WO2018025564A1

WO2018025564A1 - Combine

Info

Publication number: WO2018025564A1
Application number: PCT/JP2017/024684
Authority: WO
Inventors: 康裕猶原
Original assignee: ヤンマー株式会社
Priority date: 2016-08-02
Filing date: 2017-07-05
Publication date: 2018-02-08
Also published as: JP6801997B2; CN115119606A; JP2018019625A; CN110022672B; CN110022672A

Abstract

In this combine, a reaping unit is connected to the front of a travel chassis 1 in which an engine and a fuel tank 301 are mounted, and a threshing unit 9 provided with a threshing barrel and a grain tank 6 for storing grains are laterally arranged side by side on the travel chassis 1. The fuel tank 301 is disposed between the threshing unit 9 and the grain tank 6 on the upper surface of the travel chassis 1 so that the rear end of the fuel tank 301 is located behind a dust exhaust port 23 located at a rear part of the threshing unit 9. The dust exhaust port 23-side side surface of the fuel tank 301 has an inclined surface 301b that is inclined to the side opposite to the dust exhaust port 23.

Description

Combine

The present invention relates to a combine.

Conventionally, a combine in which a cutting part is connected in front of a traveling machine body equipped with an engine and a fuel tank, and a threshing part equipped with a handling cylinder and a grain tank for storing grain are arranged side by side on the traveling machine body is well known. (See Patent Documents 1 to 3).

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

In the prior art disclosed in Patent Documents 1 to 3, the fuel tank is disposed below the rear part of the threshing device at the rear part of the traveling machine body, but diffusion of dust and the like discharged from a dust outlet provided at the rear part of the threshing apparatus There was a problem that was hindered by the fuel tank.

Therefore, the present invention seeks to provide an improved combine by examining these current conditions.

In order to achieve the above object, the combine of the present invention has a cutting part connected to the front of a traveling machine body on which an engine and a fuel tank are mounted, and a threshing part having a handling cylinder and a grain tank for storing grain are provided on the traveling machine body. The fuel tank is disposed between the threshing portion and the grain tank on the upper surface of the traveling machine body, and the rear end of the fuel tank is connected to the dust outlet at the rear portion of the threshing portion. Also, the side surface of the fuel tank on the dust outlet side has an inclined surface that inclines toward the opposite side of the dust outlet.

In the above combine, the rear upper portion of the fuel tank is inclined downward from the front to the rear, and the cylindrical fuel filler port is inclined and protruded rearward at the upper rear portion. Also good.

In the above-described combine, the fuel tank may have a protrusion on a lower surface, and the protrusion may be fitted and positioned on a body frame constituting the traveling body.

In the above combine, the fuselage frame includes a front and rear fuselage frame extending in the front-rear direction and a pair of left and right fuselage frames extended in the left-right direction. It is good also as what is fitted by a pair of said left-right body frame.

In the above combine, a separate fuel tank arranged in parallel with and in communication with the fuel tank may be arranged below the threshing portion.

According to the present invention, the fuel tank is disposed such that the rear end of the fuel tank is located behind the dust outlet at the rear of the threshing portion, and the side surface on the dust outlet side of the fuel tank is the dust outlet. Since it has the inclined surface which inclines to the opposite side, it can prevent that the spreading | diffusion of the soot etc. discharged | emitted from a dust exhaust port is inhibited by a fuel tank. Moreover, the collision with the fuel tank of the soot etc. discharged | emitted from a dust outlet can be reduced, and damage to a fuel tank and adhesion of the soot etc. to a fuel tank can be reduced.

According to the present invention, the rear upper surface portion of the fuel tank is inclined downward from the front to the rear, and the cylindrical fuel filler port is inclined and protruded rearward from the upper rear portion. Fuel that is supplied from the rear of the traveling machine body, in addition to the fact that the fueling port for replenishing fuel to the fuel tank is arranged at the rear end of the traveling machine body and that the fueling port is inclined rearward and upward. The convenience of refueling work is improved. In addition, if the substantially cylindrical oil supply port is provided so as to project in a direction perpendicular to the surface of the upper rear portion, the oil supply port is inclined rearward due to the inclination of the upper rear portion. Compared to the case where the oil supply port is curved in order to obtain the angle of the oil supply port or the oil supply port is inclined and connected to the surface to which the oil supply port is connected, The shape of the filler port can be simplified, and the manufacturing cost can be reduced and the connection strength can be improved.

According to the present invention, the fuel tank has a projecting portion on the lower surface, and the projecting portion is fitted and positioned on the aircraft frame constituting the traveling aircraft body, so that the position when the fuel tank is placed on the traveling aircraft body Matching becomes easy. Further, since the protruding portion restricts the movement of the fuel tank, displacement of the fuel tank placed on the traveling machine body is prevented.

According to the present invention, since the projecting portion of the fuel tank is fitted to the front and rear airframe frames and the pair of left and right airframe frames, the projecting portion restricts the movement of the fuel tank in both the front and rear directions and the left and right direction, and Misalignment of the placed fuel tank can be prevented in three directions by the fuselage frame and the protrusion.

According to the present invention, since the separate fuel tank arranged and communicated with the fuel tank is disposed below the threshing portion, the space below the threshing portion is effectively used to increase the size of the traveling machine body 1. A separate tank can be placed on the traveling machine without any trouble. By connecting the separate tank to the fuel tank, the total capacity of the entire fuel tank mounted on the traveling aircraft can be increased.

It is a left view of the combine which shows embodiment of this invention. It is a right view of the combine. It is a top view of the combine. It is a drive system diagram of a combine. It is a perspective view of the combine seen from diagonally forward. It is a partial plane sectional view of a threshing part. It is a drive system diagram of a mission case. It is a front view which shows the structure of an engine room and a threshing part. It is a hydraulic circuit diagram which shows the structure of a working system hydraulic circuit. It is a perspective view which shows the structure of a working system hydraulic circuit. It is a perspective view of the threshing part seen from diagonally forward. It is a left side enlarged view of a threshing part. It is a plane sectional view showing composition of an engine room and a threshing part. It is a front view which shows the arrangement configuration of hydraulic circuit components. It is a hydraulic circuit diagram which shows the structure of a traveling system hydraulic circuit. It is a top view which shows the piping structure of a hydraulic circuit. It is a rear view of a combine. It is a top view which shows a combine rear part with a partial cross section. It is a perspective view of the combine rear part seen from diagonally back. It is a perspective view of the fuel tank seen from the lower side. It is a left view of a 1st fuel tank. FIG. 3 is a perspective view of the vicinity of a fuel tank with a part of the traveling machine body cut away. It is a left view of a 2nd fuel tank. It is a perspective view which cuts and shows a 1st fuel tank partially. It is a rear view which shows a 2nd fuel tank in a cross section. It is a top view which shows a 2nd fuel tank in a cross section.

Hereinafter, embodiments embodying the present invention will be described with reference to the drawings (FIGS. 1 to 10) applied to an ordinary combine. 1 is a left side view of the combine, FIG. 2 is a right side view thereof, and FIG. 3 is a plan view thereof. First, the schematic structure of the combine will be described with reference to FIGS. In the following description, the left side in the forward direction of the traveling machine body 1 is simply referred to as the left side, and the right side in the forward direction is also simply referred to as the right side.

As shown in FIGS. 1 to 3, the ordinary combine in the embodiment includes a traveling machine body 1 supported by a pair of left and right crawler belts 2 made of rubber crawlers as a traveling portion. At the front part of the traveling machine body 1, a mowing unit 3 for taking in unharmed cereals such as rice (or wheat, soybeans or corn) is mounted by a single-acting lifting hydraulic cylinder 4 so as to be adjustable up and down. ing.

On the left side of the traveling machine 1, a threshing unit 9 for threshing the harvested cereal meal supplied from the harvesting unit 3 is mounted. In the lower part of the threshing unit 9, a grain sorting mechanism 10 for performing swing sorting and wind sorting is arranged. A driver's cab 5 on which an operator is boarded is mounted on the front right side of the traveling machine body 1. An engine 7 as a power source is disposed on the cab 5 (below the driver seat 42). Behind the cab 5 (on the right side of the traveling machine body 1), a grain tank 6 for taking the grain from the threshing unit 9 and a grain for discharging the grain in the grain tank 6 toward the truck bed (or container, etc.) A discharge conveyor 8 is arranged. The grain discharge conveyor 8 is tilted toward the outside of the machine so that the grains in the grain tank 6 are carried out by the grain discharge conveyor 8.

The mowing unit 3 includes a feeder house 11 that communicates with the handling port 9a of the front part of the threshing unit 9 and a horizontally long bucket-shaped grain header 12 that is provided continuously at the front end of the feeder house 11. A scraping auger 13 (platform auger) is rotatably supported in the grain header 12. A take-up reel 14 with a tine bar is disposed above the front portion of the take-up auger 13. A clipper-shaped cutting blade 15 is disposed in front of the grain header 12. Left and right weed bodies 16 are provided to project from the left and right sides of the front part of the grain header 12. In addition, a supply conveyor 17 is installed in the feeder house 11. A beater-feeding beater 18 (front rotor) is provided on the feed end side (handle 9a) of the supply conveyor 17. The lower surface portion of the feeder house 11 and the front end portion of the traveling machine body 1 are connected via a lifting hydraulic cylinder 4, and the cutting portion 3 moves up and down using a cutting input shaft 89 (feeder house conveyor shaft) described later as a lifting fulcrum. The hydraulic cylinder 4 is moved up and down.

With the above configuration, the tip side of the uncut grain culm between the left and right weed bodies 16 is scraped by the scraping reel 14, and the base side of the uncut grain culm is cut by the cutting blade 15. Due to the rotation drive, the harvested cereal grains are collected near the entrance of the feeder house 11 near the center of the left and right width of the grain header 12. The whole amount of the harvested cereal meal of the grain header 12 is conveyed by the supply conveyor 17 and is configured to be input to the handling port 9 a of the threshing unit 9 by the beater 18. The grain header 12 is provided with a horizontal control hydraulic cylinder (not shown) that rotates about the horizontal control fulcrum shaft, and the grain header 12 is adjusted by the horizontal control hydraulic cylinder to adjust the horizontal inclination of the grain header 12. 12, the cutting blade 15, and the take-up reel 14 can be supported horizontally with respect to the field scene.

Further, as shown in FIGS. 1 and 3, a handling cylinder 21 is rotatably provided in a handling chamber of the threshing unit 9. A handling cylinder 21 is pivotally supported on a handling cylinder shaft 20 (see FIG. 4) extended in the front-rear direction of the traveling machine body 1. On the lower side of the handling cylinder 21, a receiving net 24 for allowing the grains to leak is stretched. In addition, a spiral screw blade-shaped intake blade 25 projects outward in the radial direction on the outer peripheral surface of the front portion of the handling cylinder 21.

With the above-described configuration, the harvested cereal mash introduced from the handling port 9a by the beater 18 is conveyed toward the rear of the traveling machine body 1 by the rotation of the handling cylinder 21 and is, for example, between the handling cylinder 21 and the receiving net 24. Kneaded and threshed. The threshing of grains or the like smaller than the mesh of the receiving net 24 leaks from the receiving net 24. The sawdust and the like that do not leak from the receiving net 24 are discharged from the dust outlet 23 at the rear of the threshing portion 9 to the field by the conveying action of the handling cylinder 21.

In addition, a plurality of dust feeding valves (not shown) for adjusting the conveying speed of threshing in the handling chamber are pivotally mounted on the upper side of the handling cylinder 21 so as to be rotatable. By adjusting the angle of the dust feed valve, the conveying speed (residence time) of threshing in the handling chamber can be adjusted according to the variety and properties of the harvested cereal. On the other hand, the grain sorting mechanism 10 disposed below the threshing unit 9 includes a rocking sorter 26 for specific gravity sorting having a grain pan, a chaff sheave, a grain sheave, and a stroller.

Also, the grain sorting mechanism 10 includes a blower fan-shaped tongue 29 or the like that supplies sorting wind to the swing sorter 26. The threshing that has been threshed by the handling cylinder 21 and leaked from the receiving net 24 is caused by the specific gravity sorting action of the swing sorter 26 and the wind sorting action of the blower fan-shaped tang 29, so No.), a mixture of grain and straw (second thing such as grain with branches), and wastes are selected and extracted.

The first conveyor mechanism 30 and the second conveyor mechanism 31 are provided on the lower side of the swing sorter 26 as the grain sorting mechanism 10. The grain (first thing) dropped from the swing sorter 26 by the sorting of the swing sorter 26 and the blower fan-shaped tongue 29 is collected in the grain tank 6 by the first conveyor mechanism 30 and the cereal conveyor 32. The The mixture of grains and straw (second product) is returned to the sorting start end side of the swing sorting plate 26 through the second conveyor mechanism 31 and the second reduction conveyor 33 and is re-sorted by the swing sorting plate 26. The The sawdust and the like are configured to be discharged from the dust outlet 23 at the rear of the traveling machine body 1 to the field.

Furthermore, as shown in FIGS. 1 to 3, the cab 5 is provided with a control column 41 and a driver seat 42 on which an operator sits. The control column 41 includes an accelerator lever 40 that adjusts the rotational speed of the engine 7, a round control handle 43 that changes the course of the traveling machine body 1 by the rotation of the operator, and a main switch that switches the moving speed of the traveling machine body 1. A shift lever 44 and a sub-shift lever 45, a cutting clutch lever 46 for driving or stopping the cutting unit 3, and a threshing clutch lever 47 for driving or stopping the threshing unit 9 are arranged. A sunshade roof body 49 is attached to the front upper surface side of the Glen tank 6 via a sun visor support 48 so that the sunshade roof body 49 covers the upper side of the cab 5.

1 and 2, left and right track frames 50 are arranged on the lower surface side of the traveling machine body 1. The track frame 50 includes a drive sprocket 51 that transmits the power of the engine 7 to the crawler belt 2, a tension roller 52 that maintains the tension of the crawler belt 2, a plurality of track rollers 53 that hold the ground side of the crawler belt 2 in a grounded state, An intermediate roller 54 that holds the non-grounding side of the crawler belt 2 is provided. The front side of the crawler belt 2 is supported by the drive sprocket 51, the rear side of the crawler belt 2 is supported by the tension roller 52, the ground side of the crawler belt 2 is supported by the track roller 53, and the non-ground side of the crawler belt 2 is supported by the intermediate roller 54 To be configured.

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

Further, a turning hydraulic continuously variable transmission 70 for steering having a hydraulic swing pump 70a and a hydraulic swing motor 70b is provided in the mission case 63, and a straight advance hydraulic continuously variable transmission 64 and a swing hydraulic type are connected via a mission input shaft 66. While the output of the engine 7 is transmitted to the continuously variable transmission 70, the straight steering hydraulic continuously variable transmission 64 and the turning hydraulic continuously variable transmission 70 are output by the steering handle 43, the main transmission lever 44, and the auxiliary transmission lever 45. The left and right crawler belts 2 are driven via a straight hydraulic stepless transmission 64 and a turning hydraulic stepless transmission 70 so as to travel and move in the field.

Further, as shown in FIG. 4 to FIG. 6 and FIG. 8, a handling cylinder drive case 71 that pivotally supports the front end side of the handling cylinder shaft 20 is provided. A barrel driving case 71 is disposed on the front side of the threshing unit 9. A handling cylinder input shaft 72 for driving the cutting unit 3 and the handling cylinder 21 is supported by a handling cylinder drive case 71. Moreover, the main countershaft 76 as a fixed rotating shaft penetrated in the right and left of the threshing part 9 is provided. A working unit input pulley 83 is provided at the right end of the main counter shaft 76. The right end of the main counter shaft 76 is connected to an engine output pulley 68 on the output shaft 65 of the engine 7 via a threshing clutch 84 that also serves as a tension roller and a working unit drive belt 85.

A handling cylinder input shaft 72 that extends in the left-right direction of the traveling machine body 1, a beater 18 that is disposed in the left-right direction of the traveling machine body 1, and a cutting input shaft that extends in the left-right direction of the traveling machine body 1. 89 is provided. The cylinder input mechanism 90 for transmitting the driving force of the main counter shaft 76 to the cylinder input shaft 72 includes

cylinder driving pulleys

86 and 87 and a cylinder driving belt 88, and the driving force from the engine 7 is transmitted. A handling cylinder input mechanism 90 (

cylinder driving pulleys

86 and 87 and a handling cylinder driving belt 88) is arranged at one end of the counter shaft 76 on the engine 7 side, and the handling cylinder 21 is driven to rotate at a constant rotational output by the engine 7. It is configured as follows.

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

The cutting drive belt 114 is wound around the cutting drive pulleys 107 and 108 provided on the sub-counter shaft 104 and the beater shaft 82, respectively, thereby constituting a beater driving mechanism. The cutting drive belt 114 is stretched by the cutting clutch 109 that also serves as a tension roller, so that the rotational power from the engine 7 transmitted to the main counter shaft 76 is transferred to the beater via the power relay mechanism and the beater driving mechanism. Input to the shaft 82. Further, the cutting drive mechanism is configured so that the cutting drive force from the engine 7 is transmitted from the beater shaft 82 on which the beater 18 is supported to the cutting input shaft 89 through the cutting drive chain 115 and the

sprockets

116 and 117. ing. Accordingly, the cutting unit 3 is driven to rotate at a constant rotation output of the engine 7 together with the beater 18.

The rotary shaft 100 which is the rotational axis of the blower fan-shaped tongue 29 has a hollow tube shape, and the main counter shaft 76 is inserted into the hollow portion of the tongue shaft 100. That is, the main counter shaft 76 and the red shaft 100 have a double shaft structure, and the main counter shaft 76 and the red shaft 100 are pivotally supported so as to be rotatable relative to each other. In addition, a tang drive belt 103 is wound around the tang drive pulleys 101 and 102 provided on the sub-counter shaft 104 and the tang shaft 100, respectively, thereby forming a tang drive mechanism. Therefore, the rotational power from the engine 7 transmitted to the main counter shaft 76 is input to the beater shaft 82 via the power relay mechanism and the Karatsu drive mechanism, and the Karatsu 29 is driven to rotate at a constant rotation output of the engine 7.

Further, the machine housing 9b of the threshing unit 9 has a cutting support frame 36 on the upper surface side of the front part of the threshing machine housing column 34 in the upper surface side of the traveling machine body 1. A cutting bearing body 37 is attached to the front right side of the cutting support frame body 36, and a forward / reverse switching case 121, which will be described later, is attached to the front left side of the cutting support frame body 36. The cutting input shaft 89 is pivotally supported on the front side of the cutting support frame 36 via the cutting bearing body 37 and the forward / reverse switching case 121 so as to be turnable in the left-right direction of the traveling machine body 1, and the cutting support frame 36. A beater shaft 82 (beater 18) facing left and right is pivotally supported via a beater bearing body 38. A handling cylinder drive case 71 is attached to the upper surface side of the cutting support frame 36, and a handling cylinder input shaft 72 is pivotally supported on the handling cylinder drive case 71.

On the other hand, a left-right cutting input shaft 89 for driving the supply conveyor 17 in the feeder house 11 is provided. The cutting drive force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is transmitted from the other end of the main counter shaft 76 opposite to the engine 7 to the forward / reverse transmission of the cutting forward / reverse switching case 121. It is transmitted to the shaft 122. The cutting input shaft 89 is driven via the forward rotation bevel gear 124 or the reverse rotation bevel gear 125 of the cutting forward / reverse switching case 121.

In addition, a left and right handling cylinder input shaft 72 is provided on the front side of the threshing portion 9, and the driving force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is one end on the engine 7 side of the handling cylinder input shaft 72. Transmitted to the department. A handling cylinder input shaft 72 provided on the front side of the threshing unit 9 is arranged in the left-right direction of the traveling machine body 1, while the handling cylinder 21 is pivotally supported by the handling cylinder shaft 20 arranged in the front-rear direction of the traveling machine body 1. The front end side of the handling cylinder shaft 20 is connected to the left and right other ends of the handling cylinder input shaft 72 opposite to the engine 7 via a bevel gear mechanism 75. The driving force of the engine 7 is transmitted from the other left and right end portions of the main counter shaft 76 opposite to the engine 7 to the grain selecting mechanism 10 for selecting the grain after threshing or the cutting unit 3. .

That is, the right end of the cylinder input shaft 72 is connected to the right end of the main counter shaft 76 on the side close to the engine 7 via the

cylinder driving pulleys

86 and 87 and the cylinder driving belt 88. A front end side of the handling cylinder shaft 20 is connected to a left end portion of the handling cylinder input shaft 72 extending in the left-right direction via a bevel gear mechanism 75. The power of the engine 7 is transmitted from the right end portion of the main counter shaft 76 to the front end side of the barrel shaft 20 via the barrel input shaft 72, and the barrel 21 is rotationally driven in one direction. On the other hand, the driving force of the engine 7 is transmitted from the left end portion of the main counter shaft 76 to the grain sorting mechanism 10 disposed below the threshing section 9.

Furthermore, the left side end of the main counter shaft 76 is connected to the left end portion of the first conveyor shaft 77 of the first conveyor mechanism 30 and the left end portion of the second conveyor shaft 78 of the second conveyor mechanism 31 via the conveyor drive belt 111. The ends are connected. The left end portion of the second conveyor shaft 78 is connected to the left end portion of the crank-shaped swing drive shaft 79 pivotally supported by the rear portion of the swing sorting plate 26 via the swing sorting belt 112. That is, the threshing clutch 84 is controlled to be turned on and off by the operation of the threshing clutch lever 47 by the operator. Each part of the grain sorting mechanism 10 and the handling cylinder 21 are driven by an operation of turning on the threshing clutch 84.

Note that the cereal conveyor 32 is driven via the first conveyor shaft 77, and the first selected grain of the first conveyor mechanism 30 is collected in the Glen tank 6. The second reduction conveyor 33 is driven via the second conveyor shaft 78, and the second selected grain (second product) mixed with the sawdust from the second conveyor mechanism 31 is moved to the upper side of the swing sorter 26. Returned to Further, in the structure in which the dust discharge port 23 is provided with a spreader (not shown) for dust dispersion, the left side of the main counter shaft 76 is connected to the spreader via a spreader drive pulley (not shown) and a spreader drive belt (not shown). Connect the ends.

A cutting input shaft 89 is provided as a conveyor input shaft that pivotally supports the feed end side of the supply conveyor 17. A header drive shaft 91 is rotatably supported on the right side rear side of the grain header 12. The left end of the beater shaft 82 is connected to the left end of the forward / reverse transmission shaft 122 via the cutting drive chain 115 and the

sprockets

116 and 117, and the cutting input shaft 89 transmits forward / reverse transmission via the forward / reverse switching case 121. The shaft 122 is connected. Further, the right end of the cutting input shaft 89 is connected to the left end of the header drive shaft 91 extending in the left-right direction via the header drive chain 118 and the

sprockets

119 and 120. A scraping shaft 93 that pivotally supports the scraping auger 13 is provided. An intermediate portion of the header drive shaft 91 is connected to the right side portion of the drive shaft 93 via a drive drive chain 92.

Also provided is a reel shaft 94 that pivotally supports the take-up reel 14. The right end portion of the take-in shaft 93 is connected to the right end portion of the reel shaft 94 via an intermediate shaft 95 and

reel drive chains

96 and 97. The cutting blade 15 is connected to the right end portion of the header driving shaft 91 via a cutting blade driving crank mechanism 98. By the turning-on / off operation of the harvesting clutch 109, the supply conveyor 17, the take-up auger 13, the take-up reel 14, and the cutting blade 15 are driven and controlled so as to continuously cut the tip side of the uncut grain culm in the field. It is configured.

A forward bevel gear 124 integrally formed with the forward / reverse transmission shaft 122, a reverse bevel gear 125 rotatably supported on the cutting input shaft 89, and an intermediate bevel gear 126 that connects the reverse bevel gear 125 to the forward bevel gear 124. , It is installed in the forward / reverse switching case 121. The intermediate bevel gear 126 is always meshed with the forward bevel gear 124 and the reverse bevel gear 125. On the other hand, the slider 127 is slidably supported on the cutting input shaft 89 by a spline engagement shaft. The slider 127 is configured to be detachably engageable with the forward rotation bevel gear 124 via the claw clutch-shaped forward rotation clutch 128, and the slider 127 is engaged with the reverse rotation bevel gear 125 via the claw clutch-shaped reverse rotation clutch 129. It is configured to be detachably engageable.

Further, the forward / reverse switching shaft 123 for sliding the slider 127 is provided, and the forward / reverse switching arm 130 is provided on the forward / reverse switching shaft 123, and the forward / reverse switching arm 130 is operated by operating the forward / reverse switching lever 212 (forward / reverse operation tool). , The forward / reverse switching shaft 123 is rotated, the slider 127 is brought into and out of contact with the forward bevel gear 124 or the reverse bevel gear 125, and the forward bevel gear 124 or the reverse rotation via the forward clutch 128 or the reverse clutch 129. The slider 127 is selectively locked to the bevel gear 125, and the cutting input shaft 89 is connected to the forward / reverse transmission shaft 122 in the forward rotation connection or the reverse rotation connection.

The structure is provided with a forward / reverse switching case 121 as a forward / reverse switching mechanism for driving the supply conveyor 17 to rotate forward or backward, and the supply conveyor 17 is connected to the beater shaft 82 via the forward / reverse switching case 121. Therefore, the feed conveyor 17 and the like of the feeder house 11 can be reversely rotated by the reverse rotation switching operation of the forward / reverse switching case 121, and the clogs in the feeder house 11 and the like can be quickly removed.

The right end of the auger drive shaft 158 is connected to the output shaft 65 of the engine 7 via the tension pulley-shaped auger clutch 156 and the auger drive belt 157. The front end side of the lateral feed auger 160 at the bottom of the Glen tank 6 is connected to the left end portion of the auger drive shaft 158 via a bevel gear mechanism 159. The longitudinal feed auger 162 of the grain discharge conveyor 8 is connected to the rear end side of the lateral feed auger 160 via the bevel gear mechanism 161, and the grain of the grain discharge conveyor 8 is connected to the upper end side of the vertical feed auger 162 via the bevel gear mechanism 163. The grain discharge auger 164 is connected. Moreover, the grain discharge lever 155 which turns on and off the auger clutch 156 is provided. A grain discharge lever 155 is attached to the rear of the driver seat 42 and in front of the grain tank 6 so that the operator can operate the grain discharge lever 155 from the driver seat 42 side.

Next, a power transmission structure such as the mission case 63 will be described with reference to FIGS. As shown in FIGS. 4 and 7, etc., the transmission case 63 includes a hydraulic continuously variable transmission 64 for linear movement (traveling main transmission) having a pair of linear pumps 64a and a linear motor 64b, and a pair of swing pumps 70a. And a hydraulic continuously variable transmission 70 for turning having a turning motor 70b. The transmission input shaft 66 of the transmission case 63 is connected to the

pump shafts

258 and 259 of the rectilinear pump 64a and the swing pump 70a, respectively, and is driven by gears. An engine output belt 67 is wound around a mission input pulley 69 on the mission input shaft 66. The output of the engine 7 is transmitted to the mission input pulley 69 via the engine output belt 67, and the linear pump 64a and the swing pump 70a are driven.

The driving force output from the output shaft 65 of the engine 7 is transmitted to the pump shaft 258 of the rectilinear pump 64a and the pump shaft 259 of the swing pump 70a via the engine output belt 67 and the mission input shaft 66, respectively. In the rectilinear hydraulic continuously variable transmission 64, hydraulic oil is appropriately sent from the rectilinear pump 64a to the rectilinear motor 64b by the power transmitted to the pump shaft 258. Similarly, in the swing hydraulic type continuously variable transmission 70, hydraulic oil is appropriately sent from the swing pump 70a to the swing motor 70b by the power transmitted to the pump shaft 259.

The pump shaft 259 is provided with a transmission charge pump 151 for supplying hydraulic oil to the

hydraulic pumps

64a and 70a and the

hydraulic motors

64b and 70b. The rectilinear hydraulic continuously variable transmission 64 changes and adjusts the inclination angle of the rotary swash plate in the rectilinear pump 64a in accordance with the amount of operation of the main transmission lever 44 and the steering handle 43 disposed in the steering column 41, thereby driving the linear motor. By changing the discharge direction and discharge amount of the hydraulic oil to 64b, the rotation direction and the rotation speed of the linear motor shaft 260 protruding from the linear motor 64b are arbitrarily adjusted.

Rotational power of the linear motor shaft 260 is transmitted from the linear transmission gear mechanism 250 to the auxiliary transmission gear mechanism 251. The auxiliary transmission gear mechanism 251 includes an auxiliary transmission low speed gear 254, an auxiliary transmission intermediate speed gear 255, and an auxiliary transmission high speed gear 256 that are switched by the

auxiliary transmission shifters

252 and 253. By operating the auxiliary speed change lever 45 arranged in the control column 41, the output rotational speed of the straight traveling motor shaft 260 is selectively switched to three speeds of low speed, medium speed or high speed. . Note that a neutral position (a position where the output of the sub-shift is zero) is between the low speed, the medium speed, and the high speed of the sub-shift.

A drum type parking brake 266 is provided on the parking brake shaft 265 (sub transmission output shaft) provided on the output side of the sub transmission gear mechanism 251. The rotational power from the auxiliary transmission gear mechanism 251 is transmitted from the auxiliary transmission output gear 267 fixed to the parking brake shaft 265 to the left and right differential mechanisms 257. The left and right differential mechanisms 257 are each provided with a planetary gear mechanism 268. Further, a straight traveling pulse generating rotary body 292 is provided on the parking brake shaft 265, and a rotational speed of the straight traveling output (straight traveling vehicle speed = shift output of the auxiliary transmission output gear 267) is detected by a straight traveling vehicle speed sensor (not shown). is doing.

Each of the left and right planetary gear mechanisms 268 is capable of rotating one sun gear 271, a plurality of planet gears 272 that mesh with the sun gear 271, a ring gear 273 that meshes with the planet gear 272, and a plurality of planet gears 272 on the same circumference. And a carrier 274 to be arranged. The carriers 274 of the left and right planetary gear mechanisms 268 are arranged on the same axis so as to oppose each other with an appropriate interval. A center gear 276 is fixed to a sun gear shaft 275 provided with left and right sun gears 271.

The left and right ring gears 273 are arranged concentrically on the sun gear shaft 275 in a state where the inner teeth of the inner peripheral surface thereof mesh with the plurality of planetary gears 272. Further, the external teeth of the outer peripheral surfaces of the left and right ring gears 273 are connected to the steering output shaft 285 via

intermediate gears

287 and 288 for left and right turning output described later. Each ring gear 273 is rotatably supported by left and right forced differential output shafts 277 projecting left and right outward from the outer surface of the carrier 274. The left and right axles 278 are connected to the left and right forced differential output shafts 277 via

final gears

278a and 278b. The left and right drive sprockets 51 are attached to the left and right axles 278. Therefore, the rotational power transmitted from the auxiliary transmission gear mechanism 251 to the left and right planetary gear mechanisms 268 is transmitted from the left and right axles 278 to each drive sprocket 51 at the same rotational speed in the same direction, and the left and right crawler belts 2 are transmitted in the same direction. And the traveling machine body 1 is moved straight (forward, backward).

The swing hydraulic type continuously variable transmission 70 changes and adjusts the inclination angle of the rotary swash plate in the swing pump 70a according to the amount of rotation of the main transmission lever 44 and the steering handle 43 arranged in the control column 41, By changing the discharge direction and discharge amount of the hydraulic oil to the turning motor 70b, the rotation direction and the number of rotations of the turning motor shaft 261 protruding from the turning motor 70b are arbitrarily adjusted. Further, a turning pulse generating rotary wheel body 294 is provided on a steering counter shaft 280, which will be described later, and the rotational speed (turning vehicle speed) of the steering output of the turning motor 70b by a turning rotation sensor (turning vehicle speed sensor) (not shown). Is configured to detect.

Further, in the transmission case 63, a wet multi-plate type turning brake 279 (steering brake) provided on the turning motor shaft 261 (steering input shaft), and the turning motor shaft 261 via the reduction gear 281 are provided. Steering counter shaft 280 to be coupled, steering output shaft 285 coupled to steering counter shaft 280 via reduction gear 286, and left input coupling steering output shaft 285 to left ring gear 273 via reverse gear 284 A gear mechanism 282 and a right input gear mechanism 283 that connects the steering output shaft 285 to the right ring gear 273 are provided. The rotational power of the turning motor shaft 261 is transmitted to the steering counter shaft 280. The rotational power transmitted to the steering counter shaft 280 is transmitted to the left ring gear 273 as reverse rotational power via the left intermediate gear 287 and the reverse gear 284 on the steering output shaft 285 in the left input gear mechanism 282. On the other hand, it is transmitted to the right ring gear 273 as forward rotation power through the right intermediate gear 288 on the steering output shaft 285 in the right input gear mechanism 283.

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

As a result, at the time of forward rotation (reverse rotation) of the turning motor 70b, the left ring gear 273 rotates reversely (forward rotation) and the right ring gear 273 rotates forward (reverse rotation) at the same rotation speed in opposite directions. That is, the shift output from the

motor shafts

260 and 261 is transmitted to the drive sprockets 51 of the left and right crawler belts 2 via the auxiliary transmission gear mechanism 251 or the differential mechanism 257, respectively, and the vehicle speed of the traveling machine body 1 (running) Speed) and direction of travel are determined.

That is, when the rectilinear motor 64b is driven in a state where the turning motor 70b is stopped and the left and right ring gears 273 are stationary and fixed, the rotational output from the rectilinear motor shaft 260 is transmitted to the left and right sun gears 271 at the same left and right rotational speeds. The left and right crawler belts 2 are driven at the same rotational speed in the same direction via the gear 272 and the carrier 274, and the traveling machine body 1 travels straight.

Conversely, when the turning motor 70b is driven with the straight motor 64b stopped and the left and right sun gears 271 stationary, the left ring gear 273 is rotated forward (reversely) by the rotational power from the turning motor shaft 261. The right ring gear 273 rotates in the reverse direction (forward rotation). As a result, one of the drive sprockets 51 of the left and right crawler belts 2 rotates forward, the other rotates backward, and the traveling machine body 1 changes its direction on the spot (reliable turn spin turn).

Further, when the left and right sun gear 271 is driven by the rectilinear motor 64b and the left and right ring gears 273 are driven by the turning motor 70b, a difference occurs in the speeds of the left and right crawler belts 2, and the traveling machine body 1 makes a pivot turn while moving forward or backward. Turn left or right (U-turn) with a turning radius greater than the radius. The turning radius at this time is determined according to the speed difference between the left and right crawler belts 2. The engine 7 turns left or right while the driving force of the engine 7 is always transmitted to the left and right crawler belts 2.

Next, the working system hydraulic circuit 180 and the traveling system hydraulic circuit 200 in the ordinary combine according to this embodiment will be described with reference to FIGS. As shown in FIGS. 9 to 14, the working system hydraulic circuit 180 includes, as hydraulic actuators, a cutting lift hydraulic cylinder 4 and left and right reel lifting

hydraulic cylinders

27L and 27R that support the take-up reel 14 to be lifted and lowered. An auger lifting / lowering hydraulic cylinder 55 that supports the grain discharge auger 164 to be movable up and down, left and right machine lifting / lowering

hydraulic cylinders

56L and 56R that lift and lower the traveling machine body 1, a hydraulic oil tank 57 that stores hydraulic oil, and hydraulic oil A hydraulic pump 59 connected to the tank 57 via an oil filter 58 and hydraulic valves 60A to 60E for switching the flow of hydraulic oil are provided. The hydraulic valves 60A to 60E are incorporated in a hydraulic valve unit 60 mounted on the traveling machine body 1.

The hydraulic pump 59 is hydraulically connected to the cutting lift hydraulic cylinder 4 via the cutting lift hydraulic valve 60A. By operating a cutting posture lever (not shown) in the driving operation unit (operating platform) 5 to tilt in the front-rear direction, the cutting lift hydraulic cylinder 4 is operated, and the operator moves the cutting unit 3 to an arbitrary height (for example, cutting work height). Alternatively, it is configured to move up and down to a non-working height or the like. On the other hand, the working hydraulic pump 59 is hydraulically connected to the reel lifting

hydraulic cylinders

27L and 27R via the reel lifting hydraulic valve 60B. The operation of tilting the cutting posture lever (not shown) in the left-right direction and the like actuate the

hydraulic cylinders

27L and 27R for raising and lowering the reel, and the operator raises and lowers the take-up reel 14 to an arbitrary height, It is configured to reap cocoons.

The working hydraulic pump 59 is hydraulically connected to the auger lifting hydraulic cylinder 55 via the auger lifting hydraulic valve 60C. By a tilting operation of the grain discharge lever 155 in the driving operation unit (driver's cab) 5 in the front-rear direction, the auger lifting / lowering hydraulic cylinder 55 is actuated, and the operator throws the spear outlet of the grain discharge auger 164 in the grain discharge conveyor 8. Is moved up and down to an arbitrary height. In addition, the grain discharge auger 164 is rotated in the horizontal direction together with the longitudinal feed auger 162 and the bevel gear mechanism 163 by the electric motor 165, and the culm throwing hole is moved in the horizontal direction. That is, it is configured such that the culling spout is positioned above the truck bed or container, and the grains in the Glen tank 6 are discharged into the truck bed or container.

The hydraulic oil tank 57 and the working hydraulic pump 59 are hydraulically connected to the left aircraft lifting hydraulic cylinder 56L via the left aircraft lifting hydraulic valve 60D. On the other hand, the hydraulic oil tank 57 and the working hydraulic pump 59 are hydraulically connected to the right aircraft lifting hydraulic cylinder 56R via the right aircraft lifting hydraulic valve 60E. The left and right airframe lifting

hydraulic cylinders

56L and 56R are independently operated to raise and lower the left and right sides of the traveling body 1 independently.

Accordingly, when the left and right

hydraulic cylinders

56L and 56R are operated simultaneously and the left and right track frames 50 and 50 are simultaneously lowered with respect to the traveling machine 1, the traveling machine 1 is connected to the left and

right crawler belts

2 and 2 grounding portions. In contrast, the relative height (vehicle height) of the traveling machine body 1 with respect to the

crawler belts

2, 2 is increased. On the contrary, when the left and right track frames 50, 50 are simultaneously raised with respect to the traveling machine body 1, the traveling machine body 1 approaches (falls) to the

crawler belts

2, 2 on both sides of the left and right sides, so , 2 The relative height (vehicle height) with respect to the ground contact portion is reduced.

Then, the left body lifting / lowering hydraulic cylinder 56L is operated to lower the left truck frame 50 with respect to the traveling body 1, or the right body lifting / lowering hydraulic cylinder 56R is operated to raise the right truck frame 50 relative to the traveling body 1. (Or even if both of these operations are performed simultaneously), the traveling machine body 1 tilts downward. Conversely, the right airframe lifting hydraulic cylinder 56R is operated to lower the right truck frame 50 relative to the traveling machine body 1, or the left airframe lifting hydraulic cylinder 56L is operated to move the right truck frame 50 relative to the traveling body 1. When it is raised (or even if both of these operations are performed simultaneously), the traveling machine body 1 tilts downward to the left.

The hydraulic oil tank 57, the hydraulic pump 59, and the hydraulic valve unit 60 are each mounted on the traveling machine body 1, and are connected to each other via hydraulic pipes 181 to 183. On the traveling machine body 1, the hydraulic oil tank 57 is installed on the front left side, and a hydraulic pump 59 is fixed to the front surface of the engine 7 mounted on the front right side. The pump 59 is connected by a hydraulic pipe 181. Further, a hydraulic valve unit 60 is disposed on the traveling machine body 1 at a position behind the engine 7, and a discharge side of the hydraulic pump 59 is connected to the hydraulic valve unit 60 via a hydraulic pipe 182. Further, the hydraulic valve unit 60 is connected to the hydraulic oil tank 57 via a hydraulic pipe 183 serving as a hydraulic oil return pipe.

The hydraulic oil tank 57 is installed on the traveling machine body 1 in a space position surrounded by the feeder house 11 and the beater 18, and the engine 7 and the hydraulic oil tank 57 are arranged side by side in front of the traveling machine body 1. Yes. That is, the hydraulic oil tank 57 is disposed in a space surrounded by the feeder house 11 and the machine housing of the threshing unit 9, and dust from the cutting unit 3 can be suppressed from accumulating in the hydraulic oil tank 57. Contamination of the hydraulic oil due to the intrusion of dust from the oil filler port 184 and the like can also be prevented. Further, since the cooling air from the engine 7 flows into the installation space of the hydraulic oil tank 57, an increase in the hydraulic oil temperature can be suppressed without providing an oil cooler on the work system hydraulic circuit 180. It can be driven properly.

The hydraulic oil tank 57 has an oil supply port 184 that protrudes toward the left side (outside of the machine) on the left side (outside side of the machine) and an oil filter 58 that can be inserted and removed from the left side. Therefore, the oil supply port 184 and the oil filter 58 can be easily accessed by removing the threshing cover 185 provided on the left side (machine outer side) of the threshing unit 9. Therefore, the refueling operation of the hydraulic oil tank 57 and the replacement operation of the oil filter 58 can be facilitated, and the maintainability in the work system hydraulic circuit 180 can be improved.

The

hydraulic pipes

181 and 183 connected to the hydraulic oil tank 57 are extended from the hydraulic oil tank 57 and the engine 7 to the left and right, and the hydraulic pipe 59 and the hydraulic pump 59 disposed in front of the engine 7 are connected to the oil. The filter 58 is in communication. That is, the

hydraulic pipes

181 and 183 are extended along the output shaft 65 of the engine 7 toward the hydraulic oil tank 57 while bypassing the front of the engine 7. The

hydraulic pipes

182 and 183 extend rearward through a cooling fan provided on the right side of the engine 7 and are connected to the hydraulic valve unit 60. Accordingly, the hydraulic pipes 181 to 183 are arranged so that the pipe length is shortened at a position that is not easily affected by the radiant heat from the engine 7, and the temperature of the hydraulic oil flowing through the hydraulic pipe is prevented from increasing. it can.

As shown in FIGS. 14 to 16, the traveling hydraulic circuit 200 includes a linear pump 64a, a linear motor 64b, a swing pump 70a, a swing motor 70b, a transmission charge pump 151, an oil filter 152, and an oil cooler 153. . A straight pump 64 a and a straight motor 64 b in the straight hydraulic continuously variable transmission 64 are connected in a closed loop by a straight oil closing path 201. On the other hand, the swing pump 70 a and the swing motor 70 b in the swing hydraulic type continuously variable transmission 70 are connected in a closed loop by a swing oil passage 202. By driving the rectilinear pump 64a and the swing pump 70a with the rotational power of the engine 7 and controlling the swash plate angle of the rectilinear pump 64a and the swing pump 70a, the discharge direction and discharge of hydraulic oil to the rectilinear motor 64b and the swing motor 70b The amount is changed, and the rectilinear motor 64b and the turning motor 70b operate forward and backward.

The traveling system hydraulic circuit 200 is provided with a rectilinear valve 203 that switches in response to manual operation of the main transmission lever 44 and a rectilinear cylinder 204 that is connected to the transmission charge pump 151 via the rectilinear valve 203. When the rectilinear valve 203 is switched, the rectilinear cylinder 204 is actuated to change the swash plate angle of the rectilinear pump 64a, and the rotational speed of the rectilinear motor shaft 260 of the rectilinear motor 64b is changed stepwise or reversed. A straight speed shifting operation is executed.

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

The suction side of the transmission charge pump 151 is connected to a strainer 217 in the mission case 63 via a hydraulic pipe 208. A charge introduction oil passage 218 is connected to the discharge side of the transmission charge pump 151 via a hydraulic pipe 209, and an oil filter 152 is installed in the middle of the hydraulic pipe 209. A charge branch oil passage 219 connected to both the

closed oil passages

201 and 202 is connected to the downstream side of the charge introduction oil passage 218. Therefore, while the engine 7 is being driven, the hydraulic oil from the transmission charge pump 151 is always replenished to both the

closed oil passages

201 and 202.

Further, the charge branch oil passage 219 is connected to the rectilinear cylinder 204 via the rectilinear valve 203 and is also connected to the pivot cylinder 207 via the pivot valve 206. Further, the charge branch oil passage 219 is connected to the transmission case 63 via the surplus relief valve 220 and the hydraulic pipe 210, and an oil cooler 153 is installed on the hydraulic pipe 210. Accordingly, when the hydraulic oil surplus from the transmission charge pump 151 is returned into the mission case 63 via the surplus relief valve 220, it is cooled by the oil cooler 153.

Next, the engine room 146 in which the engine 7 is installed will be described with reference to FIG. 8, FIG. 13 and FIG. As shown in FIGS. 8, 13, 14, and the like, a pair of left and right engine room columns 147 are erected on the rear surface of the cab 5 on the upper surface of the traveling machine body 1, and a back plate 148 is disposed between the left and right engine room columns 147. It is stretched and covers the rear of the engine room 146 below the driver seat 42. Further, a box-shaped wind tunnel case 170 is erected on the right engine room column 147 provided at the right end portion of the cab 5 in the traveling machine body 1 via the opening / closing fulcrum shaft 171. A dust removal net is provided in the opening on the right side of the wind tunnel case 170, and the presence of the dust removal net prevents dust and the like from entering the wind tunnel case 170 and the engine room 146.

A water cooling radiator 154 is erected on the inner side of the wind tunnel case 170 on the upper surface side of the traveling machine body 1, and the radiator 154 is opposed to the cooling fan 149 of the engine 7. And the shroud 150 of the aspect which covers the whole ventilation range part of the radiator 154 is installed, and the cooling fan 149 is arrange | positioned in the opening formed in this shroud 150. FIG. An oil cooler 153 is installed in the wind tunnel case 170. By the rotation of the cooling fan 149, outside air (cooling air) is taken into the wind tunnel case 170 from the opening on the right side of the wind tunnel case 170, and the cooled cooling air is removed from the opening on the left side of the wind tunnel case 170 in the engine room 146. To send. Thereby, the oil cooler 153, the radiator 154, the engine 7 and the like are cooled by the cooling air flowing into the engine room 146.

Next, the configuration around the cutting support frame 36 that is a part of the machine housing 9b of the threshing unit 9 will be described with reference to FIGS. 5, 6, 8, 11 to 14, and the like. As shown in FIGS. 5, 6, 8, and 11 to 14, the cutting support frame 36 stands from the upper surface of the traveling machine body 1 at the front positions of the left and right threshing machine housing columns (rear column frames) 34. Left and right cutting support columns (front column frames) 36a, and upper and lower cutting support frame beam frames 36b and 36c for connecting the left and right threshing machine housing columns 34 and the left and right cutting support columns 36a in the front-rear direction. Have. The beam frames 36b and 36c for the cutting support frame are installed on the upper end and the middle part of the cutting support column 36a and the threshing machine housing column 34 arranged in the front and rear.

Both ends of the left and right beater bearing bodies 38 are connected to the middle of the beam frames 36b and 36c for the upper and lower trimming support frames provided on the left and right, and the beater 18 is pivotally supported in the harvesting support frame 36 by the left and right beater bearing bodies 38. Is done. The cutting support frame 36 is provided with a side plate 186 that covers the left and right sides of the beater 18, a top plate 187 that covers the top of the beater 18, a front plate 188 that covers the front of the beater 18, and a bottom plate 189 that covers the bottom of the beater 18. That is, the cutting support frame body 36 has a closed space that allows the rear end of the feeder house 11 and the handling port 9a to communicate with each other above the lower beam frame 36c. And the beater 18 which guide | induces the grain straw from the supply conveyor 17 smoothly to the handling port 9a in the said closed space is installed.

The side plate 186 is installed so as to seal a region surrounded by the

columns

34 and 36a and the beam frames 36b and 36c, and is also supported by a beater shaft 82 pivotally supported by a beater bearing body 38 disposed outside the side plate 186. It has a hole that penetrates. The top plate 187 is installed on the left and right beam frames 36b, and a handling cylinder drive case 71 is installed on the upper surface thereof. The front plate 188 has a front edge and an upper edge connected to each other, and extends downward toward the feeder house 11. The front edge of the bottom plate 189 is connected to the rear edge of the bottom plate 190 of the feeder house 11, and the rear edge of the bottom plate 189 is connected to the front edge of the bottom of the handling port 9 a in front of the handling cylinder 21, and the bottom plate 189 is connected to the feeder house 11. It acts as a guide plate for the cereals to the mouth 9a.

The hydraulic oil tank 57 is installed in the space below the beater 18 installation space of the cutting support frame 36, and the upper side of the hydraulic oil tank 57 is covered with the bottom plate 189. Further, the front of the hydraulic oil tank 57 is covered with a front cover plate 191 connected to the bottom plate 189. A blower fan-shaped tongue 29 is provided behind the hydraulic oil tank 57, and the outer periphery of the tongue 29 is covered with a tongue cover plate 192. Therefore, the hydraulic oil tank 57 is installed in the space surrounded by the bottom plate 189, the front cover plate 191, and the red pepper cover plate 192 in the cutting support frame 36.

The hydraulic oil tank 57 installation space by the bottom plate 189, the front cover plate 191 and the Kara cover plate 192 constitutes a passage opened on the left and right sides, and communicates with the engine room 146 on the right side. The machine housing 9b of the threshing unit 9 includes left and right threshing side plates 193, and the front edge of the right threshing side plate 193 is fixed to the right threshing machine housing column 34 positioned in front of the engine room column 147. . Accordingly, a part of the cooling air taken in from the outside air from the cooling fan 149 passes through the engine room 146 and flows into the working oil tank 57 installation space in the cutting support frame 36 to cool the working oil tank 57.

In addition, a part of the cooling air passing through the engine room 146 flows into the air passage by the hot air cover plate 192 behind the hydraulic oil tank 57 installation space due to the rotation of the hot spring 29. Thereby, an air flow that flows in the front-rear direction in the space between the engine room 146 and the threshing unit 9 is formed, so that the outside air flows from the front of the traveling machine body 1 by being induced by the air flow in the front-rear direction. Outside air flows into the hydraulic oil tank 57 installation space from the front of the traveling machine body 1 and cools the hydraulic oil tank 57 together with a part of the cooling air from the engine room 146. That is, when the exhaust air from the engine 7 actively flows to the side of the tang 29, the outside air flows into the hydraulic oil tank 57 installation space together with a part of the cooling air of the engine 7, and the cooling effect of the hydraulic oil tank 57 is increased. Increase.

As described above, the configuration in which the cooling air from the engine room 146 passes through the hydraulic oil tank 57 suppresses the temperature of the working oil circulating in the working hydraulic circuit 180 including the hydraulic oil tank 57 from increasing. it can. Therefore, it is not necessary to provide the work system hydraulic circuit 180 with an oil cooler, and the work system hydraulic circuit 180 and the travel system hydraulic circuit 200 are separated from each other, so that the oil cooler 153 is provided only in the travel system hydraulic circuit 200. It can be configured to be provided. As a result, the capacity of the oil cooler 153 can be reduced, and the cooling efficiency of the radiator 154 and the engine 7 positioned on the downstream side of the oil cooler 153 in the cooling air flow can be increased.

Further, the counter counter shaft 104 that receives the driving force from the engine 7 is pivotally supported by a threshing machine housing column (rear column frame) 34, and is connected to the beamer bearing body 38 connected to the beam frames 36b and 36c for the upper and lower cutting support frames. The beater shaft 82 is pivotally supported. A cutting input shaft 89 that is pivotally supported in front of the cutting support column (front column frame) 36 a passes through the feeder house 11. A first power transmission mechanism (beater drive mechanism using drive pulleys 107 and 108 and a cutting drive belt 114) that transmits the rotational power of the counter counter shaft 104 to the beater shaft 82, and a rotational power of the beater shaft 82 is transmitted to the cutting input shaft 89. A second power transmission mechanism (a mowing drive mechanism using the mowing drive chain 115 and the sprockets 116 and 117). An oil supply port 184 and an oil filter 58 of the hydraulic oil tank 57 are disposed in a region surrounded by the first and second power transmission mechanisms and the front cutting support column 36a. Thereby, the oil supply work to the hydraulic oil tank 57 and the replacement work of the oil filter 58 can be performed without removing the transmission material (chain or belt) in the first and second power transmission mechanisms. Maintenance can be improved.

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

Next, the fuel tank 61 and the surrounding structure will be described with reference to FIGS. The fuel tank 61 includes a first fuel tank 301 (fuel tank) and a second fuel tank 302 (separate fuel tank) arranged side by side on the traveling machine body 1 in the left-right direction. Both internal spaces of the first and

second fuel tanks

301 and 302 communicate with each other. The first fuel tank 301 is disposed between the grain tank 6 (grain tank) and the threshing unit 9 at the rear part of the traveling machine body 1. The second fuel tank 302 is disposed below the rear part of the threshing unit 9.

Since the 1st fuel tank 301 is arrange | positioned between the grain tank 6 and the threshing part 9, the space between the grain tank 6 and the threshing part 9 can be used effectively, and without increasing the size of the traveling machine body 1 The fuel tank 301 can be disposed on the traveling machine body 1. Further, since the second fuel tank 302 is disposed below the rear part of the threshing unit 9, the space below the threshing unit 9 can be used effectively, and the second fuel tank 302 can be used as a traveling machine body without increasing the size of the traveling machine body 1. 1 can be arranged. Further, since the fuel tank 61 is divided into the first fuel tank 301 and the second fuel tank 302, the total capacity of the fuel tank 61 can be increased while effectively utilizing the empty space on the traveling machine body 1.

The first fuel tank 301 has a substantially rectangular parallelepiped shape that is laterally long. The rear end of the first fuel tank 301 is located on the rear side of the dust outlet 23 of the threshing unit 9. The rear side of the dust outlet 23 is covered with a dust outlet cover body 23a having an opening at the front, lower surface, and lower rear side. In this embodiment, the opening of the dust outlet cover body 23 a does not constitute the dust outlet 23. As shown in FIG. 18, the front and rear corners of the first fuel tank 301 on the left side surface 301 a (side surface on the dust exhaust port 23 side) are cut away in plan view. Accordingly, a rear inclined left side surface 301b (inclined surface) is formed on the rear end side of the left side surface 301a of the first fuel tank 301, and a front inclined left side surface 301c is formed on the front end side of the left side surface 301a. . The rear inclined left side surface 301b is inclined from the front to the rear in the plan view to the opposite side to the dust outlet 23. Moreover, the front side inclined left side surface 301c is inclined to the opposite side to the threshing portion 9 from the rear to the front in a plan view.

A part of the rear inclined left side surface 301 b of the first fuel tank 301 is disposed on the rear side of the dust outlet 23 of the threshing unit 9. Thereby, it is possible to prevent the first fuel tank 301 from inhibiting the diffusion of the soot and the like including the waste discharged from the dust outlet 23. Moreover, the collision of the soot and the like discharged from the dust outlet 23 to the first fuel tank 301 can be reduced, and the damage of the first fuel tank 301 due to the soot and the like, the soot and the like to the first fuel tank 301, etc. Adhesion can be reduced.

As shown in FIG. 18, the front inclined left side surface 301 c of the first fuel tank 301 is disposed behind the base end portion of the second reduction conveyor 33 of the threshing portion 9. By forming the front inclined left side surface 301 c, the first fuel tank 301 can be disposed in the space surrounded by the traveling machine body 1, the Glen tank 6 and the threshing part 9 without interfering with the second reduction conveyor 33. . Further, since the front inclined left side surface 301 c is formed, a fuel supply pipe 331 (described later) is guided from below the second fuel tank 302 to above the traveling machine body 1 between the threshing portion 9 and the first fuel tank 301. Space can be secured.

The upper rear portion 301d of the first fuel tank 301 is inclined downward from the front to the rear. A cylindrical oil supply port 303 whose front end side is inclined rearward is provided on the rear upper surface portion 301d so as to be inclined rearward. In addition to the fact that the refueling port 303 for replenishing fuel to the first fuel tank 301 is disposed at the rear end of the traveling machine body 1, the refueling port 303 is inclined rearward and upward, so the traveling machine body 1. The convenience of fuel refueling work performed from behind is improved. *

In addition, since the rear upper surface portion 301d is inclined downward from the front to the rear, the oil supply port 303 projecting in a direction perpendicular to the surface of the upper rear surface portion 301d is inclined to the rear side. become. Accordingly, the inclination degree of the upper rear portion 301d is adjusted to a desired angle without tilting the central axis of the substantially cylindrical fuel filler port 303 with respect to the direction orthogonal to the surface of the upper rear portion 301d. Thus, the inclination of the fuel filler 303 can be adjusted to a desired angle. Therefore, the first fuel tank 301 is lubricated as compared with a case where the fuel filler port is curved in order to obtain a desired fuel filler angle, or the fuel filler port is inclined and connected to the surface to which the fuel filler port is connected. The shape of the mouth 303 and the connection structure with the rear upper portion 301d can be simplified, and the manufacturing cost can be reduced and the connection strength can be improved.

By the way, as described with reference to FIGS. 10 to 14 and the like, the oil supply port 184 of the hydraulic oil tank 57 is located on the traveling machine body 1 and surrounded by the feeder house 11 and the beater 18, that is, the traveling machine body. 1 is disposed in the front left region. Moreover, as shown in FIG.1 and FIG.13, the left side of the hydraulic oil tank 57 is covered with the detachable threshing cover 185 which comprises a machine housing. On the other hand, the fuel filler port 303 of the fuel tank 61 having the first and

second fuel tanks

301 and 302 is disposed at the rear part of the traveling machine body 1. As described above, since the fuel supply port 184 of the hydraulic oil tank 57 and the fuel supply port 303 of the fuel tank 61 are arranged at positions separated from each other on the traveling machine body 1, the fuel supply operator mistakenly supplies fuel to the hydraulic oil tank 57. It is possible to prevent refueling.

Further, the hydraulic oil tank 57 is covered with a threshing cover 185, and when hydraulic oil is supplied to the hydraulic oil tank 57 from the oil supply port 184, it is usually necessary to remove the threshing cover 185. On the other hand, as shown in FIG. 17, the fuel filler opening 303 of the fuel tank 61 (first fuel tank 301) is exposed at the rear part of the traveling machine body 1, and the threshing cover 185 or the like is provided when fuel is supplied to the fuel tank 61. There is no need to remove the cover body. As described above, the oil supply work process to the hydraulic oil tank 57 and the oil supply work process to the fuel tank 61 are greatly different from each other. Refueling can be prevented.

As shown in FIG. 17, the upper right portion 301e of the first fuel tank 301 is inclined downward from left to right. The upper right portion 301e is disposed along an inclined surface on the lower left side of the Glen tank 6. Thereby, the 1st fuel tank 301 is accommodated in the space enclosed by the traveling body 1, the grain tank 6, and the threshing part 9 without interfering with the Glen tank 6, and the said space is utilized effectively. .

As shown in FIGS. 17 to 19, the second fuel tank 302 has a substantially rectangular parallelepiped shape that is horizontally long. The capacity of the second fuel tank 302 is larger than the capacity of the first fuel tank 301. The second fuel tank 302 is disposed below the rear part of the swing sorter 26 of the threshing unit 9 in the rear left side region of the traveling machine body 1. A rear upper portion 302 a of the second fuel tank 302 is inclined downward from the front toward the rear along the dust flow lowering guide plate 23 b provided in the dust outlet 23 of the threshing portion 9. Thereby, the space inside the threshing portion 9 below the dust flow lowering guide plate 23b is effectively utilized.

As shown in FIGS. 18 and 20, the first fuel tank side connection port 301 f provided at the lower left side of the first fuel tank 301 and the second fuel tank provided at the lower right side of the second fuel tank 302. The side connection port 302 b is connected by a connecting pipe 304. The connecting pipe 304 passes through both internal spaces of the first fuel tank 301 and the second fuel tank 302. As a result, fuel can flow between the first fuel tank 301 and the second fuel tank 302 via the connecting pipe 304.

As shown in FIGS. 20 to 23, the first fuel tank 301 has a protruding portion 301g on its lower surface. On the lower surface of the first fuel tank 301, a lower stepped portion 301k is formed between the rear inclined left side surface 301b, the right side surface 301h, the front side surface 301i, and the rear side surface 301j and the protruding portion 301g. The second fuel tank 302 is provided with a protrusion 302c on the lower surface thereof. On the lower surface of the second fuel tank 302, a lower surface step portion 302f is formed between the front side surface 302d and the rear side surface 302e and the protruding portion 302c.

In the rear part of the traveling machine body 1, a front and rear machine body frame 305 extending in the front-rear direction and a pair of first and second left and right machine body frames 306 and 307 extending in the left-right direction are provided. In the traveling machine body 1, a right frame 308, a center right frame 309, a center left frame 310, and a left frame 311 are arranged in order from the right side of the traveling machine body 1. These frames 308 to 311 extend from the front part to the rear part of the traveling machine body 1 and are arranged in parallel to each other. The rear end portions of the right frame 308 and the center right frame 309 are arranged behind the rear end portions of the center left frame 310 and the left frame 311.

The first and second left and right aircraft frames 306 and 307 are arranged orthogonal to the frames 308 to 311 and connected to the upper surfaces of the frames 308 to 311. The first left and right airframe frames 306 are disposed rearward of the second left and right airframe frames 307, the upper surfaces on the rear end side of the right frame 308 and the center right frame 309, and both rear ends of the center left frame 310 and the left frame 311. It is arranged on the upper surface of the part.

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

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

20 to 22, the first fuel tank 301 is positioned with respect to the traveling machine body 1 by fitting the protruding part 301g from the upper surface side to the machine body frames 305, 306, and 307. The lower surface step portion 301k of the first fuel tank 301 is disposed on the upper surface of the

body frame

305, 306, 307 via three first buffer members 314 provided for each of the body frames 305, 306, 307. Since the first fuel tank 301 is positioned by fitting the projecting portion 301g to the machine body frames 305, 306, and 307, alignment when the first fuel tank 301 is placed on the traveling machine body 1 is facilitated. Further, since the protruding portion 301g restricts the movement of the first fuel tank 301 in the front-rear direction and the right direction, displacement of the first fuel tank 301 placed on the traveling machine body 1 is prevented.

As shown in FIGS. 20 and 23, the second fuel tank 302 is positioned with respect to the traveling machine body 1 by fitting the protrusions 302c from the upper surface side to the first and second left and right machine body frames 306 and 307. Yes. The lower surface step portion 302f of the second fuel tank 302 is connected to the first and second left and right aircraft frames 306 and 307 via two second buffer members 315 provided for the first and second left and right aircraft frames 306 and 307, respectively. Arranged on the top surface. Since the second fuel tank 302 is positioned by fitting the protrusions 302c to the first and second left and right body frames 306 and 307, the second fuel tank 302 is positioned when the second fuel tank 302 is placed on the traveling body 1. It becomes easy. Further, since the protruding portion 302c restricts the movement of the second fuel tank 302 in the front-rear direction, displacement of the second fuel tank 302 mounted on the traveling machine body 1 is prevented. In addition, the

buffer members

314 and 315 are configured by elastic members such as rubber members, for example.

Further, as shown in FIGS. 17 to 19 and FIGS. 21 to 23, the first and

second fuel tanks

301 and 302 are fixed to the traveling machine body 1 by fastening

band bodies

316 or 317 attached along the front-rear direction. The One first fastening band body 316 or two second fastening band bodies 317 are mounted on the upper surface side of the first and

second fuel tanks

301 and 302 in a semi-winding manner. The first hook body 316a or the second hook body 317a is fixed to the front end portions of the first and second

fastening band bodies

316, 317. The first and

second hook bodies

316 a and 317 a are hooked to the first band hooking member 318 or the second band hooking member 321 fixed to the upper part of the front side surface of the second left and right airframe frame 307.

The rear side end portion of the first fastening band body 316 is fixed to a substantially L-shaped fixing bracket body 319 fixed to the left side surface of the connecting member 313 via the first adjustment bolt 320a. The first adjustment bolt 320a is inserted into the hole provided in the horizontal portion 319a of the fixing bracket body 319 from the lower surface side to the upper surface side. The rear side end of the second fastening band body 317 is connected to the first left and right airframe frame 306 via the second adjustment bolt 322a. The second adjustment bolts 322a are inserted through holes provided in the upper and lower surfaces of the first left and right airframe frames 306 so as to penetrate the first left and right airframe frames 306 from the lower surface side to the upper surface side.

The first nut 316b or the second nut 317b is fixed to the upper surfaces of the rear side end portions of the first and second

fastening band bodies

316, 317. The first and second nuts 316b and 317b are fitted to the distal end side of the first adjustment bolt 320a or the second adjustment bolt 322a, and are fixed by the first fixing nut 320b or the second fixing nut 322b.

20 to 23, the lower surfaces of the first and

second fuel tanks

301 and 302 are covered with three fuel tank lower cover bodies 323. Each fuel tank lower cover body 323 is connected to the front side surface of the first left and right airframe frame 306 and the rear side surface of the second left and right airframe frame 307 via mounting brackets. The fuel tank lower cover body 323 prevents contact and adhesion of foreign matters from the lower side to the first and

second fuel tanks

301 and 302 and the connecting pipe 304. In addition, since the rear end portion of the center right frame 309 is disposed below the rear right portion of the first fuel tank 301, the center right frame 309 prevents foreign matter from contacting or sticking to the lower surface of the rear portion of the first fuel tank 301. Is prevented.

As shown in FIG. 10 and FIGS. 17 to 19 and the like, the first vent pipe 324 or the second vent pipe 325 is connected to the upper surfaces of the first and

second fuel tanks

301 and 302. One end of the first vent pipe 324 is connected to a first vent hole 301m provided in a left side portion of the upper surface of the first fuel tank 301. One end of the second vent pipe 325 is connected to a second vent hole 302 h provided at a position on the upper right side of the second fuel tank 302. The other end sides of the first and

second vent pipes

324 and 325 are guided upward along the right side surface of the threshing portion 9 from the lower portion of the rear side of the right side surface of the threshing portion 9, and in the middle of the right side surface of the threshing portion 9. The end portion is curved so as to face downward and is supported on the right side surface of the threshing portion 9.

As shown in FIGS. 10, 18, and 20, an oil / water separator 328 is disposed in front of the first fuel tank 301. The oil / water separator 328 removes moisture contained in the fuel supplied to the engine 7 from the second fuel tank 302. The oil-water separator 328 is bolted to a support bracket body 329 that is fixed to the front side surface of the second left and right airframe frame 307 and is erected upward. Further, as shown in FIG. 10, a fuel filter 330 is disposed behind the upper left portion of the engine 7. The fuel filter 330 removes foreign matters contained in the fuel supplied to the engine 7.

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

The fuel supply pipe 331 passes from the fuel outlet 302g on the lower surface of the second fuel tank 302 to the lower side of the second fuel tank 302 and to the upper side of the traveling body 1 through the threshing portion 9 and the front inclined left side surface 301c of the first fuel tank 301. Guided and connected to an oil-water separator 328. The fuel feed pipe 332 is guided downward from the oil / water separator 328 toward the central right frame 309 and is bent forward in the vicinity of the central right frame 309. Further, the fuel feed pipe 332 is guided to the lower side of the fuel filter 330 along the frame of the traveling machine body 1, bent upward, and connected to the fuel filter 330. The fuel return pipe 333 is led from the fuel return joint of the fuel filter 330 to the fuel return port 301l approximately along the fuel feed pipe 332.

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

Also, as shown in FIG. 24, a screw-type fuel cap 334 is detachably fitted to the tip of the fuel filler port 303 of the first fuel tank 301. A cap protrusion member 335 is provided to project from the center of the upper surface of the oil filler cap 334. A cap cover member 336 that covers an upper surface and a side surface of the fuel filler cap 334 is detachably attached to the fuel filler cap 334.

The cap cover member 336 has a substantially hemispherical shape with a through hole 336a formed at the top. The diameter of the through hole 336a is larger than the diameter of the cap projection member 335. In a state where the cap cover member 336 is attached to the fuel cap 334, the through hole 336a is loosely fitted to the cap protrusion member 335, and the cap cover member 336 is detachably attached to the fuel cap 334. The cap cover member 336 is rotatably attached to the fuel filler cap 334.

A through hole 335 a that is substantially orthogonal to the protruding direction of the cap protruding member 335 is provided on the protruding front end side of the cap protruding member 335. The lock member 337 is locked in a state where a latch of a lock member 337 made of, for example, a padlock is inserted into the through hole 335a. The lock member 337 prevents the cap cover member 336 from being removed from the fuel filler cap 334. In addition, the cap cover member 336 is rotatably attached to the oil supply cap 334. Therefore, even if the cap cover member 336 is grasped and rotated, the fuel supply cap 334 cannot be rotated, and unintended removal of the fuel supply cap 334 can be prevented to prevent fuel theft or the like.

As shown in FIGS. 25 and 26, from the inside of the tank, a part of the bottom surface of the protruding portion 302c bulges toward the outside of the tank in the vicinity of the fuel outlet 302g at the center of the inner bottom surface of the second fuel tank 302. A concave fuel reservoir 302i is formed as seen. A portion of the lower surface of the protruding portion 302c is recessed toward the inside of the tank around the fuel reservoir portion 302i, and is a substantially U-shape that is a ridge when viewed from the inside of the tank and opens the left side in plan view. A protruding portion 302j is formed. The fuel outlet 302g is disposed on the concave right side surface 302k inclined in the left low right high posture between the bottom surface of the fuel reservoir 302i and the top surface of the convex portion 302j.

A liquid level detection sensor 338 for detecting the fuel level in the second fuel tank 302 is disposed at the center of the upper surface of the second fuel tank 302. A float 340 is connected to the liquid level detection sensor 338 via an arm 339 in the second fuel tank 302. The arm 339 is supported by the liquid level detection sensor 338 so that the base end side can be rotated with the float 340 side as a moving end. The height of the float 340 is displaced according to the fuel liquid level in the second fuel tank 302. When the fuel liquid level is lower than the upper surface of the ridge 302j, the float 340 contacts the upper surface of the ridge 302j. When the float 340 stays at a position where it abuts against the upper surface of the ridge 302j for a certain period of time or longer, a fuel remaining amount warning lamp (not shown) provided on the steering column 41 (see FIGS. 1 to 3) is turned on. In the initial stage after the remaining fuel level warning lamp is lit, fuel remains in the second fuel tank 302.

In this embodiment, a substantially U-shaped ridge 302j that opens to the left in plan view is formed around the concave fuel reservoir 302i, so that the fuel level in the second fuel tank 302 is increased. Even when the traveling vehicle body 1 and the second fuel tank 302 are inclined to the left high, right, and low posture in a state where the height is lower than the upper surface of the ridge 302j, the fuel surrounded by the U-shaped ridge 302j It is possible to supply fuel to the engine 7 via the fuel supply pipe 331 and the like by keeping the fuel at the position where the outlet 302g is disposed.

Further, a part of the lower surface of the protruding portion 302c is recessed toward the inside of the tank on the inner bottom surface of the second fuel tank 302, and the protruding fuel supply pipe arrangement portion 302l and the fuel flow suppression are viewed from the inside of the tank. A portion 302m is formed. The fuel supply pipe arrangement portion 302l is formed from the ridge portion 302j toward the right side surface of the protrusion 302c, and is formed on the concave stripe portion formed on the outer wall surface of the protrusion 302c according to the fuel supply pipe arrangement portion 302l of the protrusion. A fuel supply pipe 331 can be accommodated along the line. The fuel flow suppressing portion 302m extends in the front-rear direction with a gap from the protruding portion 302j in the vicinity of the left side of the fuel reservoir portion 302i, and suppresses the flow of fuel in the left-right direction in the second fuel tank 302. In addition, the fuel flow suppression unit 302m is arranged in the vicinity of the left side of the fuel reservoir 302i, so that when the fuel in the second fuel tank 302 is small, the fuel overflowing from the fuel reservoir 302i is on the left side. To prevent the fuel from flowing into the fuel reservoir 302i.

Further, a recess 301n is formed in the vicinity of the first fuel tank side connection port 301f on the inner bottom surface of the first fuel tank 301, and a recess 302n is formed in the vicinity of the second fuel tank side connection port 302b of the inner bottom surface of the second fuel tank 302. Yes. The fuel tank

side connection ports

301f and 302b can be disposed at positions close to the lower surfaces of the

fuel tanks

301 and 302 by the

recesses

301n and 302n in which a part of the lower surfaces of the projecting

parts

301g and 302c bulge to the lower side of the tank. Even when the amount of fuel in the fuel tank 301 becomes small, the fuel can flow from the first fuel tank 301 to the second fuel tank 302.

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

1 traveling machine body 3 cutting part 6 grain tank (grain tank)
7 Engine 9 Threshing part 21 Handling cylinder 23 Dust outlet 301 First fuel tank (fuel tank)
301a Left side (side of dust outlet side)
301b Rear inclined left side (inclined surface)
301d Upper rear portion 301g Protruding portion 302 Second fuel tank (separate fuel tank)
303 Refueling port 305 Front and rear aircraft frames 306 First left and right aircraft frames 307 Second left and right aircraft frames

Claims

In a combine in which a cutting unit is connected to the front of a traveling machine body equipped with an engine and a fuel tank, and a threshing part equipped with a handling cylinder and a grain tank for storing grain are arranged side by side on the traveling machine body,
The fuel tank is disposed between the threshing portion and the grain tank on the upper surface of the traveling machine body so that a rear end of the fuel tank is located behind a dust outlet at a rear portion of the threshing portion,
The combine which has the inclined surface in which the side surface by the side of the said dust outlet of the said fuel tank inclines to the opposite side to the said dust outlet.
The upper rear portion of the fuel tank is inclined downward from the front to the rear,
The combine according to claim 1, wherein a cylindrical oil filler port is provided at an inclined position rearward of the upper surface rearward portion.
The combine according to claim 1, wherein the fuel tank includes a protrusion on a lower surface, and the protrusion is fitted and positioned on a body frame constituting the traveling body.
The aircraft frame has a front and rear aircraft frame extending in the front and rear direction and a pair of left and right aircraft frames extending in the left and right direction,
4. The combine according to claim 3, wherein the projecting portion of the fuel tank is fitted to the front and rear body frames and the pair of left and right body frames.
The combine according to claim 1, wherein a separate fuel tank arranged in parallel with and in communication with the fuel tank is disposed below the threshing portion.