JP7378384B2 - work vehicle - Google Patents

Description

The present invention relates to a work vehicle equipped with an air conditioner unit for a driving section.

As the above-mentioned work vehicle, for example, the vehicle described in Patent Document 1 is already known. This work vehicle (referred to as a "battery-powered forklift" in Patent Document 1) is equipped with a head guard that covers the driver's seat. An air conditioner unit is mounted on the ceiling of the head guard.

Japanese Patent Application Publication No. 2000-16788

In the work vehicle described in Patent Document 1, the air conditioner unit is arranged at a relatively high position. As a result, the center of gravity of the work vehicle tends to be relatively high. As a result, the posture of the work vehicle tends to become unstable.

An object of the present invention is to improve the stability of the posture of a working vehicle.

A feature of the present invention is that the present invention includes an operating section and an air conditioner unit for the operating section, and the air conditioner unit is supported by the aircraft body while being located on one side of the aircraft body in the left-right direction. The air conditioner unit is provided with left and right traveling devices, and the air conditioner unit overlaps the traveling device on one side in the left-right direction of the aircraft among the left and right traveling devices in plan view, and the air conditioner unit overlaps the traveling device on one side in the left-right direction of the aircraft body. It is located above the .

According to the present invention, the air conditioner unit is located on the side of the aircraft body. Therefore, compared to the case where the air conditioner unit is arranged on the ceiling of the operating section, the arrangement position of the air conditioner unit is lower. This makes the center of gravity of the work vehicle relatively low. As a result, the posture of the work vehicle becomes stable.

That is, according to the present invention, the stability of the posture of the working vehicle can be improved.

Generally, in a working vehicle, a working device is often provided at the front or rear of the body. For example, if the work vehicle is a combine harvester, a reaping device that is a work device is provided at the front of the machine. Further, if the working vehicle is a rice transplanter, a seedling planting device, which is a working device, is provided at the rear of the machine.

Therefore, in a configuration where the air conditioner unit is located at the front or rear of the machine body, it is assumed that the air conditioner unit may interfere with the work equipment.

Here, according to the above configuration, the air conditioner unit is provided on one side in the left-right direction of the aircraft. Therefore, it is possible to realize a work vehicle in which the air conditioner unit is unlikely to interfere with the work device even if the work device is provided at the front or rear of the body.
According to this configuration, compared to a configuration in which the air conditioner unit is arranged so as not to overlap with the traveling device in plan view, the air conditioner unit can be easily accommodated in a compact size in plan view. This makes it easy to create a compact work vehicle that is equipped with an air conditioner unit.

Furthermore, in the present invention, it is preferable that left and right traveling devices are provided, and the air conditioner unit is provided closer to the center of the aircraft in the left-right direction than a lateral outer end of the traveling device on one side in the left-right direction of the aircraft. be.

According to this configuration, the air conditioner unit is less likely to interfere with building walls or obstacles, compared to a configuration in which the air conditioner unit protrudes laterally beyond the lateral outer end of the traveling device on one side in the left-right direction of the aircraft. . Therefore, it is easy to avoid a situation where the air conditioner unit interferes with a wall of a building, an obstacle, etc. and the running is obstructed.

Furthermore, in the present invention, the traveling device includes a front traveling device and a rear traveling device, and the air conditioner unit is located at the rear of the left and right rear traveling devices on one side in the left-right direction of the aircraft in a plan view. It is preferable that the rear traveling device is provided above the rear traveling device on one side in the left-right direction of the aircraft body so as to overlap with the traveling device.

According to this configuration, the air conditioner unit is located on the rear side compared to a configuration in which the air conditioner unit is provided above the front traveling device. Therefore, compared to a configuration in which the air conditioner unit is provided above the front traveling device, it is less likely that the driver's front view will be narrowed by the air conditioner unit or the duct connected to the air conditioner unit. This makes it easy to create a work vehicle that does not restrict the driver's front visibility even though it is equipped with an air conditioner unit.

A feature of the present invention is that the present invention includes an operating section and an air conditioner unit for the operating section, and the air conditioner unit is supported by the aircraft body while being located on one side of the aircraft body in the left-right direction. , left and right traveling devices, and left and right fenders located above the traveling devices in side view, and the air conditioner unit overlaps one of the left and right fenders in the left-right direction of the aircraft in plan view. It is provided below the fender on one side in the left-right direction of the aircraft.

According to the present invention, the air conditioner unit is located on the side of the aircraft body. Therefore, compared to the case where the air conditioner unit is arranged on the ceiling of the operating section, the arrangement position of the air conditioner unit is lower. This makes the center of gravity of the work vehicle relatively low. As a result, the posture of the work vehicle becomes stable.
That is, according to the present invention, the stability of the posture of the working vehicle can be improved.
Generally, in a working vehicle, a working device is often provided at the front or rear of the body. For example, if the work vehicle is a combine harvester, a reaping device that is a work device is provided at the front of the machine. Further, if the working vehicle is a rice transplanter, a seedling planting device, which is a working device, is provided at the rear of the machine.
Therefore, in a configuration where the air conditioner unit is located at the front or rear of the machine body, it is assumed that the air conditioner unit may interfere with the work equipment.
Here, according to the above configuration, the air conditioner unit is provided on one side in the left-right direction of the aircraft. Therefore, it is possible to realize a work vehicle in which the air conditioner unit is unlikely to interfere with the work device even if the work device is provided at the front or rear of the body.
According to this configuration, the air conditioner unit is located lower than a configuration in which the air conditioner unit is located above the fender. This makes the center of gravity of the work vehicle relatively low. As a result, the posture of the work vehicle becomes stable.

That is, with this configuration, the stability of the posture of the work vehicle can be further improved.

Furthermore, in the present invention, the traveling device is provided so as to protrude outward from the fender in the left-right direction of the aircraft, and the air conditioner unit is arranged above the traveling device on one side in the left-right direction of the aircraft and on one side in the left-right direction of the aircraft. It is preferable that it be provided so as to extend below the fender of the vehicle.

According to this configuration, the air conditioner unit is disposed between the fender and the traveling device in the vertical direction of the aircraft body. This makes it possible to effectively utilize the space between the fender and the traveling device.

Furthermore, in the present invention, a duct is provided that guides air from the air conditioner unit to the operating section, and the air conditioner unit is provided in a state that protrudes outward in the left-right direction of the fuselage than a fender on one side in the left-right direction of the fuselage, It is preferable that a connecting portion to which the duct is connected is provided on the upper surface of a portion of the air conditioner unit that protrudes from a fender on one side in the left-right direction of the airframe.

If the upper part of the connection part is covered by a fender, it is necessary to take measures such as, for example, providing a hole in the fender and arranging the duct so that the duct passes through the hole. This tends to complicate the structure of the duct, the duct support member, the fender, and the like.

Here, according to the above configuration, the upper part of the connection part is not covered by the fender. Therefore, it is not necessary to take measures such as, for example, providing a hole in the fender and arranging the duct so that the duct passes through the hole. This tends to simplify the structure of the duct, the duct support member, the fender, and the like. As a result, manufacturing costs tend to be reduced.

Furthermore, in the present invention, a power source and a converter that converts the voltage of electricity supplied from the power source to a voltage required for the air conditioner unit are provided, and the converter is arranged from the center position of the body in the left-right direction of the body. It is also preferable that the controller is provided on one side in the left-right direction of the fuselage.

According to this configuration, both the air conditioner unit and the converter are provided on one side in the left-right direction of the aircraft with respect to the center position of the aircraft. As a result, the layout of the wiring connecting the air conditioner unit and the converter can be simplified compared to a configuration in which the converter is provided on the other side in the left-right direction of the aircraft rather than the center position of the aircraft. As a result, manufacturing costs tend to be reduced.

Furthermore, in the present invention, it is preferable that the driver's seat is provided in the driver's seat, and that the air conditioner unit is provided at a lower position than the upper end of the driver's seat.

According to this configuration, the arrangement position of the air conditioner unit is lower than that in a configuration in which the air conditioner unit is provided at a position higher than the upper end of the driver's seat. This makes the center of gravity of the work vehicle relatively low. As a result, the posture of the work vehicle becomes stable.

That is, with this configuration, the stability of the posture of the work vehicle can be further improved.

The present invention is characterized by comprising an operating section and an air conditioner unit for the operating section, wherein the air conditioner unit is supported by the aircraft body while being located on the side of the aircraft body, and the air conditioner unit is provided with a heat exchanger. an exchange section and a case section that accommodates the heat exchange section; an intake port for the heat exchange section is provided in a portion of the case section that faces toward the center of the aircraft body in plan view; A wall portion, which extends across the vertical width of the intake port and also extends across the width of the intake port, is provided at a position facing the intake port and spaced apart from the intake port.

According to the present invention, the air conditioner unit is located on the side of the aircraft body. Therefore, compared to the case where the air conditioner unit is arranged on the ceiling of the operating section, the arrangement position of the air conditioner unit is lower. This makes the center of gravity of the work vehicle relatively low. As a result, the posture of the work vehicle becomes stable.
That is, according to the present invention, the stability of the posture of the working vehicle can be improved.
According to this configuration, mud, dust, and the like are less likely to enter the intake port, compared to a configuration in which the intake port is provided in a portion of the case portion facing outside of the aircraft body in plan view. This tends to reduce the frequency at which maintenance of the air conditioner unit is required.
According to this configuration, the wall portion can prevent mud, dust, etc. that fly toward the intake port from entering the intake port. Therefore, it is difficult for mud, dust, etc. to enter the intake port. This tends to reduce the frequency at which maintenance of the air conditioner unit is required.

FIG. 3 is a left side view of the tractor. FIG. 2 is a plan view of the tractor. FIG. 2 is a longitudinal sectional front view showing the configuration of an air conditioner unit and the like. FIG. 2 is a partially cutaway rear view showing the configuration of an air conditioner unit and the like. It is a front view of a tractor. FIG. 3 is a left side view showing the configuration of a converter and the like. FIG. 2 is a left side view showing the configuration of an air conditioner unit and the like. FIG. 3 is a left side view showing the configuration of ducts and the like. FIG. 2 is a plan view showing the configuration of ducts and the like. FIG. 3 is a rear view of the tractor. FIG. 2 is a partially cutaway plan view showing the configuration of an air conditioner unit and the like. FIG. 2 is a plan view showing the configuration of ducts and the like. It is a left side view showing the composition of a duct support member, etc. It is a bottom view showing the composition of a duct support member, etc.

Embodiments for carrying out the present invention will be described based on the drawings. In the following explanation, the direction of arrow F shown in FIGS. 1, 2, 6 to 9, and 11 to 14 is referred to as "front", and the direction of arrow B is referred to as "rear". 5. The direction of arrow L shown in FIGS. 9 to 12 and 14 is "left" and the direction of arrow R is "right." Furthermore, the direction of arrow U shown in FIGS. 1, 3 to 8, 10, and 13 is defined as "up", and the direction of arrow D is defined as "down".

[Overall configuration of tractor]
As shown in FIGS. 1 and 2, a tractor 1 (corresponding to a "work vehicle" according to the present invention) includes a body frame 2, a body M, and left and right traveling devices TR.

The fuselage frame 2 extends in the longitudinal direction of the fuselage. Further, the body frame 2 is supported by left and right traveling devices TR. The fuselage frame 2 supports the fuselage main body M. That is, the left and right traveling devices TR support the body M through the body frame 2.

In this way, the tractor 1 includes a body M supported by the body frame 2. The tractor 1 also includes left and right traveling devices TR that support the main body M.

The body of the tractor 1 is composed of a body frame 2 and a body M.
The body of the tractor 1 is supported by left and right traveling devices TR.

Each traveling device TR has a front wheel 10 (corresponding to the "front traveling device" according to the present invention) and a rear wheel 11 (corresponding to the "rear traveling device" according to the present invention). Both the front wheel 10 and the rear wheel 11 are wheels.

That is, the traveling device TR is equipped with a front wheel 10 and a rear wheel 11. Moreover, in this embodiment, the left and right traveling devices TR are the left and right front wheels 10 and the rear wheels 11.

Further, the main body M includes an operating section 3 and an engine bonnet 12. That is, the driving section 3 is supported by the body frame 2. The engine bonnet 12 is located at the front of the aircraft body. The driving section 3 is provided at the rear of the engine bonnet 12.

The driver section 3 has a driver seat 31 and a steering wheel 32. A driver can sit on the driver's seat 31. The driver can perform various driving operations in the driving section 3. For example, by operating the steering wheel 32, the left and right front wheels 10 are steered.

In this way, the tractor 1 includes the driving section 3. Further, the driving section 3 is provided with a driver's seat 31. In other words, the tractor 1 includes a driver section 3 having a driver's seat 31.

As shown in FIG. 1, the engine bonnet 12 accommodates an engine EG, a fuel tank 4, a radiator 15, a cooling fan 17, and a battery 18 (corresponding to the "power source" according to the present invention).

That is, the tractor 1 is provided with an engine bonnet 12 that accommodates the engine EG at the front of the body.

The fuel tank 4 stores fuel. The fuel supply portion 4a of the fuel tank 4 protrudes above the upper surface of the engine bonnet 12. The fuel tank 4 can be refilled with fuel from the fuel replenishment section 4a. The fuel stored in the fuel tank 4 is supplied to the engine EG.

Here, the fuselage frame 2 includes left and right main frames 2a and a power transmission device 2b. Each main frame 2a is a plate-shaped member in a vertical position, and extends in the longitudinal direction of the fuselage.
The front portion of the power transmission device 2b is fixed to the rear portions of the left and right main frames 2a. The power transmission device 2b extends in the longitudinal direction of the aircraft body. In this embodiment, the power transmission device 2b has a hydrostatic continuously variable transmission. Further, a transmission 6 is supported at the rear end portion of the power transmission device 2b.

The driving force of the engine EG is then transmitted to the transmission 6 via the power transmission device 2b. The power transmission device 2b and the transmission 6 change the speed of the driving force received from the engine EG, and transmit it to the left and right front wheels 10 and the left and right rear wheels 11. Thereby, the left and right front wheels 10 and the left and right rear wheels 11 are driven.

Further, a link mechanism 36 is provided at the rear end of the tractor 1. The link mechanism 36 is configured to be able to attach a working device such as a tiller (not shown). The transmission 6 then transmits a portion of the driving force received from the engine EG to the working device via a PTO shaft (not shown).

In this way, the tractor 1 includes the transmission 6 supported by the body frame 2.

With the above configuration, the tractor 1 can perform work using the working device while traveling using the left and right front wheels 10 and the left and right rear wheels 11. For example, the tractor 1 can perform intercultivation work in a ridged field while traveling with the left and right front wheels 10 and the left and right rear wheels 11 positioned in the ridges.

The tractor 1 also includes a cooling water path for cooling the engine EG. Radiator 15 is included in this cooling water path. A water pump (not shown) pumps the cooling water, so that the cooling water circulates through this cooling water path. The cooling water is cooled by passing through the radiator 15.

Radiator 15 is arranged in front of engine EG. The cooling fan 17 is arranged between the radiator 15 and the engine EG in the longitudinal direction of the aircraft.

Here, as shown in FIG. 1, the engine bonnet 12 has an introduction part 12a.
The introduction part 12a is configured to be able to introduce outside air into the inside of the engine bonnet 12. The introduction part 12a is provided at the front end of the engine bonnet 12.

In this embodiment, the introduction part 12a is composed of a plurality of small holes. However, the present invention is not limited to this, and the introduction section 12a may have any other form. For example, the introduction part 12a may be configured with one hole. Furthermore, the introduction section 12a may include a blower for introducing outside air.

Further, the engine bonnet 12 has left and right exhaust grill portions 12b. The left and right exhaust grill sections 12b are configured to be able to discharge air inside the engine bonnet 12 to the outside.

The left exhaust grill portion 12b is provided on the left side of the engine bonnet 12. Further, the right exhaust grill portion 12b is provided on the right side of the engine bonnet 12.

The left exhaust grill portion 12b is located to the left of the engine EG. Further, the right exhaust grill portion 12b is located to the right of the engine EG. That is, the left and right exhaust grill portions 12b are located on the lateral sides of the engine EG, respectively.

In this embodiment, the left and right exhaust grill portions 12b are each composed of a plurality of small holes. However, the present invention is not limited to this, and the left and right exhaust grill portions 12b may have any other form. For example, the left and right exhaust grill portions 12b may each be configured with one hole. Furthermore, the left and right exhaust grill sections 12b may include a blower for air exhaust.

The cooling fan 17 sends cooling air to the rear side. As a result, outside air is introduced into the engine bonnet 12 through the introduction part 12a and passes through the radiator 15. As a result, the radiator 15 is cooled.

At least a portion of the cooling air sent from the cooling fan 17 to the front of the engine EG goes around to the left and right of the engine EG, and is exhausted from the left and right exhaust grill sections 12b. As a result, the front and side parts of the engine EG are cooled.

In this manner, the side portion of the engine bonnet 12 is provided with the exhaust grill portion 12b that exhausts the cooling air after cooling the engine EG.

Further, the battery 18 stores electric power and is configured to be able to supply electric power to other devices. Battery 18 is placed in front of radiator 15.

In this way, the engine bonnet 12 that accommodates the engine EG and the battery 18 is provided at the front of the aircraft.

Further, as shown in FIGS. 1 and 2, the main body M includes left and right fenders 5.
As shown in FIG. 2, the left fender 5 is arranged to the left of the driver's seat 31. Further, the right fender 5 is arranged to the right of the driver's seat 31.

As shown in FIG. 1, the left fender 5 is located above the left rear wheel 11 in side view. Although not shown in FIG. 1, the right fender 5 is also located above the right rear wheel 11 in a side view.

That is, the tractor 1 is equipped with left and right fenders 5 located above the traveling device TR in a side view.

As shown in FIG. 2, the left and right rear wheels 11 are provided so as to protrude further outward than the left and right fenders 5 in the left-right direction of the vehicle. More specifically, the left rear wheel 11 is provided so as to protrude to the left of the left fender 5. Further, the right rear wheel 11 is provided so as to protrude to the right side of the right fender 5.

That is, the traveling device TR is provided so as to protrude further outward than the fender 5 in the left-right direction of the vehicle body.

As shown in FIGS. 1 and 2, the tractor 1 includes left and right side panels 7. The left side panel 7 is supported by the upper surface of the left fender 5 so as to overlap the left fender 5 in plan view. Further, the right side panel 7 is supported by the upper surface portion of the right fender 5 so as to overlap the right fender 5 in a plan view.

Various operating levers are provided on the left and right side panels 7. In particular, as shown in FIG. 2, the left side panel 7 is provided with a gear shift lever 7a. The speed change lever 7a is linked to a hydrostatic continuously variable transmission in the power transmission device 2b. That is, by operating the speed change lever 7a, the speed change state of the power transmission device 2b changes.

[Configuration of protective frame and roof part]
As shown in FIGS. 1 and 2, the tractor 1 is a cabless machine (cabinless machine).
That is, the tractor 1 is not provided with a cabin. The area around the driver's seat 31 is open to the outside of the aircraft.

The tractor 1 also includes a gate-shaped protection frame 30. The protective frame 30 is erected from the rear of the driving section 3.

That is, the tractor 1 is equipped with a protection frame 30 erected from the rear of the driving section 3.

The tractor 1 also includes a roof portion 8. The roof section 8 is provided to cover the driving section 3 from above.

That is, the tractor 1 includes a roof section 8 that covers the driving section 3 from above.

In this embodiment, the roof portion 8 is a canopy. Further, the roof portion 8 is supported by the upper part of the protection frame 30.

[Configuration of wheel width changing device]
Below, with reference to FIGS. 3 and 4, the structure of the portion connecting the fuselage frame 2 and the left and right rear wheels 11 will be described. Note that the following description also applies to the structure of the portion connecting the body frame 2 and the left and right front wheels 10.

As described above, the transmission 6 is supported at the rear end of the body frame 2.
As shown in FIGS. 3 and 4, the tractor 1 includes left and right axle cases 20. The left axle case 20 connects the transmission 6 and the left rear wheel 11. Further, the right axle case 20 connects the transmission 6 and the right rear wheel 11.

That is, the tractor 1 is equipped with left and right axle cases 20 that connect the transmission 6 and the left and right rear wheels 11.

The axle case 20 has a horizontal case part 21 and a vertical case part 22. The lateral case portion 21 extends outward from the transmission 6 in the left-right direction of the vehicle body. More specifically, the left lateral case portion 21 extends leftward from the transmission 6. Further, the right side case portion 21 extends from the transmission 6 toward the right side.

As shown in FIG. 4, the vertical case portion 22 extends downward from the free end portion 21a of the horizontal case portion 21. As shown in FIG. The rear wheel 11 is supported at the lower end of the vertical case portion 22.

That is, the axle case 20 includes a lateral case part 21 extending outward from the transmission 6 in the left-right direction of the aircraft body, and a free end 21a of the lateral case part 21 extending downward, and a rear wheel attached to the lower end. 11 is supported.

Here, as shown in FIG. 4, the horizontal case part 21 has a case main body 21b and a slide part 21c. The case body 21b is fixed to the transmission 6.

The slide portion 21c has a cylindrical shape extending in the left-right direction of the machine body. The slide portion 21c is inserted into the case body 21b from the outside in the left-right direction of the machine body.
The slide portion 21c is slidable in the left-right direction of the body with respect to the case body 21b.

The above-mentioned free end portion 21a is the outer end of the slide portion 21c in the left-right direction of the machine body.

Further, the lateral case portion 21 is provided with a wheel width changing device 23 . The wheel width changing device 23 is configured to be able to change the extension length of the lateral case portion 21.

That is, the wheel width changing device 23 is provided in the horizontal case portion 21 and is configured to change the extension length of the horizontal case portion 21.

To explain in detail, the wheel distance changing device 23 includes an operating shaft 24, a shaft holding portion 25, and an operating nut 26. The operating shaft 24 extends in the left-right direction of the machine body and is provided so as to span the case body 21b and the slide portion 21c.

The shaft holding portion 25 is fixed to the case body 21b. The outer end of the operating shaft 24 in the left-right direction of the machine body is connected to the slide portion 21c. Further, the operating shaft 24 is provided so as to pass through the shaft holding portion 25 in the left-right direction.

A plurality of rack gear teeth 24a are formed on the upper surface of the operating shaft 24. The plurality of rack gear teeth 24a are arranged in the longitudinal direction of the operating shaft 24. Further, a pinion gear (not shown) is provided inside the shaft holding portion 25. This pinion gear meshes with a plurality of rack gear teeth 24a.

The operating nut 26 is provided on the shaft holding portion 25. The operating nut 26 is linked to the pinion gear mentioned above. By rotating the operating nut 26, the pinion gear rotates. In response to this, the operating shaft 24 moves in the left-right direction of the machine. As a result, the slide portion 21c slides integrally with the operating shaft 24 in the left-right direction of the machine with respect to the case body 21b. As a result, the extension length of the horizontal case portion 21 changes.

As the extension length of the lateral case portion 21 changes, the left and right rear wheels 11 move in the left-right direction with respect to the transmission 6, as shown in FIGS. 2 to 4. That is, as the extension length of the horizontal case portion 21 changes, the left and right rear wheels 11 move in the left-right direction with respect to the body frame 2. As a result, the treads of the left and right rear wheels 11 change. That is, the wheel width changing device 23 changes the treads of the left and right rear wheels 11. Furthermore, the treads of the left and right front wheels 10 are similarly changed by the wheel width changing device 23.

That is, the tractor 1 includes a wheel width changing device 23 that changes the treads of the left and right traveling devices TR by moving the traveling device TR in the left-right direction of the body with respect to the body frame 2.

In this way, the tractor 1 includes the driving section 3, the body frame 2 that supports the driving section 3, the left and right traveling devices TR that support the body frame 2, and the traveling devices TR on the left and right sides of the body with respect to the body frame 2. A wheel distance changing device 23 that changes the treads of the left and right traveling devices TR by moving in the direction is provided.

Note that in FIGS. 2 to 5, the left and right traveling devices TR or the left traveling device TR with the narrowest tread are shown by solid lines. Further, the left and right traveling devices TR or the left traveling device TR with the widest tread are shown by imaginary lines.

[Deck composition]
As shown in FIGS. 1 and 2, the tractor 1 is equipped with a plurality of decks K. Each deck K has a horizontal plate shape. In this embodiment, the number of decks K provided is two. However, the present invention is not limited to this, and the number of decks K provided may be one, or three or more.

The plurality of decks K include a front deck 41 and a rear deck 42. That is, both the front deck 41 and the rear deck 42 are decks K.

Both the front deck 41 and the rear deck 42 protrude outward from the body M of the body. More specifically, both the front deck 41 and the rear deck 42 protrude to the left side of the main body M of the aircraft. The front deck 41 and the rear deck 42 are both provided on the left side of the fuselage (corresponding to "one side in the left-right direction of the fuselage" according to the present invention).

That is, the tractor 1 is equipped with a deck K that extends beyond the main body M of the machine body. Further, the deck K is provided on one side in the left-right direction of the aircraft.

FIG. 2 shows a first left end position L1, a second left end position L2, a third left end position L3, and a fourth left end position L4. The first left end position L1 is the left end position of the left traveling device TR when the tread is at its narrowest. The second left end position L2 is the left end position of the left traveling device TR when the tread is at its widest state. The third left end position L3 is the left end position of the front deck 41. The fourth left end position L4 is the left end position of the rear deck 42.

As shown in FIG. 2, the first left end position L1 is located on the right side of the body than the second left end position L2. That is, the first left end position L1 is located closer to the center of the fuselage in the left-right direction than the second left end position L2.

Further, the third left end position L3 is located on the right side of the body than the first left end position L1. That is, the third left end position L3 is located closer to the center of the aircraft body than the first left end position L1 in the left-right direction of the aircraft body. In other words, the lateral outer end of the front deck 41 is located closer to the center of the fuselage in the lateral direction than the lateral outer end of the left traveling device TR when the tread is at its narrowest.

That is, the front deck 41, which is the deck K, is provided closer to the center of the vehicle in the left-right direction than the lateral outer end of the traveling device TR on one side in the left-right direction of the vehicle.

Further, the fourth left end position L4 is located to the left of the body than the first left end position L1. That is, the fourth left end position L4 is located on the outer side of the aircraft body in the left-right direction of the aircraft body than the first left end position L1. In other words, the lateral outer end of the rear deck 42 is located further outward in the lateral direction of the aircraft than the lateral outer end of the left traveling device TR when the tread is at its narrowest.

Further, the fourth left end position L4 is located on the right side of the body than the second left end position L2. That is, the fourth left end position L4 is located closer to the center of the fuselage in the left-right direction than the second left end position L2. In other words, the lateral outer end of the rear deck 42 is located closer to the center of the fuselage in the lateral direction than the lateral outer end of the left traveling device TR when the tread is at its widest position.

That is, the rear deck 42, which is the deck K, is provided closer to the center of the fuselage in the left-right direction than the lateral outer end of the travel device TR on one side in the left-right direction of the fuselage, when the treads of the left and right traveling devices TR are at their widest. ing.

Note that the present invention is not limited to the above configuration. The rear deck 42, which is the deck K, is provided closer to the center of the aircraft in the left-right direction than the lateral outer end of the running device TR on one side in the left-right direction of the aircraft, when the treads of the left and right traveling devices TR are at their narrowest. Also good.

As shown in FIG. 1, the front deck 41 and the rear deck 42 are both provided at a higher position than the traveling device TR.

That is, the deck K is provided at a higher position than the traveling device TR.

As shown in FIG. 2, the front deck 41 is provided above the front wheel 10 on the left side of the fuselage in a state where it overlaps the front wheel 10 on the left side of the fuselage in plan view when the treads of the left and right traveling devices TR are at their narrowest. ing. Further, the rear deck 42 is provided above the rear wheel 11 on the left side of the fuselage in a state where it overlaps with the rear wheel 11 on the left side of the fuselage in plan view when the treads of the left and right traveling devices TR are at their narrowest.

That is, the plurality of decks K is a deck provided above the front wheel 10 on one side in the left-right direction of the fuselage in a state where it overlaps with the front wheel 10 on one side in the left-right direction of the fuselage out of the left and right front wheels 10 in plan view. A deck provided above the rear wheel 11 on one side of the fuselage in the left-right direction so as to overlap the front deck 41 which is K and the rear wheel 11 on one side in the left-right direction of the fuselage out of the left and right rear wheels 11 in plan view. and a rear deck 42 which is K.

As shown in FIG. 2, the rear deck 42 is provided below the fender 5 on the left side of the fuselage, overlapping with the fender 5 on the left side of the fuselage in plan view.

That is, the rear deck 42, which is the deck K, is provided below the fender 5 on one side in the left-right direction of the fuselage in a state where it overlaps with the fender 5 on one side in the left-right direction of the fuselage out of the left and right fenders 5 in plan view. .

Further, as shown in FIGS. 1 and 2, the rear deck 42 is provided at a position between the rear wheel 11 on the left side of the body and the fender 5 on the left side of the body in the vertical direction of the body.

That is, the rear deck 42, which is the deck K, is provided at a position between the traveling device TR on one side in the left-right direction of the machine body and the fender 5 on one side in the left-right direction of the machine body in the vertical direction of the machine body.

In this embodiment, each deck K is supported by the fuselage frame 2. Below, the support structure of each deck K will be explained.

[Front deck support structure]
As shown in FIGS. 5 and 6, the tractor 1 includes a support stay 50, an L-shaped member 51, and a U-shaped member 52. The support stay 50 extends from the left side of the fuselage frame 2 toward the upper left.

The L-shaped member 51 is fixed to the lower surface of the front end of the front deck 41. The lower end of the support stay 50 is fastened to the left main frame 2a with a bolt. Further, the upper end portion of the support stay 50 is fastened to an L-shaped member 51 with a bolt.

The U-shaped member 52 extends leftward from the left side surface of the fuselage frame 2. The U-shaped member 52 is fixed to the left side of the power transmission device 2b. Further, the rear end portion of the front deck 41 is bent upward. The rear end of the front deck 41 is fastened to the front side of the U-shaped member 52 with bolts.

With the above configuration, the front part of the front deck 41 is supported by the fuselage frame 2 via the support stay 50 and the L-shaped member 51. Further, the rear part of the front deck 41 is supported by the fuselage frame 2 via a U-shaped member 52.

[Support structure of rear deck]
As shown in FIGS. 3, 4, and 7, the tractor 1 includes a support frame 53. The support frame 53 has a first plate-like connecting portion 54, a first horizontal frame 55, a first vertical frame 56, a second vertical frame 57, and a second horizontal frame 58.

The first plate-shaped connecting portion 54 is a plate-shaped member in a vertical position. The first plate-like connecting portion 54 is fastened and fixed to the transmission 6 by a plurality of first fasteners b1. Thereby, the first plate-like connecting portion 54 is fastened and fixed to the body frame 2 via the transmission 6.

In addition, in this embodiment, the first fastener b1 is constituted by a bolt.

The first horizontal frame 55 extends in the left-right direction of the fuselage. The first horizontal frame 55 is a cylindrical frame with a rectangular cross section. The right end portion of the first horizontal frame 55 is welded and fixed to the left side surface of the first plate-like connecting portion 54.

The first vertical frame 56 extends in the vertical direction of the fuselage. The lower end portion of the first vertical frame 56 is welded and fixed to the center portion of the first horizontal frame 55 in the left-right direction of the body.

The second vertical frame 57 extends in the vertical direction of the fuselage. The lower end of the second vertical frame 57 is welded and fixed to the left end of the first horizontal frame 55 in the left-right direction of the fuselage.

The second horizontal frame 58 extends in the left-right direction of the aircraft body, spanning the first vertical frame 56 and the second vertical frame 57. The second horizontal frame 58 is a plate-shaped member in a horizontal position. The second horizontal frame 58 is welded and fixed to the upper end of the first vertical frame 56 and the upper end of the second vertical frame 57.

The second horizontal frame 58 is provided at a position facing the lower surface of the front end portion of the rear deck 42. The front part of the rear deck 42 is supported by a second horizontal frame 58. That is, the front part of the rear deck 42 is supported by the fuselage frame 2 via the first plate-like connecting part 54, the first horizontal frame 55, the first vertical frame 56, the second vertical frame 57, and the second horizontal frame 58. has been done.

As shown in FIGS. 3, 4, and 7, the support frame 53 includes a second plate-like connecting portion 59, a first diagonal frame 60, a third horizontal frame 61, a third vertical frame 62, a fourth horizontal frame 63, It has a second diagonal frame 64.

The second plate-shaped connecting portion 59 is a plate-shaped member in a vertical position. The second plate-like connecting portion 59 is fastened and fixed to the case body 21b of the horizontal case portion 21 corresponding to the rear wheel 11 on the left side of the body by a plurality of second fasteners b2. Thereby, the second plate-like connecting portion 59 is fastened and fixed to the fuselage frame 2 via the case body 21b.

In addition, in this embodiment, the second fastener b2 is constituted by a bolt.

The first diagonal frame 60 extends from the second plate-like connecting portion 59 toward the upper left. A lower end portion of the first diagonal frame 60 is welded and fixed to the front side surface of the second plate-like connecting portion 59.

The third horizontal frame 61 extends in the left-right direction of the fuselage. The third horizontal frame 61 is a plate-shaped member in a horizontal position. The third horizontal frame 61 is welded and fixed to the upper end of the first diagonal frame 60.

The third vertical frame 62 extends in the vertical direction of the fuselage. A lower end portion of the third vertical frame 62 is welded and fixed to the rear side surface of the second plate-like connecting portion 59.

The fourth horizontal frame 63 extends in the longitudinal direction of the fuselage. The fourth horizontal frame 63 has an L-shaped cross section. The front end of the fourth horizontal frame 63 is welded and fixed to the rear surface of the upper end of the third vertical frame 62.

The second diagonal frame 64 extends rearward and upward from the lower end of the third vertical frame 62. The lower end of the second diagonal frame 64 is welded and fixed to the rear surface of the lower end of the third vertical frame 62. The upper end portion of the second diagonal frame 64 is welded and fixed to the rear portion of the fourth horizontal frame 63.

The third horizontal frame 61 is provided at a position facing the lower surface of the rear deck 42 at the center in the longitudinal direction of the fuselage. A central portion of the rear deck 42 in the longitudinal direction of the aircraft body is supported by a third horizontal frame 61. That is, the center portion of the rear deck 42 in the longitudinal direction of the fuselage is supported by the fuselage frame 2 via the second plate-like connecting portion 59, the first diagonal frame 60, and the third horizontal frame 61.

The fourth horizontal frame 63 is provided at a position facing the lower surface of the rear right portion of the rear deck 42 . The rear right portion of the rear deck 42 is supported by a fourth horizontal frame 63. That is, the rear right portion of the rear deck 42 is supported by the fuselage frame 2 via the second plate-like connecting portion 59, the third vertical frame 62, the fourth horizontal frame 63, and the second diagonal frame 64.

With the configuration described above, the rear deck 42 is supported by the support frame 53. Further, the support frame 53 is supported by the body frame 2. Further, the support frame 53 is fastened and fixed to the body frame 2 by a plurality of first fasteners b1 and a plurality of second fasteners b2. Then, the support frame 53 can be removed from the body frame 2 by releasing the plurality of first fasteners b1 and the plurality of second fasteners b2.

That is, the support frame 53 is fastened and fixed to the body frame 2 by the first fastener b1 and the second fastener b2, and is detachable from the body frame 2.

As shown in FIGS. 3, 4, and 7, the rear deck 42 is fastened and fixed to the support frame 53 by a third fastener b3, a fourth fastener b4, a fifth fastener b5, and a sixth fastener b6. ing. Thereby, the rear deck 42 is connected to the support frame 53.

Specifically, the front part of the rear deck 42 is fastened and fixed to the second horizontal frame 58 by a third fastener b3 and a sixth fastener b6. Further, the center portion of the rear deck 42 in the longitudinal direction of the fuselage is fastened and fixed to the third horizontal frame 61 by a fourth fastener b4. Further, the rear right portion of the rear deck 42 is fastened and fixed to the fourth horizontal frame 63 by a fifth fastener b5.

In addition, in this embodiment, the third fastener b3, the fourth fastener b4, the fifth fastener b5, and the sixth fastener b6 are all constituted by bolts.

Then, by releasing the third fastener b3, fourth fastener b4, fifth fastener b5, and sixth fastener b6, the connection between the rear deck 42 and the support frame 53 is released. Thereby, the rear deck 42 becomes removable toward the outside in the left-right direction of the aircraft. In this embodiment, the rear deck 42 is removable toward the left side of the aircraft body.

That is, the rear deck 42 can be removed outward in the left-right direction of the aircraft by releasing the connection between the rear deck 42 and the support frame 53.

As shown in FIG. 3, the left end position of the support frame 53 (the left end position of the second horizontal frame 58) substantially coincides with the first left end position L1. Further, the left end position of the support frame 53 (the left end position of the second horizontal frame 58) is located to the right of the second left end position L2.

That is, the support frame 53 is disposed inside the rear wheel 11 on the left side of the vehicle in the left-right direction of the vehicle.

Further, as shown in FIGS. 3, 4, and 7, the support frame 53 is provided below the fender 5 on the left side of the fuselage.

In this way, the support frame 53 that supports the rear deck 42 is provided below the fender 5 on the inner side in the left-right direction of the traveling device TR on one side in the left-right direction of the fuselage and below the fender 5 on one side in the left-right direction of the fuselage.

Note that the present invention is not limited to the above configuration. The left end position of the support frame 53 (the left end position of the second horizontal frame 58) may be located to the right of the first left end position L1, or may be located to the left of the first left end position L1. Also good.

[About the converter]
As shown in FIGS. 1 and 2, the tractor 1 includes a converter 71 and an air conditioner unit 75. As shown in FIGS. 8 and 9, converter 71 is electrically connected to battery 18 via first harness 73. As shown in FIGS. Further, the converter 71 is electrically connected to an air conditioner unit 75 via a second harness 74.

Electricity from battery 18 is supplied to converter 71 via first harness 73. The converter 71 transforms the voltage of electricity supplied from the battery 18 to the voltage required by the air conditioner unit 75. The converter 71 then supplies the transformed electricity to the air conditioner unit 75 via the second harness 74.

That is, the tractor 1 is equipped with a battery 18 and a converter 71 that transforms the voltage of electricity supplied from the battery 18 to the voltage required by the air conditioner unit 75.

Note that in this embodiment, the voltage of the battery 18 is lower than the voltage required for the air conditioner unit 75. Converter 71 boosts the voltage of electricity supplied from battery 18.

However, the present invention is not limited thereto. The voltage of the battery 18 may be higher than the voltage required by the air conditioner unit 75. Further, the converter 71 may be configured to step down the voltage of electricity supplied from the battery 18.

The air conditioner unit 75 is operated by electricity supplied from the converter 71. The air conditioner unit 75 takes in air and regulates the taken in air. The air conditioner unit 75 then sends conditioned air to the operating section 3 via the duct 81.

In this way, the tractor 1 is equipped with the air conditioner unit 75 for the driving section 3. The tractor 1 is also equipped with a duct 81 that supplies conditioned air from the air conditioner unit 75. In other words, the tractor 1 is equipped with a duct 81 that guides air from the air conditioner unit 75 to the driving section 3. The tractor 1 is also equipped with an air conditioner unit 75 that is operated by being supplied with electricity from the converter 71.

The configuration of converter 71 will be described below. In addition, in FIGS. 9 and 10, the left and right traveling devices TR with the narrowest treads are shown by solid lines. Further, the left and right traveling devices TR with the widest treads are shown by imaginary lines.

As shown in FIGS. 1 and 2, the converter 71 is provided on the left side of the tractor 1 body. That is, the converter 71 is provided on one side in the left-right direction of the body. Thereby, the converter 71 is provided on the left side of the fuselage relative to the center position CE (see FIG. 2) of the fuselage.

That is, the converter 71 is provided on one side in the left-right direction of the fuselage than the center position CE of the fuselage.

In this embodiment, the converter 71 is equipped with an exterior case 72. However, the present invention is not limited thereto, and the converter 71 may not include the outer case 72.

The converter 71 is supported by the front deck 41 while being placed on the upper surface of the front deck 41. As described above, the front deck 41 is supported by the fuselage frame 2. That is, the converter 71 is supported by the aircraft body.

In this way, the converter 71 is supported by the fuselage while being located on the side of the fuselage.

As shown in FIGS. 1, 2, 8, and 9, the converter 71 is mounted on the left side of the aircraft in a state in which the treads of the left and right traveling devices TR overlap with the front wheel 10 on the left side of the aircraft in a plan view when the treads are at their narrowest. It is provided above the front wheel 10.

That is, the converter 71 is provided above the traveling device TR on one side in the left-right direction of the fuselage in a state where it overlaps with the traveling device TR on one side in the left-right direction of the fuselage out of the left and right traveling devices TR in plan view. Further, the converter 71 is provided above the front wheel 10 on one side in the left-right direction of the fuselage in a state where it overlaps with the front wheel 10 on one side in the left-right direction of the fuselage out of the left and right front wheels 10 when viewed from above.

Moreover, as shown in FIG. 2, the converter 71 is located on the right side of the fuselage rather than the first left end position L1. That is, the converter 71 is provided closer to the center of the fuselage than the lateral outer end of the traveling device TR in the left-right direction of the fuselage.

As shown in FIGS. 1, 2, 8, and 9, the converter 71 is provided on the lateral side of the engine bonnet 12. As shown in FIGS. More specifically, the converter 71 is provided laterally in a portion of the engine bonnet 12 that is rearward of the position where the battery 18 is provided in the longitudinal direction of the aircraft.

Further, the converter 71 is provided to the left of the exhaust grill section 12b on the left side of the aircraft body.
That is, the converter 71 is provided on the lateral side of the exhaust grill portion 12b.

As shown in FIG. 9, the exterior case 72 includes a first opening 72a and a second opening 72b. The first opening 72a is provided in a portion of the exterior case 72 that faces the exhaust grill portion 12b.

The second opening 72b is provided in a portion of the exterior case 72 located on the opposite side to the first opening 72a in the direction of proximity and separation from the body. More specifically, the second opening 72b is provided in a portion of the exterior case 72 located on the opposite side of the first opening 72a in the left-right direction of the body.

That is, a second opening 72b is provided in a portion of the exterior case 72 that is located on the opposite side of the first opening 72a in the direction of approach and separation from the body.

With the configuration described above, the first opening 72a is provided on the right side wall of the exterior case 72, and the second opening 72b is provided on the left side wall of the exterior case 72.

In FIG. 9, the flow of cooling air passing inside the engine bonnet 12 is indicated by arrows. As shown in FIG. 9, the air introduced into the engine bonnet 12 through the introduction part 12a cools the engine EG as cooling air. Thereafter, at least a portion of the cooling air is discharged from the exhaust grill section 12b on the left side of the aircraft body.

Cooling air discharged from the exhaust grill section 12b on the left side of the body is introduced into the inside of the exterior case 72 through the first opening 72a. The converter 71 is cooled by this cooling air.
After that, the cooling air is discharged from the second opening 72b.

That is, a first opening 72a that can receive cooling air is provided in a portion of the exterior case 72 that faces the exhaust grill portion 12b.

[About the air conditioner unit]
Below, the configuration of the air conditioner unit 75 will be explained.

As shown in FIGS. 1 and 2, the air conditioner unit 75 is provided on the left side of the aircraft body. That is, the air conditioner unit 75 is provided on one side in the left-right direction of the aircraft body.
Thereby, the air conditioner unit 75 is provided on the left side of the aircraft body with respect to the center position CE (see FIG. 2) of the aircraft body.

Further, the air conditioner unit 75 is provided on the rear side of the converter 71 in the longitudinal direction of the aircraft body. More specifically, the air conditioner unit 75 is provided behind the converter 71.

That is, the air conditioner unit 75 is provided behind the converter 71 in the longitudinal direction of the aircraft, and on one side in the lateral direction of the aircraft relative to the center position CE of the aircraft in the lateral direction of the aircraft.

The air conditioner unit 75 is supported by the rear deck 42 while being placed on the upper surface of the rear deck 42. That is, the air conditioner unit 75 is mounted and supported on the rear deck 42. Further, as described above, the rear deck 42 is supported by the fuselage frame 2. That is, the air conditioner unit 75 is supported by the aircraft body.

In this way, the air conditioner unit 75 is supported by the aircraft body while being located on the side of the aircraft body.

As shown in FIGS. 1 and 10, the air conditioner unit 75 is provided at a position lower than the upper end of the driver's seat 31. As shown in FIGS. In other words, the air conditioner unit 75 is provided below the upper end of the driver's seat 31.

In this embodiment, the upper end position of the air conditioner unit 75 substantially coincides with the lower end position of the driver's seat 31. However, the present invention is not limited thereto, and the upper end position of the air conditioner unit 75 may be lower than the lower end position of the driver's seat 31. That is, the air conditioner unit 75 may be provided below the lower end of the driver's seat 31. Further, the upper end position of the air conditioner unit 75 may be above the lower end position of the driver's seat 31. Further, the upper end position of the air conditioner unit 75 may be lower than the upper end position of the seat surface of the driver's seat 31. The lower the upper end position of the air conditioner unit 75 is, the lower the center of gravity position of the tractor 1 is, which is preferable.

As shown in FIGS. 1, 2, 8, and 9, the air conditioner unit 75 overlaps the rear wheel 11 on the left side of the aircraft in a plan view when the treads of the left and right traveling devices TR are at their narrowest. It is provided above the rear wheel 11.

That is, the air conditioner unit 75 is provided above the traveling device TR on one side in the left-right direction of the body so as to overlap with the traveling device TR on one side in the left-right direction of the body among the left and right traveling devices TR in a plan view. Moreover, the air conditioner unit 75 is provided above the rear wheel 11 on one side in the left-right direction of the body, overlapping with the rear wheel 11 on one side in the left-right direction of the body among the left and right rear wheels 11 in plan view.

Further, as shown in FIG. 2, the air conditioner unit 75 includes a case portion 77 and an exhaust port 79. The case portion 77 has a box-like outer shape. The left end position of the air conditioner unit 75 (the left end position of the exhaust port 79) substantially coincides with the fourth left end position L4.

That is, the lateral outer end of the air conditioner unit 75 is located on the outer side of the aircraft in the lateral direction than the lateral outer end of the left traveling device TR when the tread is at its narrowest. Further, the lateral outer end of the air conditioner unit 75 is located closer to the center of the fuselage in the lateral direction than the lateral outer end of the left traveling device TR when the tread is at its widest position.

In this manner, when the treads of the left and right traveling gears TR are at their widest, the air conditioner unit 75 is provided closer to the center of the aircraft in the left-right direction than the lateral outer end of the running gear TR on one side in the left-right direction of the aircraft. .

Note that the present invention is not limited to the above configuration. The air conditioner unit 75 may be provided closer to the center of the vehicle in the left-right direction than the lateral outer end of the travel device TR on one side in the left-right direction of the vehicle when the treads of the left and right traveling devices TR are at their narrowest.

As shown in FIG. 2, the air conditioner unit 75 is provided below the fender 5 on the left side of the fuselage so as to overlap with the fender 5 on the left side of the fuselage in plan view.

That is, the air conditioner unit 75 is provided below the fender 5 on one side in the left-right direction of the body, overlapping with the fender 5 on one side in the left-right direction of the body among the left and right fenders 5 in plan view.

Further, as shown in FIGS. 1 and 2, the air conditioner unit 75 is provided above the rear wheel 11 on the left side of the body and below the fender 5 on the left side of the body.

That is, the air conditioner unit 75 is provided so as to extend above the traveling device TR on one side in the left-right direction of the body and below the fender 5 on one side in the left-right direction of the body.

Further, as shown in FIGS. 2, 4, and 10, the air conditioner unit 75 protrudes to the left side of the fuselage rather than the fender 5 on the left side of the fuselage.

That is, the air conditioner unit 75 is provided so as to protrude further outward in the left-right direction of the fuselage than the fender 5 on one side in the left-right direction of the fuselage.

As shown in FIGS. 4 and 11, the air conditioner unit 75 is provided with a connecting portion 80. Note that in this embodiment, two connecting portions 80 are provided. However, the present invention is not limited to this, and the number of connecting portions 80 may be one, or three or more.

Each connection portion 80 is provided on the upper surface of a portion of the air conditioner unit 75 that protrudes from the fender 5 on the left side of the fuselage. A duct 81 is connected to each connection portion 80.

In addition, "each connection part 80 is provided on the upper surface of the part of the air conditioner unit 75 that protrudes from the fender 5 on the left side of the aircraft" means that at least a part of each connection part 80 is connected to the air conditioner. This means that the unit 75 is provided on the upper surface of a portion of the unit 75 that protrudes from the fender 5 on the left side of the fuselage.

For example, as shown in FIG. 11, in this embodiment, the right side portion of the connection portion 80 is provided on the upper surface of the portion of the air conditioner unit 75 that is covered by the fender 5 on the left side of the aircraft body. Further, the remaining portion of the connecting portion 80 is provided on the upper surface of the portion of the air conditioner unit 75 that protrudes from the fender 5 on the left side of the aircraft body. In this specification, when at least a part of the connection part 80 is provided on the upper surface of the part of the air conditioner unit 75 that protrudes from the fender 5 on the left side of the aircraft, this connection part 80 is , "The air conditioner unit 75 is provided on the upper surface of the portion of the air conditioner unit 75 that protrudes from the fender 5 on the left side of the aircraft."

That is, in this embodiment, the connection part 80 to which the duct 81 is connected is provided on the upper surface of the part of the air conditioner unit 75 that protrudes from the fender 5 on one side in the left-right direction of the aircraft body.

As shown in FIGS. 4 and 11, the air conditioner unit 75 includes a heat exchange section 76 and an intake port 78. The heat exchange section 76 is housed in a case section 77.

That is, the air conditioner unit 75 includes a heat exchange section 76 and a case section 77 that accommodates the heat exchange section 76.

As shown in FIG. 11, the intake port 78 is provided in a portion of the case portion 77 that faces toward the center of the body in plan view. More specifically, the intake port 78 is provided on the right side wall of the case portion 77.

Further, the exhaust port 79 is provided in a portion of the case portion 77 on the opposite side to the intake port 78 in plan view. More specifically, the exhaust port 79 is provided on the left side wall of the case portion 77.

The intake port 78 is configured to be able to introduce outside air into the inside of the case portion 77 . Further, as shown in FIG. 4, the exhaust port 79 is connected to the heat exchange section 76.

When the air conditioner unit 75 is operating, the heat exchange section 76 takes in air through the intake port 78. The heat exchange section 76 then adjusts the taken-in air by exchanging heat. The heat exchange section 76 sends conditioned air into the duct 81 via the connection section 80. Further, the heat exchange section 76 discharges exhaust gas generated by heat exchange through the exhaust port 79.

In this way, the intake port 78 corresponds to the heat exchange section 76. That is, an intake port 78 for the heat exchange section 76 is provided in a portion of the case section 77 that faces toward the center of the body in plan view.

As shown in FIGS. 4 and 11, the fender 5 on the left side of the fuselage has a wall portion 5a. The wall portion 5a is provided at a position facing the intake port 78. Furthermore, the wall portion 5a is provided apart from the intake port 78.

As shown in FIG. 4, the wall portion 5a is provided over the vertical width of the intake port 78. As shown in FIG. Further, as shown in FIG. 11, the wall portion 5a is provided to span the width of the intake port 78.
In this embodiment, the width of the intake port 78 is the length of the intake port 78 in the longitudinal direction of the aircraft body.

That is, a wall portion 5a that spans the vertical width of the intake port 78 as well as the lateral width of the intake port 78 is provided at a position facing the intake port 78 and spaced apart from the intake port 78.

As shown in FIG. 7, the tractor 1 in this embodiment includes an operating device 19. The operating device 19 is supported by a protective frame 30. A driver seated in the driver's seat 31 can operate the operating device 19. The operating device 19 may be configured to be able to communicate wirelessly with the heat exchange section 76 or may be configured to be able to communicate with the heat exchange section 76 by wire.

By operating the operating device 19, the operating state of the heat exchange section 76 changes. For example, the operation of the heat exchange section 76 may be started or stopped by operating the operating device 19, or the target temperature of the conditioned air sent from the heat exchange section 76 to the operation section 3 may be set. good.

[About the duct]
Below, the configuration of the duct 81 will be explained.

As shown in FIGS. 7 to 9, the tractor 1 in this embodiment includes two ducts 81. However, the present invention is not limited to this, and the number of ducts 81 provided may be one, or three or more.

Each duct 81 has an air outlet 81a, a vertical portion 81b, a horizontal portion 81c, and a downwardly descending portion 81d. The vertical portion 81b extends in the vertical direction of the fuselage. A lower end portion of the vertical portion 81b is connected to the connecting portion 80. The vertical portion 81b extends upward from the air conditioner unit 75.
Further, the upper portion of the vertical portion 81b extends upward from a position rearward of the driver's seat 31.

The upper part of the vertical part 81b is fastened to the protection frame 30 by a plurality of duct holding members 82. Each duct holding member 82 is configured in an annular shape. Each duct holding member 82 is provided so as to bundle the two ducts 81 together with the protection frame 30.

The horizontal portion 81c extends in the horizontal direction from the upper end of the vertical portion 81b. The horizontal portion 81c extends from the upper end of the vertical portion 81b to a position in front of the driver seated on the driver's seat 31 when viewed from the side. Further, as shown in FIG. 8, the lateral portion 81c is configured to pass over the driver's head when viewed from the side.

That is, in the duct 81, there is a vertical portion 81b extending upward from the air conditioner unit 75 to the rear side of the driver's seat 31, and a driver seated on the driver's seat 31 from the upper end of the vertical portion 81b when viewed from the side. A lateral portion 81c extending to a position in front of the driver is provided.

As shown in FIG. 9, in this embodiment, the lateral portion 81c of one of the two ducts 81 is configured to pass on the left side of the driver in plan view. Further, the lateral portion 81c of the other of the two ducts 81 is configured to pass on the right side of the driver in plan view.

In the following description, the lateral portion 81c passing on the left side of the driver in plan view will be referred to as the left lateral portion 81c. Further, the lateral portion 81c passing on the right side of the driver in plan view is referred to as a right lateral portion 81c.

The left horizontal portion 81c extends forward from the upper end of the vertical portion 81b. Further, the right horizontal portion 81c has a first portion 81e extending rightward from the upper end of the vertical portion 81b, and a second portion 81f extending forward from the right end of the first portion 81e.

As shown in FIGS. 8 and 9, the rear descending portion 81d extends rearward and downward from the front end of the lateral portion 81c. An air outlet 81a is formed at the tip of the downwardly descending portion 81d.

Further, the rear descending portion 81d is located at the front end of the duct 81. That is, the air outlet 81a is formed at the front end of the duct 81.

The rear descending portion 81d is located in front of the driver seated on the driver's seat 31. The air outlet 81a faces the driver seated on the driver's seat 31. The conditioned air sent from the air conditioner unit 75 to the duct 81 passes through the vertical portion 81b, the horizontal portion 81c, and the downwardly descending portion 81d, and is blown out from the air outlet 81a toward the driver.

That is, a portion of the duct 81 located in front of the driver is provided with an outlet 81a that blows out conditioned air toward the driver.

In this embodiment, the duct 81 is made of a flexible member. Although not particularly limited, the duct 81 may be constituted by a bellows-shaped tube made of polyethylene.

Here, the vertical portion 81b, which is a part of the duct 81, is also made of a flexible member. As described above, the upper portion of the vertical portion 81b is fastened to the protection frame 30 by a plurality of duct holding members 82. Thereby, the vertical portion 81b is supported by the protective frame 30 while being placed along the protective frame 30.

That is, the vertical portion 81b is made of a flexible member and is supported by the protective frame 30 while being attached to the protective frame 30.

As shown in FIG. 8, the protection frame 30 is configured to be swingable around a frame swing axis P1 along the left-right direction of the machine body. Thereby, the protection frame 30 can change its posture between a use posture and a tilted posture. The usage posture is a standing posture. The tilted posture is a posture tilted backward from the usage posture.

That is, the protective frame 30 is configured to be able to change its posture between an upright usage posture and a tilted posture in which it is tilted rearward from the usage posture.

The protective frame 30 and the roof portion 8 swing integrally around the frame swing axis P1.
Therefore, as the posture of the protective frame 30 changes, the posture of the roof portion 8 also changes. In addition, in FIG. 8, the protective frame 30 in the usage position is shown by a solid line. Further, the protection frame 30 in a tilted position is shown by a phantom line.

The vertical portion 81b deforms following the change in the posture of the protection frame 30.

As shown in FIGS. 8 and 12, the tractor 1 includes a roof frame 33. The roof frame 33 includes a first frame 34 and left and right second frames 35. The first frame 34 extends in the left-right direction of the fuselage. The first frame 34 is supported on the upper surface of the protection frame 30. That is, the first frame 34 is supported on the top of the protection frame 30.

The left and right second frames 35 each extend in the longitudinal direction of the fuselage. A left second frame 35 is supported at the left end of the first frame 34 . A right second frame 35 is supported at the right end of the first frame 34 .

That is, the roof frame 33 is supported on the upper part of the protection frame 30.

The roof portion 8 is supported by the left and right second frames 35. That is, the tractor 1 is equipped with a roof frame 33 that supports the roof portion 8.

As shown in FIGS. 8, 9, and 12, the tractor 1 includes left and right duct receivers 37. The left duct receiving part 37 is welded and fixed to the front end of the left second frame 35. The left duct receiving part 37 supports the left lateral part 81c from below. Further, the right duct receiving portion 37 is welded and fixed to the front end portion of the right second frame 35. The right duct receiving part 37 supports the right lateral part 81c from below.

As shown in FIG. 12, the tractor 1 includes left and right duct support members 83. The left duct support member 83 is connected to the left duct receiving portion 37. Thereby, the left duct support member 83 is supported by the roof frame 33 via the left duct receiving portion 37.

Further, the right duct support member 83 is connected to the right duct receiving portion 37. Thereby, the right duct support member 83 is supported by the roof frame 33 via the right duct receiving part 37. That is, the duct support member 83 is supported by the roof frame 33.

The right duct support member 83 is shown in FIGS. 13 and 14. Below, the right duct support member 83 will be explained. Note that the left and right duct support members 83 are configured symmetrically with respect to each other. Therefore, the following description applies to the left duct support member 83 as well.

As shown in FIGS. 13 and 14, the right duct support member 83 has a base portion 84, a knob bolt 85, and an arm portion 86. The base 84 is a plate-shaped member in a horizontal position. The base portion 84 is attached to the lower surface of the duct receiving portion 37 from below. The base portion 84 is supported by the duct receiving portion 37 in a state where it can swing around the arm swing axis P2 along the vertical direction of the machine body.

As shown in FIG. 14, the duct receiving portion 37 has a long hole 37a formed therein. The long hole 37a is formed in an arc shape centered on the arm swing axis P2. The knob bolt 85 passes through the rear end of the base 84 in the vertical direction. Further, the knob bolt 85 is inserted into the elongated hole 37a. Note that the arm swing axis P2 passes through the front end of the base 84.

As shown in FIGS. 13 and 14, the arm portion 86 is a long member extending downward from the base portion 84. As shown in FIGS. The upper end of the arm portion 86 is fixed to the base portion 84 by welding. Further, the arm portion 86 has a holding portion 86a. The holding portion 86a is located at the lower end of the arm portion 86.

The holding portion 86a has an arcuate shape that follows the circumferential outer shape of the descending rear portion 81d.
The holding portion 86a holds the tip portion of the downwardly descending portion 81d. With this configuration, the arm section 86 supports the duct 81 on the driving section 3.

When the knob bolt 85 is tightened, the knob bolt 85 is fixed to the duct receiving part 37. Thereby, the swinging position of the arm portion 86 is fixed.

In the state where the knob bolt 85 is loosened, the knob bolt 85 can move along the long hole 37a while the knob bolt 85 is inserted into the long hole 37a. Therefore, when the knob bolt 85 is loosened, the base portion 84, the knob bolt 85, and the arm portion 86 can integrally swing around the arm swing axis P2.

That is, when the knob bolt 85 is loosened, the swing position of the arm portion 86 can be changed.

Note that the present invention is not limited to this. The arm portion 86 may be changeable in shape.
For example, the arm portion 86 may be extendable and retractable in the longitudinal direction. In this case, the shape of the arm portion 86 changes as the arm portion 86 expands and contracts.

In this way, the tractor 1 is equipped with an arm section 86 that supports the duct 81 on the driving section 3 and whose position and/or shape can be changed at least. Furthermore, with the configuration described above, the arm portion 86 is supported by the roof frame 33.

As shown in FIG. 12, in this embodiment, the swinging position of the arm portion 86 can be changed between a first swinging position Q1 and a second swinging position Q2.

The first swing position Q1 is a swing position of the arm portion 86 in a state where the arm portion 86 is displaced most rearward. The second swing position Q2 is a swing position of the arm portion 86 in a state where the arm portion 86 is displaced most forward.

When the arm part 86 is located at the second swing position Q2, the arm part 86 is in a state along the front-rear direction on the side above the head of the driver seated in the driver's seat 31.

That is, the arm portion 86 can change its state along the front-rear direction on the side above the driver's head.

As shown in FIG. 12, when the arm portion 86 swings around the arm swing axis P2, the rear descending portion 81d also swings around the arm swing axis P2 together with the arm portion 86. As a result, the position and direction of the air outlet 81a change. That is, the position and direction of the air outlet 81a change due to a change in the swinging position of the arm portion 86.

For example, when the right arm part 86 swings from the first swing position Q1 to the second swing position Q2, the position of the air outlet 81a corresponding to the right arm part 86 moves to the front right. Further, the direction of the air outlet 81a changes from the right rear direction to the left rear direction.

Note that the present invention is not limited to this. By changing the swinging position of the arm portion 86, only one of the position and direction of the air outlet 81a may change.

That is, the tractor 1 is configured such that at least one of the position and direction of the air outlet 81a changes as the arm portion 86 changes.

[About the drain pipe]
As shown in FIGS. 1 and 3, the tractor 1 includes two drain pipes 90. Note that the present invention is not limited to this, and the number of drain pipes 90 provided may be one or three or more.

Below, the structure of the drain pipe 90 will be explained.

As shown in FIGS. 3 and 4, the drain pipe 90 is connected to the lower part of the air conditioner unit 75. The drain pipe 90 discharges waste water generated by heat exchange in the heat exchange section 76.

That is, the tractor 1 includes a drain pipe 90 connected to the air conditioner unit 75.

Here, as described above, the air conditioner unit 75 is supported by the rear deck 42. Further, the rear deck 42 does not follow the movement of the traveling device TR when changing the treads of the left and right traveling devices TR. That is, the rear deck 42 is provided on the side of the body frame 2 with respect to the wheel width changing device 23.

That is, the air conditioner unit 75 is supported by the rear deck 42 provided on the side of the fuselage frame 2 with respect to the wheel width changing device 23. Further, a rear deck 42 that does not follow the movement of the traveling device TR when changing the tread is provided above the traveling device TR.

Further, the vertical case portion 22 follows the movement of the traveling device TR when changing the treads of the left and right traveling devices TR. That is, the vertical case portion 22 is provided on the traveling device TR side with respect to the wheel width changing device 23.

As shown in FIGS. 3 and 7, each drain pipe 90 is suspended downward from the lower part of the air conditioner unit 75 through a hole (not shown) provided in the rear deck 42. Thereby, each drain pipe 90 is suspended downward from a hole provided in the deck 42.

Each drain pipe 90 has a drain port 91, a midway portion 92, and a drain port side portion 93. Drain port 91 is located at the lower end of drain pipe 90. The waste water that has passed through the drain pipe 90 is discharged from the drain port 91.

The drain port side portion 93 is located at the lower part of the drain pipe 90. The drain port 91 is provided at the lower end of the drain port side portion 93. The midway portion 92 is located above (upstream) than the drain port side portion 93. Further, the drain port side portion 93 extends vertically along the vertical case portion 22 corresponding to the rear wheel 11 on the left side of the body.

That is, the drain port side portion 93 extends vertically along the vertical case portion 22.

As shown in FIGS. 3 and 7, the tractor 1 includes a first holding member 94, a second holding member 95, and a third holding member 96. The first holding member 94, the second holding member 95, and the third holding member 96 all have a U-shape.

The first holding member 94 is welded and fixed to the first diagonal frame 60. The midway portion 92 is supported by a first holding member 94 . Thereby, the midway portion 92 is supported by the rear deck 42 via the first holding member 94 and the first diagonal frame 60.

That is, the middle portion 92 of the drain pipe 90 is supported by the rear deck 42.

The second holding member 95 is welded and fixed to the upper end of the vertical case portion 22 corresponding to the rear wheel 11 on the left side of the body. Further, the third holding member 96 is welded and fixed to the lower part of the vertical case portion 22 corresponding to the rear wheel 11 on the left side of the body. The drain port side portion 93 is supported by a second holding member 95 and a third holding member 96.

Thereby, the drain port side portion 93 is supported by the vertical case portion 22 via the second holding member 95 and the third holding member 96. Therefore, when changing the treads of the left and right traveling devices TR, the drain port side portion 93 moves following the movement of the traveling device TR.

That is, the drain port side portion 93 of the drain pipe 90, in which the drain port 91 is provided, is supported by the vertical case portion 22 provided on the traveling device TR side with respect to the wheel width changing device 23, and is used to change the tread. When doing so, it moves following the movement of the traveling device TR. Further, the drain pipe 90 is suspended downward from the rear deck 42, and a drain port side portion 93 is supported by the vertical case portion 22.

As shown in FIG. 3, the drain port side portion 93 is arranged such that the drain port 91 is located on the right side of the rear wheel 11 on the left side of the body. Thereby, the drain port 91 is located within the width of the tread. With this configuration, water from the drain port 91 is drained within the width of the tread.

In this way, the drain port side portion 93 is supported by the vertical case portion 22 so that water from the drain port 91 is drained within the width of the tread.

Moreover, the rotation axis P3 of the rear wheel 11 is shown in FIGS. 3 and 7. The lower end of the drain port side portion 93 is located below the rotation axis P3 of the rear wheel 11.

That is, the drain port side portion 93 extends up to a height corresponding to the rotation axis P3 of the rear wheel 11 in the vertical direction.

According to the configuration described above, the air conditioner unit 75 is located on the side of the aircraft body.
Therefore, compared to the case where the air conditioner unit 75 is arranged on the ceiling of the operating section 3, the arrangement position of the air conditioner unit 75 is lower. This makes the center of gravity of the tractor 1 relatively low. As a result, the posture of the tractor 1 becomes stable.

That is, with the configuration described above, the stability of the posture of the tractor 1 can be improved.

[Other embodiments]
(1) The arrangement of some or all members may be reversed in the left-right direction.

(2) The front part of the duct 81 may be configured to be retractable to a position behind the front end of the driver's seat 31 by changing the swinging position of the arm part 86. For example, the first swing position Q1 may be the same as in the above embodiment, and the arm portion 86 may be configured to be able to swing 180 degrees from the first swing position Q1 to the outside of the body. In this case, when the arm portion 86 is swung 180 degrees outward from the first swiveling position Q1, the front portion of the duct 81 is retracted to a position behind the front end of the driver's seat 31.

That is, the tractor 1 may be configured such that the front portion of the duct 81 can be retracted to a position on the rear side of the front end portion of the driver's seat 31 by changing the arm portion 86.

(3) The air conditioner unit 75 may be provided on the front side or the rear side of the aircraft body.

(4) The air conditioner unit 75 may protrude to the outside of the body in the left-right direction of the body beyond the lateral outer end of the traveling device TR on one side in the left-right direction of the body. For example, the outer end position of the air conditioner unit 75 on the left side of the fuselage body may be located further to the left side of the fuselage body than the second left end position L2. That is, the lateral outer end of the air conditioner unit 75 may be located on the outer side of the aircraft in the left-right direction than the lateral outer end of the left traveling device TR when the tread is at its widest position.

(5) The wheel distance changing device 23 may not be provided. That is, the configuration may be such that the treads of the left and right traveling devices TR cannot be changed. Furthermore, in a configuration in which the treads of the left and right traveling devices TR cannot be changed, the lateral outer end of the air conditioner unit 75 may be located on the outer side of the aircraft in the left-right direction of the aircraft than the lateral outer end of the left traveling device TR of the aircraft. However, it may be located closer to the center of the fuselage in the left-right direction than the lateral outer end of the traveling device TR on the left side of the fuselage.

(6) The air conditioner unit 75 may be provided at a position lower than the upper end position of the traveling device TR.

(7) The air conditioner unit 75 may be provided at a higher position than the fender 5.

(8) In the above embodiment, the left side of the aircraft corresponds to "one side in the left-right direction of the aircraft" according to the present invention. However, the present invention is not limited thereto. According to the present invention, "one side in the left-right direction of the fuselage" may be the right side of the fuselage.

(9) The parts fixed by welding in the above embodiments may be fixed by any fixing method other than welding.

Note that the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with the configurations disclosed in other embodiments as long as no contradiction occurs. Further, the embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the purpose of the present invention.

The present invention can be used not only for tractors but also for various work vehicles such as combine harvesters, rice transplanters, and construction work machines.

1 Tractor (work vehicle)
3 Operating part 5 Fender 5a Wall part 10 Front wheel (front traveling device)
11 Rear wheel (rear traveling device)
18 Battery (power supply)
31 Driver seat 71 Converter 75 Air conditioner unit 76 Heat exchange section 77 Case section 78 Air intake port 80 Connection section 81 Duct CE Center position TR Traveling device

Claims (9)

The driving department and
an air conditioner unit for the driving section;
The air conditioner unit is supported by the aircraft body in a state where it is located laterally on one side of the aircraft body in the left-right direction of the aircraft body ,
Equipped with left and right running devices,
The air conditioner unit is provided above the traveling device on one side in the left-right direction of the vehicle in a state where it overlaps with the traveling device on one side in the left-right direction of the vehicle among the left and right traveling devices in a plan view. The work vehicle according to claim 1 , wherein the air conditioner unit is provided closer to the center of the vehicle in the left-right direction than a lateral outer end of the traveling device on one side in the left-right direction of the vehicle. The traveling device includes a front traveling device and a rear traveling device,
The air conditioner unit is provided above the rear traveling device on one side in the left-right direction of the aircraft, in a state where it overlaps with the rear traveling device on one side in the left-right direction of the aircraft among the left and right rear traveling devices in a plan view. The work vehicle according to claim 1 or 2 . The driving department and
an air conditioner unit for the driving section;
The air conditioner unit is supported by the aircraft body in a state where it is located laterally on one side of the aircraft body in the left-right direction of the aircraft body,
left and right running devices,
left and right fenders located above the traveling device in side view,
In the work vehicle, the air conditioner unit is provided below a fender on one side in the left-right direction of the body, in a state where it overlaps with the fender on one side in the left-right direction of the body among the left and right fenders in plan view. The traveling device is provided so as to protrude outward from the fender in the left-right direction of the aircraft,
5. The work vehicle according to claim 4 , wherein the air conditioner unit is provided above the traveling device on one side in the left-right direction of the machine body and below the fender on one side in the left-right direction of the machine body. A duct is provided that guides air from the air conditioner unit to the operating section,
The air conditioner unit is provided so as to protrude further outward in the lateral direction of the aircraft than a fender on one side in the lateral direction of the aircraft;
6. The working vehicle according to claim 4, wherein a connecting portion to which the duct is connected is provided on an upper surface of a portion of the air conditioner unit that protrudes from a fender on one side in the left-right direction of the vehicle. A power source and a converter that converts the voltage of electricity supplied from the power source to the voltage required for the air conditioner unit,
The work vehicle according to any one of claims 1 to 6, wherein the converter is provided on one side in the left-right direction of the machine body with respect to the center position of the machine body in the left-right direction of the machine body. The driving section is provided with a driver's seat,
The work vehicle according to any one of claims 1 to 7 , wherein the air conditioner unit is provided at a position lower than an upper end of the driver's seat. The driving department and
an air conditioner unit for the driving section;
The air conditioner unit is supported by the aircraft body while being located on a side of the aircraft body,
The air conditioner unit includes a heat exchange section and a case section that accommodates the heat exchange section,
An air intake port for the heat exchanger is provided in a portion of the case portion that faces toward the center of the aircraft body in plan view;
The working vehicle is provided with a wall portion that is spaced apart from the intake port and extends across the vertical width of the intake port and the lateral width of the intake port at a position facing the intake port.

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