of being adversely affected by dust.

The combine harvester according to the present invention has a characteristic configuration including a driving section, an engine, a driving section including the engine, a threshing device that performs threshing processing, and a combine harvester located on the side of the threshing device and on the rear side of the driving section. A grain tank for storing grains after threshing is provided, and an exhaust gas treatment device for treating exhaust gas from the engine, and the exhaust gas treatment device reduces particulate matter contained in the exhaust gas from the engine. A first exhaust gas treatment device; and a second exhaust gas treatment device that reduces nitrogen oxides contained in the exhaust gas after being treated by the first exhaust gas treatment device, and the first exhaust gas treatment device includes: The second exhaust gas treatment device is provided in a state that does not overlap with the grain tank in plan view, and is provided in a state that overlaps with the drive unit in plan view, and the second exhaust gas treatment device is provided in a state that does not overlap with the drive unit in plan view. A combine harvester provided and connected to the first exhaust gas treatment device via a connecting member.

In the present invention, it is preferable that the first exhaust gas treatment device is provided in the driving section.

In the present invention, the threshing device and the grain tank are arranged side by side, the first exhaust gas treatment device is provided at a location near the center of the machine body in the driving section, and the second exhaust gas treatment device is installed in the threshing device. Preferably, it is provided in a space between the device and the grain tank.

In the present invention, it is preferable that a cover body covering at least a portion of the second exhaust gas treatment device is provided between the second exhaust gas treatment device and the grain tank.

In the present invention, an exhaust pipe for discharging exhaust gas discharged from the second exhaust gas treatment device to the outside of the machine body is provided so as to extend rearward through a space between the threshing device and the grain tank. It is preferable to have one.

In the present invention, it is preferable that a cover member covering at least a portion of the exhaust pipe is provided between the exhaust pipe and the grain tank.

It is a left side view of a combine. It is a right view of a combine. It is a top view of a combine. It is a side view of the front part of a combine. FIG. 3 is a left side view of the driving unit. FIG. 3 is a cross-sectional plan view of the driving section and the driving section. FIG. FIG. 3 is an exploded perspective view of the exhaust gas treatment device of the driving unit. It is a perspective view of an exhaust pipe. (a) A cross-sectional view taken along the line Xa-Xa in FIG. 5, (b) a cross-sectional view taken along the line Xb-Xb in FIG. 5, and (c) a cross-sectional view taken along the line Xc-Xc in FIG. FIG. 3 is an exploded perspective view showing the installed state of the second exhaust gas treatment device. It is a perspective view of a grain tank. It is a perspective view of a grain tank. FIG. 3 is a perspective view of the driving unit structure with the cabin removed. (a) is a rear view of the grain tank, and (b) is a plan view of the grain tank. FIG. 3 is a perspective view of the driving unit structure with the cabin removed. It is a perspective view showing a cooling water flow path.

EMBODIMENT OF THE INVENTION Hereinafter, the case where embodiment of this invention is applied to a self-extracting type combine harvester is demonstrated based on drawing.

〔overall structure〕
As shown in FIGS. 1, 2, and 3, the combine harvester according to the present invention is equipped with a reaping section 2 for reaping planted grain culms at the front of a self-propelled traveling body that is self-propelled by a pair of left and right crawler traveling devices 1, 1. There is. A driving unit 4 surrounded by a cabin 3 is provided on the front right side of the traveling machine, and a threshing device 5 for threshing the grain culm harvested by the reaping unit 2 is provided at the rear of the traveling machine. Grain tanks 6 for storing grains obtained through processing are provided side by side. A driving unit 8 is provided below a driver's seat 7 in a driving unit 4 of the traveling aircraft, and an unloader 9 is provided for discharging grains stored in a grain tank 6 to the outside of the machine. In this embodiment, the left and right direction of the aircraft body defines the right side or the left side with respect to the direction of movement in the forward direction of the aircraft body. Specifically, in FIG. 3, the location where the reaping section 2 is located is the front part of the machine body, the side where the threshing device 5 is located is the left side of the machine body, and the side where the grain tank 6 is located corresponds to the right side of the machine body.

The reaping unit 2 includes a weeding tool 10 for placing the root of the planted grain culm to be reaped in a dividing draft, a plurality of triggering devices 11 for raising the divided planted grain culm to a vertical position, and a raised part. It is equipped with a clipper-type reaping device 12 that cuts off the base of the planted grain culm, a vertical conveyance device 13 that transports the harvested grain culm backward while changing its posture from a vertical position to a gradually falling horizontal position. .

The reaping section 2 is entirely supported by a reaping section frame 15 extending from the body frame 14. The reaping section frame 15 is supported by the body frame 14 so as to be swingable about a horizontal axis, and extends toward the front of the body. By swinging the reaping section frame 15 by the lifting cylinder 16, the weeding part frame 15 is raised and lowered between a descending working state in which the weeding tool 10 is lowered close to the ground, and an ascending non-working state in which the weeding tool 10 is raised high above the ground. can be operated.

By lowering the reaping section 2 and causing the traveling machine to travel, the reaping section 2 introduces the planted grain culms to be reaped into the rear raising device 11 using the weeding implement 10 and performs the raising process. Then, the planted grain culms to be raised are harvested by a clipper-shaped reaping device 12, and the cut grain culms are transported rearward by a vertical conveyance device 13 and supplied to the threshing feed chain 5a of the threshing device 5.

The threshing device 5 clamps and conveys the stump side of the supplied harvested grain culm toward the rear of the machine body by the threshing feed chain 5a, and supplies the head side to a handling room for threshing processing. Although not shown, the processed material after being threshed in the handling room is sorted into grains, straw waste, etc. in a lower sorting section, and the grains are transferred to the threshing device 5 by a first material conveying screw (not shown). After being carried out to the right lateral side, the grains are lifted by the grain frying conveyor 17 and transported into the grain tank 6. The grain tank 6 stores grains sent from the threshing device 5. Thereafter, the grains stored in the grain tank 6 are transported outside by the unloader 9.

As shown in FIG. 3, the driving section 4 includes a cabin 3, a driver's seat 7, a front panel 18 located in front of the driver's seat 7, and a floor section located between the front panel 18 and the driver's seat 7. 19, it is provided with a side panel 20 and the like located on the lateral side of the driver's seat 7 on the side of the reaping section 2. The driver's seat 7 is supported by the upper part of an engine bonnet 22 that covers above a diesel engine 21 provided in the driving unit 8 .

As shown in FIG. 13, the engine bonnet 22 includes a front plate part 22a located on the front side of the aircraft body of the engine 21, a top plate part 22b located on the upper side of the aircraft body of the engine 21, and a continuous state behind the top plate part 22b. It includes an air supply chamber component 22c formed behind the driver's seat 7, and forms an engine room that opens inward in the lateral direction of the fuselage and in the downward direction of the fuselage.

As shown in FIG. 3, the driving section 4 is supported integrally with the engine bonnet 22 by the fuselage frame 14 so as to be able to swing open and close around the vertical axis Y1 on the left rear side. That is, as shown in FIG. 6, the engine bonnet 22, the front panel 18, the side panels 20, the floor 19, the driver's seat 7, the cabin 3, etc. are integrally connected to form the driving section structure 23.

As shown in FIGS. 4 to 6, a rectangular cylindrical support 24 as a vertical support is erected from the body frame 14 at the rear left side of the driving section 4. As shown in FIGS.
The driving unit structure 23 is supported by a support 24 via a support 25 so as to be swingable around the vertical axis Y1. The support section 25 includes an arm section 25a that extends rearward from an inner end in the vehicle width direction on the rear side of the operating section structure 23, and an arm section 25a that extends upwardly and downwardly and is connected to the rear end of the arm section 25a. A pivot boss portion 25b having a through hole is provided. The pivot boss portion 25b is rotatably supported externally by a pivot shaft portion 24a (see FIG. 11) provided on the upper end side of the support column 24. The upper end of the pivot boss portion 25b is rotatably supported by a bracket 5b supported on the right wall of the threshing device 5. The support column 24 has the support strength necessary to rotatably support large structures such as the engine bonnet 22 and the cabin 3.

Therefore, the driving part structure 23 is rotatably supported around the vertical axis Y1, and as shown by the solid line in FIG. It is configured so that it can be freely switched between a normal attitude in which it is located at , and a maintenance attitude in which it extends outward from the fuselage so as to open the upper part of the driving section 8, as shown by the two-dot chain line in FIG. By switching to the maintenance position, the upper part of the driving unit 8 is largely opened, so that maintenance work on the driving unit 8 can be easily performed.

As shown in FIG. 15, the grain tank 6 has a substantially V-shaped bottom when viewed from the front. A conveying screw 26 is provided for conveying the toner to the outside of the rear side of the fuselage. The grains transported outward to the rear side of the machine body by the transport screw 26 are transported by the unloader 9 and discharged to the outside of the machine body.

As shown in FIG. 1, the unloader 9 is connected to a vertical screw conveyor 27 that vertically conveys the grains conveyed by the conveying screw 26 upward, and to the upper part of the vertical screw conveyor 27. , and a transverse screw conveyor 29 that transversely conveys the grains to the discharge port 28 at the tip. The unloader 9 is provided so as to be able to rotate around the vertical axis Y2, which is the center axis of the vertical screw conveyor 27, and the horizontal screw conveyor 29 is housed inside the machine body by the drive of a turning motor (not shown), and is moved toward the upper part of the machine body. It is rotatably provided between a storage position located at the top and a discharge position extending outward from the side of the fuselage.

[Grain tank]
The grain tank 6 will be explained.
As shown in FIGS. 12, 13, and 15, the grain tank 6 is formed in a lower converging shape when viewed from the front of the fuselage, and is located on the front side of the fuselage at the bottom inclined surface portion 6a of the lower conical shape when viewed from above. A first recessed portion Q1 is formed which has a substantially rectangular shape and a substantially diamond shape when viewed from the front of the fuselage. The first recessed portion Q1 includes an inner vertical surface 6b in a longitudinally facing front-rear posture, a rear vertical surface 6c in a vertically inclined posture located closer to the front of the fuselage from the front end of the inner vertical surface 6b toward the front of the fuselage, and a bottom portion. It is a recessed portion surrounded by each surface of the upper side surface 6d which is in an oblique position substantially parallel to the inclined surface portion 6a. A second exhaust gas treatment device 47, which will be described later, is installed in the first recess Q1 so as to fit therein.

On the upper side of the first recessed part Q1, there is a front left side surface 6e in a vertical position located close to the right side wall of the threshing device 5, and an upper end portion of the front left side surface 6e located above the threshing device 5. an upper slope 6f extending diagonally upward to the left, an extended vertical surface 6g in a vertical position extending upward from the upper end of the upper slope 6f, a front surface 6h located on the front side, and a front surface 6h located on the rear side. A bulging portion 6A is formed by the located rear surface 6i. By forming the bulging portion 6A that bulges upward in the threshing device 5 in this manner, it is possible to increase the amount of grain stored.

A second recess Q2 as a groove is formed in a state that is continuous with the first recess Q1 on the rear side of the fuselage and is located higher toward the rear of the fuselage. The second recessed portion Q2 is formed by entering the tank from the right vertical surface 6j formed vertically from the upper end of the bottom inclined surface portion 6a, and is formed from the innermost vertical surface 6k, which is closer to the rear of the fuselage. It is formed in the shape of a groove surrounded by a bottom surface 6l in an oblique position located upward and an upper surface 6m in a diagonal position located upward toward the rear of the fuselage. An exhaust pipe 92, which will be described later, is placed in the second recess Q2.

A third recessed portion Q3 is formed so as to be connected to the rear side of the second recessed portion Q2 and extend along the vertical direction. The third recessed portion Q3 is formed on the right side of the grain tank 6 to be long in the vertical direction from the bottom inclined surface portion 6a to the upper end of the tank, and to be recessed toward the inside of the tank (the right side of the machine body). has been done. The third recessed portion Q3 includes a rear surface (front side vertical surface) 6i of the bulging portion 6A, a rear side vertical surface 6n in an inclined position located on the rear side and located toward the left side of the fuselage, and It is surrounded by a narrow inner back vertical surface 6o located on the inner back side. The grain frying conveyor 17 is installed in this third recessed portion Q3 so as to be inserted thereinto.

The third recessed part Q3 is connected to the rear side of the fuselage, and the rear longitudinal surface 6n of the second recessed part Q2 and the lower part of the rear left side surface 6p are cut out, and approximately in plan view. A fourth recess Q4 having a diamond shape (see FIG. 15) is formed. The fourth recessed portion Q4 includes an inner vertical surface 6q in a longitudinally oriented front-rear posture, a rear vertical surface 6r in a vertically oriented posture and a rear vertical surface 6r in an inclined position located closer to the front of the fuselage from the front end of the inner vertical surface 6q toward the front of the fuselage, and a bottom portion. It is a recessed portion surrounded by each surface of the upper side surface 6s in an oblique position substantially parallel to the inclined surface portion 6a. A second return device (not shown) for returning second products such as paddy with branches generated in the sorting section of the threshing device 5 to the handling chamber is installed in the fourth recess Q4. A fifth recess Q5 is formed at the rear left side of the grain tank 6 to allow passage of a waste straw conveying device (not shown). As shown in FIG. 13, the fifth recessed portion Q5 is provided with an inclined surface 6u in an inclined posture, which is located closer to the right side of the fuselage toward the rear of the fuselage, across the left side surface 6p on the rear side and the rear face 6t located on the rear side. It is formed.

The front left side surface 6e and the rear left side surface 6p are provided at approximately the same position in the left-right direction of the fuselage, and the extended vertical surface 6g of the bulging portion 6A is located at the same position as the front left side surface 6e and the rear left side surface 6p. It is located in a position that protrudes further to the right of the fuselage. The inner vertical surface 6k of the second recessed portion Q2 and the inner vertical surface 6q of the fourth recessed portion Q4 are provided at substantially the same position in the left-right direction of the body.

As shown in FIG. 3, the grain tank 6 is rotatably supported around the vertical axis Y2, which is the rotation axis of the vertical screw conveyor 27, and is in a normal working position (see FIG. It is provided so as to be able to freely change its attitude between the position shown by the solid line in FIG. When switching the driving part structure 23 to the maintenance position, it is necessary to switch the grain tank 6 to the maintenance position.

[Power unit]
The driving unit 8 will be explained below.
As shown in FIGS. 5 to 7, the driving unit 8 is equipped with an engine 21 that is housed in an engine bonnet 22, and the engine 21 is mounted on an elastic support with the crankshaft direction oriented in the lateral direction of the aircraft. It is mounted and supported on the body frame 14 via a rubber mount mechanism 30 as a body.

As shown in FIG. 7, an intake wall 31 is provided at the outer end of the engine bonnet 22 next to the fuselage. An engine cooling radiator 33 connected to the engine 21 via a cooling water circulation pipe 32 is provided between the engine 21 and its intake wall 31 and is supported by the fuselage frame 14 . A cooling fan 34 is provided between the radiator 33 and the engine 21, and the engine 21 is cooled by cooling the circulating cooling water with the air supplied by the cooling fan 34.

The intake wall 31 includes a support frame 35 connected to the engine bonnet 22, and a dustproof part 36 supported by the support frame 35 so as to be openable and closable. The dustproof part 36 includes a peripheral frame 36a that is supported by the support frame 35 so as to be openable and closable around the vertical axis via a hinge (not shown) provided at the rear end of the dustproof part 36, and a peripheral frame 36a that is stretched over the peripheral frame 36a. A porous air suction plate 36b is provided which also serves as a dust removing body.

As shown in FIGS. 1 to 4, a precleaner 38 is provided near the rear of the ceiling 3a of the cabin 3 in a state supported by the ceiling 3a, and an air supply chamber component formed behind the driver's seat 7 An air cleaner 39 is provided at 22c. As shown in FIG. 7, a supercharger 40 is provided near the front side of the aircraft above the engine 21 inside the engine bonnet 22, and an intercooler 40 is provided between the intake wall 31 inside the engine bonnet 22 and the radiator 33. 41 is provided.

The supercharger 40 is driven by the exhaust gas discharged by the engine 21, the outside air is removed from dust by a precleaner 38 and an air cleaner 39, and the air after the dust removal is sucked into the supercharger 40 to generate compressed air. This compressed air is sent to an intercooler 41 for cooling treatment, and the cooled compressed air is supplied to the engine 21 as combustion air.

As shown in FIGS. 4, 7, and 8, between the intake wall 31 and the radiator 33, there is a first oil cooler 42 for cooling hydraulic oil supplied to the hydraulic continuously variable transmission (HST), and a transmission case. A second oil cooler 44 is provided for cooling hydraulic oil supplied to a hydraulic device such as a hydraulic clutch (not shown) provided in the vehicle. An oil filter 45 is provided between the intake wall 31 and the radiator 33, adjacent to the front side of the second oil cooler 44, and interposed in the hydraulic oil passage for the second oil cooler 44.

The driving unit 8 includes a first exhaust gas treatment device 46 that reduces particulate matter contained in the exhaust gas of the engine 21, and a first exhaust gas treatment device 46 that reduces particulate matter contained in the exhaust gas of the engine 21, and a nitrogen oxide contained in the exhaust gas after being treated by the first exhaust gas treatment device 46. A second exhaust gas treatment device 47 is also provided.

The first exhaust gas treatment device 46 includes a diesel particulate filter (DPF) (not shown), which is a known technology for collecting diesel particulates contained in exhaust gas, and reduces particulates by passing the exhaust gas. Purify exhaust gas.

The second exhaust gas treatment device 47 is a treatment device that utilizes selective catalytic reduction (SCR), which is a known technology, and specifically injects urea water, which is an example of a reducing agent, into the exhaust gas to cause hydrolysis. Ammonia is produced, and the ammonia (NH3) and nitrogen oxides (NOx) contained in the exhaust gas undergo a chemical reaction and are reduced to nitrogen (N2) and water (H2O), thereby oxidizing the nitrogen contained in the exhaust gas. Exhaust gas is purified to reduce the amount of waste.

[First exhaust gas treatment device]
The first exhaust gas treatment device 46 will be explained.
As shown in FIGS. 5 to 8, the first exhaust gas treatment device 46 is disposed inside the engine bonnet 22, and the entire first exhaust gas treatment device 46 is located on the reaping section 2 side with respect to the driver's seat 7, that is, on the inward side in the width direction of the aircraft. It is biased and is disposed below the side panel 20 and above the engine 21 at a position on the inside in the width direction of the fuselage.

The first exhaust gas treatment device 46 is connected to the engine 21 by a pair of support parts 48 and 49 located on both sides of the front and rear of the fuselage, so as to be located above the engine 21 and with its longitudinal direction along the longitudinal direction of the fuselage. Supported. The pair of support parts 48 and 49 are disposed in a distributed manner on both sides of the machine body with respect to the crankshaft 21a of the engine 21.

The first exhaust gas treatment device 46 is provided with an exhaust gas inlet 50 at a lower portion on the front side of the body, and an exhaust gas outlet portion 51 at a right side on the rear side of the body. An exhaust gas inlet 50 is connected to an exhaust pipe 52 on the engine 21 side extending from the supercharger 40. As shown in FIG. 3, the first exhaust gas treatment device 46 is provided so as not to overlap the grain tank 6 in plan view.

[Second exhaust gas treatment device]
The second exhaust gas treatment device 47 will be explained.
As shown in FIGS. 3 to 6, the second exhaust gas treatment device 47 is provided so as to be located outside the engine bonnet 22 and on the rear side of the operating section 4 in plan view. The second exhaust gas treatment device 47 is located below the front of the grain tank 6, and is arranged so as to overlap with the grain tank 6 in plan view.

As described above, the grain tank 6 is formed in a downward concave shape when viewed from the front, and the first concave portion Q1 is recessed toward the inside of the tank in the bottom inclined surface portion 6a of the downward constriction shape. is formed. The second exhaust gas treatment device 47 is disposed in such a manner that it enters into the first recessed portion Q1. The second exhaust gas treatment device 47 is arranged in a vertical position with its longitudinal direction along the vertical direction.

As shown in FIGS. 4 to 8, the second exhaust gas treatment device 47 includes a cylindrical dosing section 56 that injects and supplies urea water to the exhaust gas supplied from the first exhaust gas treatment device 46, and The main body processing section 57 has a large diameter cylindrical shape and performs a reduction process. The dosing section 56 and the main body processing section 57 are integrally connected at the lower part, and communicate with each other at the connection point so that the exhaust gas to which urea water has been injected and supplied in the dosing section 56 is supplied to the main body processing section 57. It is connected.

The main body processing section 57 is arranged in such a manner that the direction along the central axis of the cylindrical shape is along the vertical direction of the machine body. The cylindrical dosing section 56 is located on the right side of the machine with respect to the main body processing section 57, is arranged parallel to the main body processing section 57, and is arranged in such a manner that the direction along the central axis of the cylindrical shape is along the vertical direction of the machine. has been done. Therefore, the second exhaust gas treatment device 47 is arranged in a vertical position with the longitudinal direction, that is, the direction along the central axis of the cylindrical shape of the cylindrical main body treatment section 57 and the dosing section 56, along the vertical direction. .

The second exhaust gas treatment device 47 is supported by an upper connecting support portion 58 and a lower connecting support portion 59 at the upper and lower portions of the column 24, respectively.

The upper connection support portion 58 will be explained.
As shown in FIG. 11, the upper connection support section 58 includes an upper connection bracket 60 that is integrally connected to the column 24. As shown in FIG. The upper connection bracket 60 is constituted by a plate having an L-shaped cross section and includes a vertical connection part 60a that is long in the horizontal direction of the body and a horizontal connection part 60b that is long in the horizontal direction of the body. The upper connecting bracket 60 is formed with a notch recess 60c into which the support column 24 enters, and the support support 24 is integrally connected by welding with a wide contact area in contact with the cutout recess 60c. Connection bolts 61 are welded and fixed at two locations spaced apart in the longitudinal direction, that is, in the lateral direction of the fuselage, in the horizontal connection portion 60b of the upper connection bracket 60. The connecting bolt 61 is provided in an upward position with the head located on the lower side and the threaded portion located on the upper side.

A plate-shaped support portion 62 is integrally formed on the outer peripheral portion of the upper side of the main body processing portion 57 so as to protrude outward in the radial direction. The plate-shaped support part 62 is placed above the upper connection bracket 60, and the upper connection bracket 60 and the plate-shaped support part 62 are connected by a pair of connection bolts 61. A pair of upper and lower reinforcing plates 63 are provided to sandwich the plate-shaped support portion 62 from both upper and lower sides, thereby increasing the support strength of the bolted connection portion.

Of the pair of connecting bolts 61, the connecting bolt 61 on the side closer to the dosing part 56 is in a state where, in addition to the upper side connecting bracket 60 and the plate-shaped support part 62, a support bracket 64 for supporting the dosing part 56 is tightened together. It has been concluded. The support bracket 64 is connected to a piping connection location that will be described later.

Next, the lower connection support portion 59 will be explained.
As shown in FIG. 11, the lower connection support portion 59 includes a lower connection bracket 66. As shown in FIG. This lower side connection bracket 66 is composed of a substantially U-shaped plate when viewed from the side of the fuselage, and is integrally fixed to the right side of the support column 24 by welding and extends in a cantilevered manner toward the right side. ing.

A plate-shaped support part 67 is integrally formed on the outer peripheral part of the lower side of the main body processing part 57 in a state that projects radially outward, similarly to the plate-shaped support part 62 on the upper side. This plate-shaped support portion 67 and an L-shaped mounting plate 68 when viewed from the side are connected by a pair of connection bolts 69 extending in the vertical direction. The mounting plate 68 is connected to the lower connection bracket 66 by a pair of connection bolts 70 extending in the front-rear direction.

When attaching the second exhaust gas treatment device 47 to the support column 24, the lower plate-shaped support portion 67 and the attachment plate 68 are connected in advance with an upwardly directed connecting bolt 69. Then, the upper plate-shaped support part 62 is placed on the upper connection bracket 60 while passing the vertical connection bolt 61 therethrough, and is connected to the connection bolt 61 by tightening a nut. The lower mounting plate 68 is placed against the lower connecting bracket 66, and the pair of front and rear connecting bolts 69 are tightened with nuts to connect them. Similar to the upper connecting support part 58, a pair of upper and lower reinforcing plates 63 are provided to sandwich the plate-shaped support part 67 from both upper and lower sides, thereby increasing the support strength of the bolted connection part.

As shown in FIG. 6, the first exhaust gas treatment device 46 is formed with an exhaust gas outlet portion 51 located on the right side of the fuselage (outside in the width direction of the fuselage) on the rear side of the fuselage. On the other hand, in the second exhaust gas treatment device 47, an exhaust gas supply section 54 is formed at an upper portion of a dosing section 56 located on the right side of the body (outside in the width direction of the body) with respect to the main body treatment section 57.

The exhaust gas outlet section 51 of the first exhaust gas treatment device 46 and the exhaust gas supply section 54 of the second exhaust gas treatment device 47 are connected to each other via a communication connecting pipe 65 as a connecting member. The communication connection pipe 65 is flange-connected to the exhaust gas outlet section 51 of the first exhaust gas treatment device 46 and is flange-connected to the exhaust gas supply section 54 of the second exhaust gas treatment device 47 .

A support bracket 64 is jointly fastened to a flange connection portion between the communication connection pipe 65 and the exhaust gas supply section 54 in the second exhaust gas treatment device 47 . Therefore, the upper portion of the dosing section 56 is supported by the main body processing section 57 through this connection.

The communication connection pipe 65 is made of a flexible cylinder. Specifically, a bellows tube 65A, which is a bellows-shaped cylindrical body, is provided in the middle, and is configured to be flexible and deformable. By providing the bellows tube 65A, vibrations of the engine 21 are prevented from being transmitted to the second exhaust gas treatment device 47, and the second exhaust gas treatment device 47 is supported in a stable state.

That is, the engine 21 is supported by the fuselage frame 14 via the rubber mount mechanism 30, and the first exhaust gas treatment device 46 is connected and supported to the engine 21 as described above, whereas the second exhaust gas treatment device 47 is supported by the fuselage frame 14 via the struts 24. Therefore, by absorbing the vibrations with the bellows tube 65A, it is possible to support the second exhaust gas treatment device 47 in a stable state while allowing the vibrations of the first exhaust gas treatment device 46 caused by the vibrations of the engine 21.

Next, a configuration for supplying urea water as a reducing agent to the second exhaust gas treatment device 47 will be described.
A urea water tank 71 for storing urea water is provided closer to the front of the fuselage than the engine 21. Specifically, as shown in FIGS. 4 and 8, the urea water tank 71 is supported by the body frame 14 while being located below the floor 19 of the driving section 4. A battery 72 is provided closer to the front of the body than the urea water tank 71.

On the lower side of the operating section, support frames 73A and 73B, which are formed in a substantially inverted U-shape when viewed from the front of the aircraft so as to bypass the upper part of the urea water tank 71 and the battery 72, are connected to the aircraft frame 14 on both front and rear sides. It has been extended. These support frames 73A, 73B function as receiving bodies that receive and support the floor section 19 of the operating section 4 when the operating section structure 23 is in the closed state.

As shown in FIGS. 4, 6, and 8, a urea water transport pipe 74 connects the urea water tank 71 and the second exhaust gas treatment device 47, and the urea water stored in the urea water tank 71 is passed through the urea water transport pipe 74. A pump 75 for feeding the second exhaust gas treatment device 47 is provided. The pump 75 is located between the engine 21 and the urea water tank 71 in a plan view, and is attached to a bracket 76 connected to the support frame 73A. Since the support frame 73A extends integrally from the body frame 14, the bracket 76 is supported by the body frame 14.

The urea water transport pipe 74 includes a suction pipe 77 that transports urea water from the urea water tank 71 to the pump 75 by suction from the pump 75, and a supply pipe 78 that transports the urea water from the pump 75 to the second exhaust gas treatment device 47. and a return pipe 79 for returning surplus urea water to the urea water tank 71. The suction pipe 77 connects the urea water tank 71 and the pump 75. The supply pipe 78 connects the pump 75 located on the front side of the engine 21 and the second exhaust gas treatment device 47 located on the rear side of the engine 21. The return pipe 79 connects the urea water tank 71 located on the front side of the engine 21 and the second exhaust gas treatment device 47 located on the rear side of the engine 21.

As shown in FIG. 8, the supply pipe 78 and the return pipe 79 of the urea water conveying pipe 74 are connected to an intermediate portion in the width direction of the aircraft between the engine 21 and the radiator 33, that is, on the outer side of the engine 21 in the width direction of the aircraft (aircraft body). The cooling fan 34 is disposed so as to pass through a location below the cooling fan 34 on the radiator 33 on the inward side in the lateral direction of the aircraft (on the left side of the aircraft). By being arranged in this way, it does not interfere with the flow of the radiator cooling air, and is located on the outer side of the aircraft side than the engine 21, that is, on the upstream side of the engine 21 in the cooling air. Therefore, it can be deployed in a state where it is not easily affected by the temperature of the engine 21.

When the pump 75 operates, it sucks urea water from inside the urea water tank 71 through the suction pipe 77, and sends the sucked urea water through the supply pipe 78 to the injection supply section 80 of the dosing section 56 in the second exhaust gas treatment device 47. do. The remaining urea water that is not injected is returned to the urea water tank 71 through the return pipe 79.

When working in a cold region, there is a risk that the urea water may freeze, so freezing can be prevented by using engine cooling water that is circulated and supplied to the radiator 33. That is, as shown in FIG. 17, a heater 81 formed by bending a pipe member into a coil shape is provided inside the urea water tank 71, and engine cooling water is circulated through the heater 81 and stored. It is designed to prevent freezing by heating the urea water in the tank. The heater 81 forms a cooling water passage 82 through which engine cooling water circulates. Although not shown, a switching device is provided that can switch between a supply state in which engine cooling water is supplied to the heater 81 and a stop state in which the supply is stopped.

Since the urea water is consumed as the engine 21 is operated, the amount of urea water stored in the urea water tank 71 decreases according to the operating time of the engine 21. Therefore, when the amount of urea water stored decreases, it is necessary to replenish the urea water tank 71 with urea water.

As shown in FIG. 12, in order to replenish urea water without opening the operating section structure 23, which is a large device including the cabin 3, a side portion of the driving section 8, that is, an operating section An inspection opening 83 for the urea water tank 71 is formed on the lower side of the portion 4 .

The driving section structure 23 is equipped with a floor frame body 84 that constitutes the floor section 19 of the driving section 4. The floor frame body 84 has a lower part on the getting-on/off section side for the driver to board. A footrest 85 is provided. A vertical side wall 86 is provided between the footrest 85 and the floor frame body 84. An inspection opening 83 is formed in the side wall 86, and the urea water tank 71 can be refilled with urea water through this inspection opening 83.

When replenishment work is not performed, the inspection opening 83 is covered with a lid 87. This lid body 87 is made of a flat plate-shaped body, and is supported by the side wall 86 so as to be able to swing open and close around a back-and-forth fulcrum at its lower end. When the lid body 87 is closed, the swinging end side receives the attraction action of the magnet to maintain the closed state, and can be opened by manually operating outward against the attraction force of the magnet. It is configured. As the lid body 87 covering the inspection opening 83, instead of being formed of a flat plate-shaped body, for example, as shown in FIG. It may be composed of.

An inspection opening for the urea water tank 71 is formed not only in the side wall 86 but also in the floor 19. As shown in FIG. 14, the floor frame body 84 has a shape that includes a large inspection opening 88 in the center thereof. A floor forming body 89 is placed on the floor frame body 84 over the entire floor 19 to form a floor 19 on which the driver can be placed.

When refilling the urea water tank 71, the floor forming body 89 is moved to open the upper part of the floor frame body 84, so that the work can be performed through the wide open inspection opening 88. can.

As shown in FIG. 5, an exhaust gas outflow pipe 90 is provided at the upper side of the main body processing section 57 of the second exhaust gas treatment device 47 and at the rear side of the body. The exhaust gas outflow pipe 90 includes a base end portion 90a that extends horizontally or almost horizontally from the exhaust gas outlet portion 91 of the second exhaust gas treatment device 47 toward the rear side of the aircraft body, and a base end portion 90a that extends horizontally or almost horizontally from the exhaust gas outlet portion 91 of the second exhaust gas treatment device 47, and a base end portion 90a that extends horizontally or almost horizontally from the exhaust gas outlet portion 91 of the second exhaust gas treatment device 47. It includes a bent end side portion 90b that is bent and extends upward and rearward from the rearward state of the fuselage.

〔Exhaust pipe〕
An exhaust pipe 92 is provided for discharging to the outside exhaust gas that has been processed by the first exhaust gas treatment device 46 and the second exhaust gas treatment device 47 and is discharged through the exhaust gas outflow pipe 90. This exhaust pipe 92 extends rearward and upward between the threshing device 5 and the grain tank 6 so that its tip is located above the upper end of the threshing device 5. An exhaust port 93 formed at the tip of the exhaust pipe 92 is formed in a sideways open shape so as to discharge exhaust gas upward from the threshing device 5 .

As shown in FIGS. 5 and 9, the exhaust pipe 92 includes a first exhaust pipe 92A located on the second exhaust gas treatment device 47 side and a second exhaust pipe 92B located on the exhaust port 93 side. The first exhaust pipe 92A extends from a location corresponding to the exhaust gas outlet portion 91 of the second exhaust gas treatment device 47 in an upwardly inclined posture. The second exhaust pipe 92B extends from a location corresponding to the exhaust gas outlet portion 91 of the first exhaust pipe 92A in an upwardly inclined posture after an upward slope that is greater than the upward slope of the first exhaust pipe 92A. Therefore, in a side view, the inclination angle of the first exhaust pipe 92A and the inclination angle of the second exhaust pipe 92B are different, and the inclination angle of the second exhaust pipe 92B is larger than the inclination angle of the first exhaust pipe 92A. It is set.

The first exhaust pipe 92A extends from the outlet of the exhaust gas outflow pipe 90 to a position corresponding to the upper end of the threshing device 5. As shown in FIG. 10, the first exhaust pipe 92A includes a cylindrical inner pipe 94 located inside and a cylindrical outer pipe 95 located outside. A cover member 96 having a substantially U-shaped cross section is provided as a heat shielding cover.

The inner tube 94 is fixed to the outer tube 95 while being inserted into the outer tube 95. A portion of the outer tube 95 on the front side of the machine body is supported by the right side wall of the threshing device 5 via a mounting bracket 97. A portion of the outer tube 95 on the rear side of the body is supported via a mounting bracket 98 by a connecting member 99 for supporting the grain frying conveyor 17 on the right side wall of the threshing device 5. The cover member 96 is fixed to two mounting brackets 100 provided on the outer tube 95 by bolt connection.

The exhaust upstream end of the inner tube 94 protrudes from the exhaust upstream end of the outer tube 95, and is formed with an enlarged diameter portion 101 whose diameter becomes larger toward the exhaust upstream side. The enlarged diameter portion 101 and the exhaust gas outflow pipe 90 overlap along the exhaust flow direction, and a gap is formed between them in the radial direction. With this configuration, as exhaust gas is sent from the exhaust gas outflow pipe 90 of the second exhaust gas treatment device 47 to the inner pipe 94 of the first exhaust pipe 92A, outside air is sucked into the interior from the gap therebetween by the ejector action. The exhaust gas can be cooled.

The exhaust downstream end of the inner pipe 94 protrudes from the exhaust downstream end of the outer pipe 95, and the location where the second exhaust pipe 92B is attached is at the same angle as the inclination angle of the second exhaust pipe 92B when viewed from the side. It is sloping.

As shown in FIG. 10, the second exhaust pipe 92B is configured such that a left half portion 103 and a right half portion 104 are connected to each other and have a hexagonal cross-sectional shape. The second exhaust pipe 92B is attached to the exhaust downstream end of the inner pipe 94 in the first exhaust pipe 92A so as to extend toward the downstream side in the exhaust flow direction. As shown in FIG. 10(b), three approximately L-shaped stays 105 are fixed by welding to the exhaust downstream end of the inner pipe 94 at equal intervals in the circumferential direction. A second exhaust pipe 92B is connected to these three stays 105 with bolts. This second exhaust pipe 92B extends rearward and upward so as to be located above the upper end of the threshing device 5.

As shown in FIG. 10(a), the left half portion 103 of the second exhaust pipe 92B is shorter than the right half portion 104 in the longitudinal direction of the exhaust pipe (exhaust flow direction), and A lid 106 is provided at the exhaust downstream end of the half portion 103, that is, at the rear and upper tip of the exhaust pipe 92, so as to block the flow of exhaust gas flowing inside the exhaust pipe. As a result, the downstream side of the left half portion 103 is open, forming a horizontally open exhaust port 93. Therefore, the exhaust port 93 is located above the upper end of the threshing device 5, and the exhaust port 93 is formed in a horizontally open shape so as to discharge exhaust gas toward the top of the threshing device 5.

The distal end of the exhaust pipe 92 is located below the upper end of the grain tank 6, and furthermore, the distal end of the exhaust pipe 92 is located below the cross-feeding screw conveyor 29 of the unloader 9 in the storage position. are doing. Therefore, there is no risk of the exhaust pipe 92 interfering with the unloader 9, not only when the unloader 9 (cross-feeding screw conveyor 29) is stored in the storage position, but also when it comes out of the storage position due to vibration of the machine, etc. .

A second recess Q2 is formed on the side surface of the grain tank 6 on the side of the threshing device 5, which is connected to the rear side of the first recess Q1 and positioned higher toward the rear of the fuselage. This second recessed portion Q2 is formed to extend from a location corresponding to the exhaust gas outlet portion 91 of the second exhaust gas treatment device 47 in an upwardly inclined posture.

A cover member 96 having a substantially U-shaped cross section and covering the outer side of the outer tube 95 is provided at a portion of the exhaust pipe 92 that enters the second recess Q2 of the grain tank 6, as described above. The cover member 96 is provided with an interval in the radial direction between the outer pipe 95 and the grain tank 6, and forms a heat insulating layer with air so that heat from the exhaust gas is transferred to the grain tank. I try to make it difficult to convey to 6 people.

As shown in FIGS. 5 and 6, a cover body 108 is provided between the second exhaust gas treatment device 47 and the grain tank 6 as a heat shielding cover that covers the outer periphery of the second exhaust gas treatment device 47. The cover body 108 is provided with a space between it and the second exhaust gas treatment device 47 and the grain tank 6, and forms a heat insulating layer with air to absorb heat from the second exhaust gas treatment device 47. It is made so that it is difficult for the grains to be transmitted to the grain tank 6. The cover member 96 and the cover body 108 are connected to each other at a location where the exhaust pipe 92 passes.

In the above configuration, the exhaust gas discharged from the engine 21 and passed through the supercharger 40 is introduced into the first exhaust gas treatment device 46 from the exhaust gas inlet 50 to perform purification treatment to reduce diesel particulates, and the purification treatment is completed. The exhaust gas is supplied to the second exhaust gas treatment device 47 via the communication connection pipe 65.

In the second exhaust gas treatment device 47, urea water is injected into the exhaust gas to generate ammonia, and the nitrogen oxides and ammonia contained in the exhaust gas are chemically reacted and reduced to nitrogen and water. A purification process is performed to reduce nitrogen oxides contained in the air, and the purified exhaust gas is discharged to the outside of the aircraft through an exhaust pipe 92.

[Another embodiment]
(1) In the above embodiment, the second exhaust gas treatment device 47 is installed in a vertical position with its longitudinal direction along the vertical direction of the aircraft. The second exhaust gas treatment device 47 may be arranged in various postures, such as along the width direction or along the width direction.

(2) In the above embodiment, the first recess Q1 is formed in the bottom inclined surface portion 6a of the grain tank 6, and the second exhaust gas treatment device 47 is inserted into the first recess Q1. However, instead of this configuration, the second recess Q1 may be inserted into the lower side of the bottom inclined surface portion 6a of the grain tank 6, without forming the first recessed portion Q1. A configuration may also be adopted in which an exhaust gas treatment device 47 is provided.

(3) In the above embodiment, the configuration is shown in which the first exhaust gas treatment device 46 is provided in the prime mover 8 with the longitudinal direction facing forward and backward along the longitudinal direction of the aircraft body, but instead of this configuration, the first exhaust gas treatment device 46 The device 46 may be provided in the driving unit 8 in a horizontal position with the longitudinal direction along the lateral direction of the machine body.

(4) In the above embodiment, the exhaust gas outlet portion 51 of the first exhaust gas treatment device 46 and the exhaust gas supply portion 54 of the second exhaust gas treatment device 47 are both formed on the outer side in the width direction of the aircraft body. Instead of this configuration, the exhaust gas outlet section 51 and the exhaust gas supply section 54 may both be formed on the inside in the width direction of the machine body, or the exhaust gas outlet section 51 may be formed on the inside side in the width direction of the machine body, and the exhaust gas supply section 54 may be formed on the inside side in the width direction of the machine body. Various configurations may be used, such as forming the exhaust gas outlet section 51 outward in the width direction of the body, and forming the exhaust gas supply section 54 inward in the width direction of the body. be able to. The exhaust gas supply section 54 of the second exhaust gas treatment device 47 may be formed on the front side of the body. The communication connection pipe 65 may be made of a cylinder made of a material that does not deform, instead of a flexible cylinder.

(5) In the above embodiment, the first exhaust gas treatment device is arranged at the upper part of the engine on the inner side in the width direction of the fuselage, but instead of this configuration, the first exhaust gas treatment device is installed at the upper part of the engine. It may also be configured to be deployed at a location on the outer side in the width direction of the fuselage.

(6) In the above embodiment, the first exhaust gas treatment device is connected and supported to the engine, and the second exhaust gas treatment device is connected and supported to the fuselage frame, but instead of this configuration, the first exhaust gas treatment device and The second exhaust gas treatment device may be connected and supported by the engine, or the first exhaust gas treatment device and the second exhaust gas treatment device may be connected and supported by the fuselage frame.

(7) In the above embodiment, the second exhaust gas treatment device is supported by the engine bonnet support column, but instead of this configuration, the second exhaust gas treatment device may be supported by a dedicated support frame. Good too.

(8) In the above embodiment, the present invention is applied to a self-removal type combine harvester, but the present invention can also be applied to a normal type combine harvester.

The present invention can be applied to a combine harvester equipped with an exhaust gas treatment device for purifying engine exhaust gas.

5 Threshing device 6 Grain tank 8 Driving unit 21 Engine 46 First exhaust gas treatment device (exhaust gas treatment device)
47 Second exhaust gas treatment device (exhaust gas treatment device)
65 Communication connection pipe (connection member)
92 Exhaust pipe 96 Cover member 108 Cover body

Claims (6)

The driving department and
engine and
a driving unit having the engine;
A threshing device that performs threshing processing;
a grain tank located on the side of the threshing device and on the rear side of the driving unit to store grain after threshing;
an exhaust gas treatment device for treating exhaust gas from the engine,
The exhaust gas treatment device includes a first exhaust gas treatment device that reduces particulate matter contained in the exhaust gas of the engine, and a first exhaust gas treatment device that reduces nitrogen oxides contained in the exhaust gas after being treated by the first exhaust gas treatment device. A second exhaust gas treatment device is provided,
The first exhaust gas treatment device is provided in a state that does not overlap with the grain tank in plan view, and is provided in a state that overlaps with the operating section in plan view,
A combine harvester, wherein the second exhaust gas treatment device is provided in a state that does not overlap with the operation section in plan view, and is connected to the first exhaust gas treatment device via a connecting member. The combine harvester according to claim 1, wherein the first exhaust gas treatment device is provided in the driving section. The threshing device and the grain tank are arranged side by side,
The first exhaust gas treatment device is provided at a location near the center of the fuselage in the prime mover,
The combine harvester according to claim 2, wherein the second exhaust gas treatment device is provided in a space between the threshing device and the grain tank. The combine harvester according to claim 3, further comprising a cover body that covers at least a portion of the second exhaust gas treatment device between the second exhaust gas treatment device and the grain tank. From claim 1, wherein an exhaust pipe for discharging the exhaust gas discharged from the second exhaust gas treatment device to the outside of the machine body is provided so as to extend rearward through a space between the threshing device and the grain tank. 4. The combine harvester according to any one of 4. The combine according to claim 5, further comprising a cover member that covers at least a portion of the exhaust pipe between the exhaust pipe and the grain tank.

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