JP7455686B2 - work vehicle - Google Patents

Description

The present invention relates to a work vehicle equipped with a cooling fan that air-cools an engine and an exhaust gas treatment device.

a traveling aircraft body having a body frame supported by a traveling device; an engine mounted on the body frame; an exhaust gas treatment device supported near the engine and treating exhaust gas discharged from the engine; BACKGROUND ART A work vehicle described in Patent Document 1 is conventionally known, which includes cooling fans that are provided on the left and right sides of an engine and blow air toward the engine.

According to the work vehicle of the above-mentioned document, the engine can be efficiently cooled by blowing cooling air from the cooling fan to the entire side surface of the engine. Since the exhaust gas treatment device installed in the engine room is difficult to cool, there are problems in that the cooling efficiency of the entire engine room is reduced and a separate cooling mechanism needs to be provided.

Japanese Patent Application Publication No. 2015-128374

An object of the present invention is to provide a work vehicle that is equipped with a cooling fan for cooling the engine on a side surface of the engine, and is capable of cooling the engine and the exhaust gas treatment device more efficiently. shall be.

In order to solve the above problems, we have provided a traveling aircraft body having a body frame supported by a traveling device, an engine mounted in an engine room formed in the front part of the body frame, and a vehicle supported near the engine in the engine room. an exhaust gas treatment device for treating exhaust gas discharged from the engine; and cooling fans installed on left and right sides of the engine to blow air toward the engine, the exhaust gas treatment device being shown in a side view. The cooling fan shaft is arranged rearward with respect to the engine, and the front-rear position of the cooling fan shaft is arranged closer to the exhaust gas treatment device than the center of the engine in the front-rear direction when viewed from the side.

Second, a guide body is provided for guiding the cooling air from the cooling fan, and the guide body is configured to guide the cooling air toward the front of the engine in a side view. .

The exhaust gas treatment device is arranged closer to the rear of the engine when viewed from the side, and the front and back position of the cooling fan shaft installed on the side of the engine is closer to the exhaust gas treatment device when viewed from the side. Since the cooling air from the cooling fan can be simultaneously supplied to the exhaust gas treatment device, which tends to be heated by the exhaust gas discharged from the engine, the entire engine room can be cooled more efficiently.

Further, according to the cooling fan, a guide body is provided for guiding the cooling air from the cooling fan, and the guide body is configured to guide the cooling air toward the front part of the engine in a side view. Since the fan can blow cooling air to the entire side surface of the engine, the cooling efficiency of the engine is further improved.

FIG. 2 is a right side view of a self-removal type combine harvester to which the present invention is applied. FIG. 1 is a plan view of a self-removal type combine harvester to which the present invention is applied. FIG. 3 is a right side view of the main part showing a state in which the opening/closing cover is omitted. FIG. 3 is a right side view of the main part showing a state in which the opening/closing cover and the radiator are omitted. FIG. 3 is a right side view of the main parts showing the engine room. FIG. 3 is a perspective view of the main parts of the opening/closing cover. FIG. 3 is a right side view of the engine. FIG. 3 is a rear view of the engine. FIG. 3 is a right rear perspective view of the engine showing the assembled state of the transmission mechanism. FIG. 3 is a left rear perspective view of the engine showing the assembled state of the transmission mechanism. FIG. 3 is a right side view of the main parts of the forward/reverse switching device. FIG. 6 is a diagram showing a transmission state when the cooling fan is driven in normal rotation. FIG. 6 is a diagram showing the transmission state when the cooling fan is driven in reverse.

1 and 2 are a right side view and a plan view of a self-removal type combine harvester, which is a work vehicle to which the present invention is applied. The illustrated combine harvester includes a traveling body 2 having a pair of left and right crawler type traveling devices (traveling devices) 1, 1, and a pre-processing section 3 connected to the front part of the traveling body 2 so as to be movable up and down. .

The pre-processing section 3 includes a reciprocating cutting blade that reaps the grain culm in the field by reciprocating in the left and right direction while the traveling machine is traveling forward, and a reciprocating cutting blade that reaps the grain culm cut by the cutting blade and transports the harvested grain culm rearward. The conveyor device 6 is configured to convey the harvested grain culm backwards to a threshing device 7 provided on the traveling machine body 2 side.

The traveling body 2 has a body frame 8 supported by a pair of left and right crawler type traveling devices 1, 1. On the body frame 8, there is a cabin 9 provided with a control section for an operator to board, and a cabin 9 for carrying grain. A grain tank (tank) 11 for storing grains and the threshing device 7 are installed. The threshing device 7 is arranged on the left side of the traveling machine body 2 (left side in the direction of travel, hereinafter simply referred to as left), and the grain tank 11 is arranged on the right side of the traveling machine body 2 (right side in the direction of travel, hereinafter simply referred to as right). The cabin 9 is arranged in front of the grain tank 11.

Incidentally, in the space formed between the cabin 9 and the grain tank 11 arranged behind the cabin 9, there is an engine 10, an intake pipe 12 that supplies air to the engine 10, and a space from the engine 10. An engine room 20 is formed in which exhaust gas treatment devices 13 and 14 that purify exhaust gas to be exhausted and an exhaust pipe 16 that discharges the exhaust gas purified by the exhaust gas treatment devices 13 and 14 to the outside of the machine are housed. There is. The details will be described later.

The cabin 9 includes a seat 17 on which an operator is seated, an operation panel 18 from the front of the seat 17 to the left and right inner sides (right side in the illustrated example) for performing steering operations and work traveling, and the seat 17. A floor plate (floor step) 19, which is a floor surface formed on the lower front side of the cabin, and an air conditioner for air-conditioning the interior of the cabin are provided. Note that a frame member formed from the rear surface to the lower surface side of the cabin 9 constitutes a partition wall forming a part of the bonnet that covers the engine. The details will be described later.

The above-mentioned air conditioner device includes an air conditioner unit (not shown) configured to take in air from the cabin through a suction port, and send air that has been cooled by an evaporator or warmed by a heater core into the cabin, and a compressor 21. It is constructed by connecting a condenser (not shown) and a receiver dryer through piping.

Incidentally, the compressor 21 is configured to use the power extracted from the engine 10 to compress the gaseous refrigerant sent from the evaporator to a high temperature and high pressure, and then send it to the condenser. It is supported on the rear side inside the engine room 20. The details will be described later.

The threshing device 7 receives the harvested grain culms rearwardly transported by the transportation device 6 on the side of the pre-processing section 3, and performs threshing and sorting processing on the harvested grain culms. The grain culms threshed by the threshing device 7 are transported by a straw transporter (not shown) to a post-processing section 22 provided at the rear end of the traveling machine body 2, and are cut by the post-processing section 22. After that, it is ejected from the aircraft. The waste material sorted by the threshing device 7 is discharged outside the machine, while the sorted grains are conveyed from the threshing device 7 into the grain tank 11.

The grain tank 11 is configured to be able to store the grains that have been threshed and sorted by the threshing device 7, and the grains stored in the grain tank 11 are transported to the rear end of the traveling machine body. It is configured such that it can be discharged to the outside of the machine by an auger 23 extending from the machine.

The auger 23 includes a vertical cylinder 23a disposed at the rear of the grain tank 11, and a vertical cylinder 23a extending horizontally in a straight line from the base end to the upper end of the vertical cylinder 23a. It has a discharge pipe 23b, and a discharge port 23c provided at the distal end side of the discharge pipe 23b, through which the transported grains are discharged.

The auger 23 is configured such that the entire discharge pipe 23b can be moved up and down using its base end (the upper end of the vertical tube 23a) as a fulcrum, and the entire auger 23 can be rotated left and right around the axis of the vertical tube 23a. There is.

Incidentally, the grain tank 11 is supported so as to be horizontally rotatable laterally and laterally about a vertical cylinder 23a of the auger 23, which is disposed on the rear left and right outer sides of the traveling body 2 in plan view. As a result, the grain tank 11 can be adjusted to the engine room by horizontally rotating the grain tank 11 to the left and right outside. The posture can be changed to a rotational posture in which the rear side of 20 is opened.

Next, the engine room will be explained based on FIGS. 1 to 6. FIG. 3 is a right side view of the main part with the opening/closing cover omitted, FIG. 4 is a right side view of the main part with the opening/closing cover and radiator omitted, and FIG. 5 is a right side view of the main part with the opening/closing cover and radiator omitted. FIG. 6 is a right side view of the main parts showing the opening/closing cover, and FIG. 6 is a perspective view of the main parts showing the opening/closing cover.

The engine room 20 is a space on the fuselage frame 8 that is formed between the rear and lower surfaces of the cabin 9 and the front surface of the grain tank 11 when viewed from the side. Further, the left and right sides of the engine room are open, and openings are formed on the left and right outer (right in the illustrated example) sides so that the inside of the engine room 20 can be viewed from the side of the traveling aircraft body 2. At the same time, an opening/closing cover 26 for opening and closing the opening is provided (see FIG. 2).

As a result, the engine room 20 has a bonnet portion extending in the front-rear direction that covers the engine 10 above. Specifically, the bonnet section includes a rear wall section 20a that stands upright on the front side of the grain tank 11 and serves as the rear end of the engine room, an upper part of the rear wall section 20a, and an upper rear surface of the cabin. an upper wall portion 20b in the front-rear direction formed to span between It is composed of a front wall portion 20d that stands vertically from the front end side of the wall portion 20c (see FIG. 4).

With this configuration, the engine room 20 gradually expands from its upper part (upper wall part) toward the fuselage frame (lower surface) on which the engine 10 is mounted in the front and back directions (specifically, forward direction) when viewed from the side. (See FIGS. 3 and 4).

As shown in FIGS. 3 to 5, in the engine room 20 having the above configuration, the engine 10 is mounted and fixed near the front of the lower surface of the engine room 20 (on the fuselage frame 8), and the engine 10 is mounted and fixed so as to straddle the engine 10. The intake pipe 12, the diesel particulate filter (DPF, exhaust gas treatment device) 13, and the nitrogen oxide reduction device ( An SCR (exhaust gas treatment device) 14 and the exhaust pipe 16 are installed.

Specifically, the intake pipe 12 is provided with an intake section 12a on its upper end side that takes in air above the upper wall section 20b and on the right and left sides. It extends in the vertical direction so as to be connected to the front side of the engine 10 via an air cleaner 27 supported on the upper side (see FIG. 4, etc.).

The exhaust pipe 16 also connects a diesel particulate filter (DPF) 13 supported from the rear side of the engine 10 to the rear of the air cleaner 27, and a nitrogen gas filter supported directly above the diesel particulate filter 13. It extends to the upper end of the engine room 20 via an oxide reduction device (SCR) 14. Note that the discharge port at the upper end of the exhaust pipe 16 is supported so as to be directed toward the inner rear of the traveling body 2 from the left and right inner sides of the upper end in the engine room 20, thereby directing the exhaust gas toward the upper side of the threshing device 7. (See Figures 1 and 4, etc.).

In addition, the lower surface of the engine 10 is mounted and fixed onto the fuselage frame 8 via a pair of left and right engine mounts 28 (four in total) provided on the front and rear ends, thereby making it more stable and strong. It is mounted and fixed on the fuselage frame (inside the engine room).

The engine mount section 28 connects the body frame 8 and the front end or rear end of the lower part of the engine 10, and has a vibration isolating member 29 made of a rubber member or the like therebetween. It is possible to prevent vibrations from being directly transmitted to the body frame 8 side.

As shown in FIG. 5, a cooling fan 31 for blowing air toward the engine 10 from the left and right outside of the engine room 20 is provided on the left and right outside of the engine 10, and a cooling fan 31 is provided on the right and left outside of the cooling fan 31. A radiator 32 is provided, and the left and right outer sides of the radiator 32 are configured to be openable and closable by the openable cover 26.

The opening/closing cover 26 has an opening 26a in the door frame 25 formed along the left and right outer openings of the engine compartment 29, through which air is supplied from the outside of the engine compartment 20 by the cooling fan 31. The opening 26a is provided with a perforated plate, a mesh, or the like. Furthermore, a hinge 24 is provided on the rear end side of the opening/closing cover 26 (door frame 25) to support the opening/closing cover 26 in a horizontally rotatable state (see FIG. 6, etc.).

In the illustrated example, the radiator 32 extends from the lower end of the engine room 20 to the engine 10 in the left-right (front-rear) direction when viewed from the side, and extends in the vertical direction from the lower end of the engine room 20 to the engine 10. It extends above. That is, the radiator 32 is a large one that covers the entire engine 10 when viewed from the side (see FIGS. 3 and 5).

According to this configuration, a large radiator 32 can be installed to match the lower part of the engine room 20, which is wide in the front-rear direction, so that the cooling efficiency of the engine 10 can be further improved.

The cooling fan 31 is configured to supply air from the outside to the inside of the engine room 20 by being driven in normal rotation by the power taken out from the engine, thereby cooling the radiator 32, the engine 10, etc. (See Figures 4 and 5).

Further, the front and back positions of the cooling fan 31 are installed near the rear of the engine 10, which is close to the exhaust gas treatment devices 13 and 14 when viewed from the side (see FIG. 4). According to this configuration, the air supplied into the engine room 20 by the cooling fan 18 is mainly supplied to the rear side of the engine near the exhaust gas treatment devices 13 and 14. The exhaust gas treatment devices 13 and 14, which tend to be heated by the high-temperature exhaust gas discharged from the engine 10, can be cooled more efficiently.

Incidentally, a shroud 33 that covers the left and right outer sides of the cooling fan 31 is provided on the left and right inner sides of the radiator 32, and openings are formed in the front and rear sides of the shroud 33. A U-shaped air guide plate (guide body) 34 is provided which is fixedly attached to (see FIGS. 4 to 6).

The baffle plate 34 is tilted forward in a direction away from the shroud 33 in plan view, so that the front opening is wider than the rear opening near the front end of the cooling fan 31. (See Figure 5).

According to the baffle plate 34 having this configuration, a part of the air supplied toward the rear part of the engine 10 by the cooling fan 31 can be guided to the front part of the engine 10. Thereby, the air supplied by the cooling fan 31 can be supplied to the entire side surface of the engine 10, so that the engine 10 can be air-cooled more efficiently.

Incidentally, a transmission mechanism is provided on the left and right outer surfaces of the engine 10 to transmit power from the output shaft 36 outputted from the engine 10 to each part. The transmission mechanism includes a forward/reverse switching device 37 that drives the cooling fan 31 in a reverse direction. The specific configuration will be described later.

According to the forward/reverse switching device 37, by driving the cooling fan 31 in the reverse direction and sending (discharging) air toward the outside of the engine room 20, the radiator 32 and the cooling fan 31 are prevented from being clogged or deposited. Since the dust and the like that have been left behind can be smoothly blown out of the machine (outside the engine room), maintenance work such as cleaning of the cooling fan 31 and the radiator 32 can be facilitated. The transmission mechanism that transmits power from the output shaft 36 of the engine 10 to each part will be described below.

Next, the configuration of the transmission mechanism will be described based on FIGS. 7 to 11. 7 and 8 are a right side view and a rear view of the engine showing the transmission mechanism, and FIGS. 9 and 10 are a right rear perspective view and a left rear perspective view of the engine showing the assembled state of the transmission mechanism. FIG. 11 is a right side view of the main part showing the forward/reverse switching device.

The transmission mechanism is an electrical device that extracts power from a first output pulley 43 that rotates integrally with an output shaft 36 disposed on the lower left and right outer surfaces of the engine 10, and transmits the power to an alternator 44 that supplies power to the electrical components. It has a side transmission mechanism 41 and a fan side transmission mechanism 42 that extracts power from a second output pulley 51 provided in parallel with the first output pulley and transmits the power to the cooling fan 31. Further, the electrical equipment side transmission mechanism 41 is provided at the front side of the engine in side view, and the fan side transmission mechanism 42 is unitized (hereinafter referred to as fan side transmission unit 42) at the rear side of the engine 10 in side view. (See Figure 6, etc.).

The electrical equipment side transmission mechanism 41 includes a first transmission pulley 46 disposed above the first output pulley 43 in side view, and a first transmission pulley 46 disposed in front of the first transmission pulley 46 to input power to the alternator 44. an input pulley 47 on the electrical equipment side that rotates integrally with the input shaft; and a first transmission belt 48 that is wound around the first output pulley 43, the first transmission pulley 46, and the input pulley 47 on the electrical equipment side. There is.

According to this configuration, the first power transmission belt 48 is looped around by the first output pulley 43 driven by the engine 10, thereby transmitting power to the alternate 44 supported on the front end side of the upper part of the engine 10. can be transmitted. Thereby, it is possible to generate electric power used in various electrical systems in the cabin 9 and the like.

The fan-side transmission unit 42 has a second transmission belt 52 that is looped around the second output pulley 51, and a counter pulley 53 that is pivotally supported behind the second output pulley 51 when viewed from the side, to the compressor 21. A compressor transmission mechanism 56 that transmits power, a tension applying mechanism 57 that applies tension to the second transmission belt 52 by a tension pulley 78 disposed below the front of the counter pulley 53, and a fan drive shaft of the cooling fan 31. It has a forward/reverse switching device 37 that can switch the (cooling fan shaft) 30 between forward and reverse directions, and a support bracket 58 that integrally supports these components. It is configured so that it can be integrally attached to the rear side of the outer surface of the transmission mechanism 41).

The support bracket 58 includes a first support bracket 58A that is removably attached to the engine mount portion 28 that supports the rear left and right outer sides of the engine 10, and is formed in a dogleg shape and extends in the vertical direction. It is configured to be removably attached to the left and right outer sides of the first support bracket 58A, so that the forward/reverse switching device 37 (rotating plate 66), the counter pulley 53, and the tension pulley 78 can be supported vertically side by side. and a crank-shaped second support bracket extending in the direction.

According to this configuration, the fan-side transmission unit 42 (forward/reverse switching device 37) is integrally mounted on the left and right outer sides of the rear portion of the engine 10 after each component is installed at a predetermined position on the second support bracket 58B to form a unit. Since the parts can be attached to each other, it is possible to assemble each part smoothly without any deviations, and maintenance work is also facilitated (see FIGS. 8 and 9).

Further, the support bracket 58 is configured to be able to support the compressor 21 via a third support bracket 58C that is detachably attached to the rear side of the first support bracket 58A.

According to the third support bracket 58C having this configuration, the compressor 21 is located in a space formed at the lower rear side of the engine 10 and on the left and right inner sides of the second support bracket 58B (in a side view, the space is not connected to the second support bracket 58B). It can be installed in a space-efficient manner (see FIGS. 7 to 9).

The forward/reverse switching device 37 includes a large-diameter fan pulley 61A that is provided to idle on the same axis as the fan drive shaft 30 and around which the second transmission belt 52 is wound; A small-diameter fan pulley 61B that rotates integrally on the same axis, a forward rotation pulley 62 that is disposed behind the fan drive shaft 30 and is used to drive the cooling fan 31 in the normal rotation, and a a reversing pulley 63 disposed above and used to drive the cooling fan 31 in reverse; a third transmission belt 64 looped around the small-diameter fan pulley 61B, the forward rotation pulley 62, and the reversing pulley 63; (See Figure 11, etc.).

Thereby, the second transmission belt 52 can be connected to the second output pulley 51, the counter pulley 53, the forward rotation fan pulley 62 (or one of the reverse rotation fan pulleys 63), and the large diameter fan pulley 61A. It is configured so that it can be passed around. The power transmitted to the second transmission belt 52 is transmitted in the order of the third transmission belt 64 -> the small diameter fan pulley 61B -> the fan drive shaft 30 via the forward rotation pulley 62 or the reverse rotation pulley 63. The cooling fan 31 is configured to be driven.

The normal rotation fan pulley 62 and the reverse rotation fan pulley 63 are supported by a rotating plate 66 that is supported to be vertically swingable about the fan drive shaft 30. They are configured to be integrally swingable up and down via a posture switching mechanism 67 supported on the support mechanism 35 side in the engine room.

Specifically, the posture switching mechanism 67 includes an electric motor 68 which is an actuator controlled via a control section, an operation plate 69 whose upper end is supported by the electric motor 68 so as to be rotatable back and forth, A connecting wire 71 connects the lower front end of the operating plate 69 and the front end side of the rotating plate 66, and the upper end side is locked to the rotating shaft side of the operating plate 69, and the lower end side is connected to the rear side of the rotating plate 66. By switching the attitude of the rotation plate, either the forward rotation pulley 62 or the reverse rotation pulley 63 can be set to the second transmission. It is configured so that it can be switched to a state in which it is brought into contact with the belt 52 (see FIGS. 7, 11, and 12).

According to the above-described configuration, the forward/reverse switching device 37 controls whether the cooling fan 31 is driven in forward rotation or reverse rotation by controlling the forward and backward swinging position of the operation plate 69 by the electric motor 68. can be switched. The specific transmission configuration will be described later.

The rotary plate 66 is configured so that the position of the reversing fan pulley 63 can be adjusted by forming a shaft hole that pivotally supports the reversing fan pulley 63 into an elongated hole 66a that is elongated in the vertical direction. According to this configuration, the tension of the third power transmission belt 64 can be adjusted by adjusting the position of the reversing fan pulley 63 (see FIG. 11).

The tension applying mechanism 57 includes a longitudinal tension arm 77 that is swingably supported around a mounting shaft 76 disposed directly below the counter pulley 53, and a tension arm 77 that is supported pivotally on the front end side of the tension arm 77. a tension pulley 78, and a tension spring 79, which is an elastic member whose one end is locked to the rear end side of the tension arm 77 and the other end is locked to a fixture provided at the lower end side of the support bracket 58. It is configured. As a result, the tension pulley 78 is biased upward by the biasing force of the tension spring 79 while being disposed in front of and below the counter pulley 53 .

According to this configuration, the tension pulley 78 presses the second transmission belt 52 from below upward between the second output pulley 51 and the counter pulley 53, thereby tightening the second transmission belt 52. It is possible to apply tension to prevent loosening.

The compressor transmission mechanism 56 includes a counter shaft (counter pulley shaft) 81 which is attached to the left and right outer sides and rotates integrally with the counter pulley 53, and a counter shaft (counter pulley shaft) 81 which is attached to the left and right inner sides of the counter shaft 81. A counter output pulley 82 that rotates integrally with the input shaft that inputs power to the compressor 21 side, a transmission pulley 83 that rotates integrally with the input shaft that inputs power to the compressor 21 side, and a fourth transmission belt 84 that is wound around the counter output pulley 82 and the transmission pulley 83. (See FIGS. 9 and 10, etc.).

According to this configuration, the compressor 21 is configured to extract power not directly from the output shaft side of the engine 10 but from the counter shaft 81 that is pivotally supported behind the output shaft 36. The configuration near the output shaft 36 can be simplified.

Furthermore, the compressor 21 can be removed from the third support bracket 58C by simply removing the fourth transmission belt, so maintenance work on the compressor 21 can be easily performed. In addition, when carrying out the maintenance, the space behind the engine room can be largely opened by switching the grain tank 11 to a rotating position, so that the maintenance work etc. can be carried out more smoothly.

Incidentally, the third support bracket 58C is configured to be able to adjust the vertical position of the compressor 21 that is attached and fixed to the engine mount portion 28 side. According to this configuration, the distance between the transmission pulley 83 on the compressor 21 side and the counter output pulley 82 on the counter shaft 81 side can be adjusted, so that the tension of the fourth transmission belt 84 is prevented from becoming loose. can be easily adjusted.

Next, the transmission structure of the cooling fan (the operating structure of the forward/reverse switching device) will be explained based on FIGS. 12 and 13. FIG. 12 is a diagram showing the transmission state when the cooling fan is driven in normal rotation, and FIG. 13 is a diagram showing the transmission state when the cooling fan is driven in reverse rotation.

As shown in the drawing, the forward/reverse switching device 37 has a forward rotation pulley 62 and a reverse rotation pulley 63 that sandwich the second transmission belt 52 that is passed around by the second output pulley 51 in a side view. It is arranged like this. That is, the forward/reverse switching device 37 transmits the power transmitted to the second transmission belt 52 to the third transmission belt 64 via the forward rotation pulley 62 or to the third transmission belt 64 via the reverse rotation pulley 63. By switching whether the power is transmitted to the transmission belt, the driving direction of the fan drive shaft 30 of the cooling fan 31 can be switched.

In other words, the forward/reverse switching device 37 causes the cooling fan 31 to rotate in the normal direction by bringing the forward rotation fan 62 into contact with the inside of the second transmission belt 52 via the attitude switching mechanism 67. The cooling fan 31 is configured to be able to be switched between a forward rotation state in which the cooling fan 31 is driven and a reverse rotation state in which the cooling fan 31 is driven in the reverse direction by bringing the reversal fan 63 into contact with the outside of the second transmission belt. This will be explained in detail below.

As shown in FIG. 12, when the electric motor 68 swings the operating plate 69 clockwise in a side view, the connecting wire 71 is loosened, and the urging force of the tension spring 72 causes the rotating plate 69 to rotate clockwise. 66 can be switched to a position where the rear part is lifted upward. Thereby, the forward/reverse rotation switching device 37 can be switched to a forward rotation state in which the forward rotation fan 62 is brought into contact with the second transmission belt 52 from below.

As a result, the engine power is transmitted in the order of output shaft → second output pulley → second transmission belt → forward rotation fan pulley → third transmission belt → small diameter fan pulley → fan drive shaft, so that the cooling fan Drive in normal rotation (see Figure 12).

As shown in FIG. 13, when the operation plate 69 is swung counterclockwise in a side view by the electric motor 68, the connection wire 71 is pulled and the tension spring 72 is loosened, so that the rotation The plate 66 can be switched to a position in which the rear portion is swung downward. Thereby, the forward/reverse switching device 37 can be switched to a reverse state in which the reversal fan 63 is brought into contact with the second transmission belt 52 from above.

As a result, the engine power is transmitted in the order of output shaft → second output pulley → second transmission belt → reversing fan pulley → third transmission belt → small diameter fan pulley → fan drive shaft, so that the cooling fan rotates in reverse rotation. drive (see Figure 13).

1 Crawler type traveling device (traveling device)
2 Traveling body 8 Airframe frame 10 Engine 13 Diesel particulate collection device (exhaust gas treatment device, DPF)
14 Nitrogen oxide reduction equipment (exhaust gas treatment equipment, SCR)
30 Fan drive shaft (cooling fan shaft)
34 Wind guide plate (guide body)

Claims (1)

a traveling aircraft body having a body frame supported by a traveling device;
an engine mounted in an engine room formed in the front part of the fuselage frame;
an exhaust gas treatment device that is supported near the engine in the engine room and processes exhaust gas discharged from the engine;
cooling fans provided on the left and right sides of the engine and blowing air toward the engine,
The exhaust gas treatment device is arranged rearward with respect to the engine in side view,
The front and back positions of the cooling fan shaft are arranged closer to the exhaust gas treatment device than the center of the engine in the front and back direction when viewed from the side ;
A guide body is provided to guide cooling air from the cooling fan,
The guide body is configured to guide the cooling air toward the front of the engine in a side view.
A work vehicle characterized by :

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