JP6801997B2 - combine - Google Patents

Description

The invention of the present application relates to a combine.

Conventionally, it is well known that a combine harvester is connected to the front of a traveling machine equipped with an engine and a fuel tank, and a threshing part equipped with a handling barrel and a grain tank for storing grains are arranged side by side on the running machine. (See Patent Documents 1 to 3).

Japanese Unexamined Patent Publication No. 2011-24481 Japanese Patent No. 4622870 Japanese Patent No. 4861108

In the prior art shown in Patent Documents 1 to 3, the fuel tank is arranged below the rear part of the threshing device at the rear part of the traveling machine, but the diffusion of straw dust and the like discharged from the dust discharge port provided at the rear part of the threshing device. Was hindered by the fuel tank.

Therefore, the present invention is intended to provide a combine that has been improved by examining these current conditions.

In order to achieve the above object, the combine of the present invention includes a handling cylinder (21) in which a cutting portion (3) is connected in front of a traveling machine body (1) equipped with an engine (7) and a fuel tank (301). In the combine in which the grain removal section (9) and the grain tank (6) for storing grains are arranged side by side on the traveling machine (1), the fuel tank (301) is the traveling machine (1). Between the grain removal section (9) and the grain tank (6) on the upper surface, the rear end of the fuel tank (301) is located behind the dust exhaust port (23) at the rear of the grain removal section (9). The rear portion of the fuel tank (301) on the dust discharge port (23) side is arranged as such, and the rear inclined surface (301b) inclined from the front to the rear toward the grain tank (6) side in a plan view. In the fuel tank (301), a rear side corner portion serving as a boundary between the side surface (301e) and the rear surface (301d) on the grain tank (6) side is formed, and the rear inclined surface (301b) is formed. The front end portion is located in front of the rear side corner portion in a plan view .
In the combine, the length along the rear inclined surface (301b) in a plan view may be longer than the length along the rear corner.
In the combine, the second reduction conveyor (33) is arranged in front of the threshing section (9) side of the fuel tank (301), and the fuel tank (301) faces the second reduction conveyor (33). The front portion of the threshing portion (9) side is a front inclined surface (301c) that inclines from the rear to the front toward the grain tank (6) side in a plan view. A front corner portion that serves as a boundary between the side surface (301e) and the front surface (301i) on the grain tank (6) side is formed, and the rear end portion of the front inclined surface (301c) is rearward of the front corner portion in a plan view. It may be located in .
In the combine, the length along the front inclined surface (301c) in the plan view may be longer than the length along the front corner.
In the combine, a separate fuel tank juxtaposed and communicated with the fuel tank is arranged below the grain removal section, and the separate fuel tank is provided with a fuel supply pipe for supplying fuel to the engine. The fuel supply pipe is an oil-water separation arranged in front of the grain tank side of the fuel tank from the fuel outlet of the separate fuel tank through between the grain removal portion, the front inclined surface, and the second reduction conveyor. It may be connected to the machine.

In the combine, it is assumed that the rear portion of the upper surface of the fuel tank is inclined downward from the front to the rear, and a tubular fuel filler port is inclined rearward and protrudes from the rear portion of the upper surface. May be good.

According to the present invention, the rear portion of the fuel tank (301) on the dust discharge port (23) side is a rear inclined surface (301b) that is inclined from the front to the rear toward the grain tank (6) side in a plan view. ), In the fuel tank (301), a rear side corner portion serving as a boundary between the side surface (301e) and the rear surface (301d) on the grain tank (6) side is formed, and the rear inclined surface (301b) is formed. Since the front end portion of the above is located in front of the rear side corner portion in a plan view, it is possible to prevent the fuel tank from obstructing the diffusion of straw debris and the like discharged from the dust outlet. In addition, collision of straw debris discharged from the dust outlet with the fuel tank can be reduced, damage to the fuel tank, and adhesion of straw debris to the fuel tank can be reduced.

According to the present invention, the rear portion of the upper surface of the fuel tank is inclined downward from the front to the rear, and the tubular fuel filler port is inclined rearward and protrudes from the rear portion of the upper surface. In addition to the fuel filler port for refueling the fuel tank being located at the rear end of the traveling aircraft, the fuel filler port is inclined toward the rear and upper direction, so that fuel is supplied from the rear of the traveling aircraft. The convenience of refueling work is improved. Further, if the substantially cylindrical fuel filler port is provided so as to project in a direction orthogonal to the surface of the upper surface rearward portion, the fuel filler port is in a state of being inclined rearward due to the inclination of the upper surface rearward portion. Compared to bending the fuel filler port to obtain the fuel filler port angle, or tilting the fuel filler port to the surface to which the fuel filler port is connected, the connection structure between the fuel filler port and the rear part of the upper surface The shape of the fuel 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 is provided with a protruding portion on the lower surface, and the protruding portion is fitted and positioned in the airframe frame constituting the airframe, so that the position when the fuel tank is placed on the airframe Easy to match. Further, since the protruding portion regulates the movement of the fuel tank, the displacement of the fuel tank mounted on the traveling machine body is prevented.

According to the present invention, since the protruding portion of the fuel tank is fitted to the front and rear fuselage frames and the pair of left and right fuselage frames, the protruding portion restricts the movement of the fuel tank in both the front and rear directions and the left and right directions to the traveling machine. The misalignment of the mounted fuel tank can be prevented in three directions by the fuselage frame and the protruding portion.

According to the present invention, since a separate fuel tank juxtaposed with and communicated with the fuel tank is arranged below the threshing section, the space under the threshing section is effectively used to increase the size of the traveling machine 1. A separate tank can be placed on the traveling machine without any need. By communicating the separate tank with the fuel tank, the total capacity of the entire fuel tank mounted on the traveling machine can be increased.

It is a left side view of the combine which shows the embodiment of this invention. It is a right side view of the combine. It is a plan view of the combine. It is a drive system diagram of a combine. It is a perspective view of the combine seen from an oblique front. It is a partial plan 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 the work system hydraulic circuit. It is a perspective view which shows the structure of the work system hydraulic circuit. It is a perspective view of the threshing part seen from an oblique front. It is the left side enlarged view of the threshing part. It is a top sectional view which shows the structure of an engine room and a threshing part. It is a front view which shows the arrangement structure of the hydraulic circuit component. It is a hydraulic circuit diagram which shows the structure of the 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 the rear part of a combine in a partial cross section. It is a perspective view of the rear part of the combine seen from an oblique rear view. It is a perspective view of the fuel tank seen from the lower side. It is a left side view of the 1st fuel tank. It is the perspective view around the fuel tank which shows the traveling machine part cutout. It is a left side view of the 2nd fuel tank. It is a perspective view which shows the 1st fuel tank with a part cutout. It is a rear view which shows the 2nd fuel tank in cross section. It is a top view which shows the 2nd fuel tank in cross section.

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

As shown in FIGS. 1 to 3, the ordinary combine harvester 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 traveling portions. On the front part of the traveling machine 1, a cutting unit 3 for taking in uncut grain culms such as rice (or wheat or soybean or tomorokoshi) while cutting is mounted on a single-acting hydraulic cylinder 4 for raising and lowering so as to be adjustable. ing.

On the left side of the traveling machine 1, a threshing section 9 for threshing the cut grain culms supplied from the cutting section 3 is mounted. A grain sorting mechanism 10 for rocking sorting and wind sorting is arranged below the threshing section 9. On the right side of the front portion of the traveling machine body 1, a driver's cab 5 on which the operator is boarded is mounted. The engine 7 as a power source is arranged in the driver's cab 5 (below the driver's seat 42). Behind the driver's cab 5 (on the right side of the traveling machine 1), there is a Glen tank 6 that takes out grains from the threshing section 9, and grains that discharge the grains in the Glen tank 6 toward the truck bed (or container, etc.). The discharge conveyor 8 is arranged. The grain discharge conveyor 8 is tilted toward the outside of the machine, and the grains in the grain tank 6 are carried out by the grain discharge conveyor 8.

The cutting section 3 includes a feeder house 11 that communicates with the handling port 9a at the front of the threshing section 9, and a horizontally long bucket-shaped grain header 12 that is connected to the front end of the feeder house 11. The scraping auger 13 (platform auger) is rotatably supported in the grain header 12. A scraping reel 14 with a tine bar is arranged above the front portion of the scraping auger 13. A clipper-shaped cutting blade 15 is arranged at the front portion of the grain header 12. Left and right cursive scripts 16 are projected on both left and right sides of the front portion of the grain header 12. Further, a supply conveyor 17 is installed internally in the feeder house 11. A beater 18 (front rotor) for feeding cut grain culms is provided on the feed end side (handle 9a) of the supply conveyor 17. The lower surface of the feeder house 11 and the front end of the traveling machine 1 are connected via an elevating hydraulic cylinder 4, and the cutting unit 3 moves up and down with the cutting input shaft 89 (feeder house conveyor shaft) described later as an elevating fulcrum. It moves up and down with the hydraulic cylinder 4.

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, the root side of the uncut grain culm is trimmed by the cutting blade 15, and the scraping auger 13 By the rotary drive, the cut grain culms 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 entire amount of the cut grain culm of the grain header 12 is conveyed by the supply conveyor 17 and is fed by the beater 18 into the handling port 9a of the threshing section 9. A hydraulic cylinder for horizontal control (not shown) for rotating the grain header 12 around the axis of the horizontal control fulcrum is provided, and the inclination of the grain header 12 in the left-right direction is adjusted by the hydraulic cylinder for horizontal control to adjust the grain header. It is also possible to support the cutting blade 15, the cutting blade 15, and the scraping reel 14 horizontally with respect to the field scene.

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

With the above configuration, the threshing culm thrown in from the handling port 9a by the beater 18 is conveyed toward the rear of the traveling machine 1 by the rotation of the handling cylinder 21, and is transferred between the handling cylinder 21 and the receiving net 24. It is kneaded and threshed. Threshing such as grains smaller than the mesh of the receiving net 24 leaks from the receiving net 24. Straw debris and the like that do not leak from the receiving net 24 are discharged to the field from the dust outlet 23 at the rear of the threshing section 9 by the transporting action of the handling cylinder 21.

A plurality of dust feeding valves (not shown) for adjusting the transfer speed of threshing in the handling chamber are rotatably pivotally attached to the upper side of the handling cylinder 21. By adjusting the angle of the dust feed valve, the transfer speed (residence time) of threshing in the handling room can be adjusted according to the variety and properties of the harvested culm. On the other hand, as the grain sorting mechanism 10 arranged below the threshing section 9, a swing sorting board 26 for specific gravity sorting having a grain pan, a chaff sheave, a grain sheave, a straw rack and the like is provided.

Further, as the grain sorting mechanism 10, a blower fan-shaped wall insert 29 or the like that supplies sorting air to the rocking sorting board 26 is provided. The threshing that has been threshed by the handling cylinder 21 and leaked from the receiving net 24 is a grain (one of the fine grains, etc.) due to the specific gravity sorting action of the rocking sorting board 26 and the wind sorting action of the blower fan-shaped wall insert 29. It is configured to be sorted and taken out as a product), a mixture of grains and straw (second product such as a grain with a branch stem), and straw waste.

The first conveyor mechanism 30 and the second conveyor mechanism 31 are provided as the grain sorting mechanism 10 on the lower side of the rocking sorting machine 26. By sorting the rocking sorting machine 26 and the fan-shaped wall insert 29, the grains (first thing) dropped from the rocking sorting machine 26 are collected in the grain tank 6 by the first conveyor mechanism 30 and the grain raising conveyor 32. To. The mixture of grains and straw (second product) is returned to the sorting start end side of the rocking sorting plate 26 via the second conveyor mechanism 31 and the second reduction conveyor 33, and is re-sorted by the rocking sorting plate 26. Ru. Straw debris and the like are configured to be discharged to the field from the dust discharge port 23 at the rear of the traveling machine body 1.

Further, as shown in FIGS. 1 to 3, the driver's cab 5 is provided with a control column 41 and a driver's seat 42 on which the operator sits. The control column 41 includes an accelerator lever 40 that adjusts the rotation speed of the engine 7, a round control handle 43 that changes the course of the traveling body 1 by the rotation operation of the operator, and a main body that switches the moving speed of the traveling body 1. A speed change lever 44, an auxiliary speed change lever 45, a cutting clutch lever 46 for driving or stopping the cutting unit 3, and a grain removal clutch lever 47 for driving or stopping the grain removal unit 9 are arranged. Further, a roof body 49 for awning is attached to the upper surface side of the front portion of the grain tank 6 via a sun visor support column 48, and the roof body 49 for awning covers the upper side of the driver's cab 5.

As shown in FIGS. 1 and 2, the 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 track 2, a tension roller 52 that maintains the tension of the track 2, and a plurality of track rollers 53 that hold the ground side of the track 2 in a grounded state. An intermediate roller 54 for holding the non-grounded side of the track 2 is provided. The drive sprocket 51 supports the front side of the track 2, the tension roller 52 supports the rear side of the track 2, the track roller 53 supports the ground side of the track 2, and the intermediate roller 54 supports the non-ground side of the track 2. It is configured to let.

Next, the drive structure of the combine will be described with reference to FIGS. 4 to 8. As shown in FIGS. 4 and 7, a straight-moving hydraulic continuously variable transmission 64 having a hydraulic straight-moving pump 64a and a hydraulic straight-moving motor 64b is provided in the transmission case 63. The engine 7 is mounted on the upper right surface of the front part of the traveling machine body 1, and the mission case 63 is arranged on the front part of the traveling body 1 on the left side of the engine 7. The output shaft 65 protruding to the left from the engine 7 and the mission input shaft 66 protruding to the left from the mission case 63 are connected via the engine output belt 67, the engine output pulley 68, and the mission input pulley 69. There is.

Further, a steering swivel hydraulic continuously variable transmission 70 having a hydraulic swivel pump 70a and a hydraulic swivel motor 70b is provided in the mission case 63, and a straight-ahead hydraulic continuously variable transmission 64 and a swivel hydraulic type are provided via a mission input shaft 66. While transmitting the output of the engine 7 to the continuously variable transmission 70, the control handle 43, the main shift lever 44, and the auxiliary shift lever 45 output the straight-moving hydraulic stepless transmission 64 and the turning hydraulic stepless transmission 70. It is configured to control and drive the left and right foot belts 2 via a straight-ahead hydraulic continuously variable transmission 64 and a swivel-swing hydraulic continuously variable transmission 70 so as to travel in a field or the like.

Further, as shown in FIGS. 4 to 6 and 8, a handling cylinder drive case 71 that pivotally supports the front end side of the handling cylinder shaft 20 is provided. The handling cylinder drive case 71 is arranged on the front side of the threshing unit 9. The handling cylinder input shaft 72 for driving the cutting unit 3 and the handling cylinder 21 is pivotally supported by the handling cylinder drive case 71. Further, a main counter shaft 76 is provided as a constant rotation shaft that penetrates to the left and right of the threshing unit 9. 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 the 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.

In front of the handling cylinder 21, the handling cylinder input shaft 72 extended to the left and right of the traveling machine 1, the beater 18 arranged to the left and right of the traveling machine 1, and the cutting input shaft extending to the left and right of the traveling machine 1 89 is provided. As the handling cylinder input mechanism 90 for transmitting the driving force of the main counter shaft 76 to the handling cylinder input shaft 72, the handling cylinder drive pulleys 86 and 87 and the handling cylinder drive belt 88 are provided, and the driving force from the engine 7 is transmitted. A handling cylinder input mechanism 90 (handling cylinder drive pulleys 86 and 87 and a handling cylinder drive belt 88) is arranged at one end on the engine 7 side of the counter shaft 76, and the handling cylinder 21 is driven to rotate constantly with a constant rotation output of the engine 7. It is configured as follows.

A beater drive 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. Further, the sub counter shaft 104 is arranged between the beater shaft 82 and the main counter shaft 76, and the 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. It constitutes a power relay mechanism that is turned and transmits power to the cutting drive mechanism.

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, to form the beater drive mechanism. Then, the cutting drive belt 114 is stretched by the cutting clutch 109 that also serves as a tension roller, so that the rotational power transmitted from the engine 7 to the main counter shaft 76 is beaten via the power relay mechanism and the beater drive mechanism. It is input to the axis 82. Further, a 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 pivotally supported to the cutting input shaft 89 via the cutting drive chain 115 and the sprockets 116 and 117. ing. As a result, the cutting unit 3 and the beater 18 are driven at a constant rotation with the constant rotation output of the engine 7.

The wall insert shaft 100, which is the rotation shaft of the wall insert 29 in the shape of a blower fan, has a hollow tube shape, and the main counter shaft 76 is interpolated in the hollow portion of the wall insert shaft 100. That is, the main counter shaft 76 and the wall insert shaft 100 have a double shaft structure, and the main counter shaft 76 and the wall insert shaft 100 are pivotally supported so as to be rotatable relative to each other. Further, the wall insert drive belt 103 is wound around the wall insert drive pulleys 101 and 102 provided on the sub-counter shaft 104 and the wall insert shaft 100, respectively, to form the wall insert drive mechanism. Therefore, the rotational power transmitted from the engine 7 to the main counter shaft 76 is input to the beater shaft 82 via the power relay mechanism and the wall insert drive mechanism, and the wall insert 29 is driven by the constant rotation output of the engine 7.

Further, the machine housing 9b of the threshing machine 9 has a cutting support frame 36 installed on the upper surface side of the front portion of the threshing machine housing column 34 on the upper surface side of the traveling machine body 1. The cutting bearing body 37 is attached to the front right side of the cutting support frame body 36, and the forward / reverse switching case 121 described later is attached to the front left side of the cutting support frame body 36. Then, via the cutting bearing body 37 and the forward / reverse switching case 121, the cutting input shaft 89 is rotatably supported on the front side of the cutting support frame body 36 in the left-right direction of the traveling machine body 1, and the cutting support frame body 36 is supported. A beater shaft 82 (beater 18) facing left and right is rotatably supported inside the beater bearing body 38. Further, the handling cylinder drive case 71 is attached to the upper surface side of the cutting support frame body 36, and the handling cylinder input shaft 72 is pivotally supported by 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 driving force transmitted from the engine 7 to one end on the engine 7 side of the main counter shaft 76 is transmitted from the other end of the main counter shaft 76 on the opposite side of 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.

Further, a left-right direction 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 on the engine 7 side of the main counter shaft 76 is one end on the engine 7 side of the handling cylinder input shaft 72. It is transmitted to the department. Further, the 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 to the grain sorting mechanism 10 or the cutting section 3 that sorts the grains after threshing from the left and right other ends of the main counter shaft 76 opposite to the engine 7. ..

That is, the right end of the handling cylinder input shaft 72 is connected to the right end of the main counter shaft 76 on the side closer to the engine 7 via the handling cylinder drive pulleys 86 and 87 and the handling cylinder drive belt 88. The front end side of the handling cylinder shaft 20 is connected to the left end portion of the handling cylinder input shaft 72 extending in the left-right direction via the bevel gear mechanism 75. The power of the engine 7 is transmitted from the right end of the main counter shaft 76 to the front end side of the handling cylinder shaft 20 via the handling cylinder input shaft 72, and the handling cylinder 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 arranged below the threshing portion 9.

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

The fried grain conveyor 32 is driven via the first conveyor shaft 77, and the first sorted grain of the first conveyor mechanism 30 is collected in the grain tank 6. Further, the second reduction conveyor 33 is driven via the second conveyor shaft 78, and the second sorting grain (second product) mixed with the straw dust of the second conveyor mechanism 31 is on the upper surface side of the rocking sorting board 26. Returned to. Further, in a structure in which a spreader (not shown) for scattering straw dust is provided at the dust discharge port 23, the spreader is provided with a spreader drive pulley (not shown) and a spreader drive belt (not shown) to the spreader on the left side of the main counter shaft 76. Connect the ends.

A cutting input shaft 89 is provided as a conveyor input shaft that supports the feed end side of the supply conveyor 17. The header drive shaft 91 is rotatably supported on the back side of the right side of the grain header 12. The left end of the forward / reverse transmission shaft 122 is connected to the left end of the beater shaft 82 via the cutting drive chain 115 and the sprockets 116 and 117, and the cutting input shaft 89 is transmitted forward / reverse via the forward / reverse switching case 121. It is connected to the shaft 122. Further, the right end portion of the cutting input shaft 89 is connected to the left end portion 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 scraping shaft 93 via a scraping drive chain 92.

Further, a reel shaft 94 that pivotally supports the scraping reel 14 is provided. The right end of the suction shaft 93 is connected to the right end of the reel shaft 94 via an intermediate shaft 95 and reel drive chains 96 and 97. A cutting blade 15 is connected to the right end of the header drive shaft 91 via a cutting blade drive crank mechanism 98. The supply conveyor 17, the scraping auger 13, the scraping reel 14, and the cutting blade 15 are driven and controlled by the on / off operation of the cutting clutch 109 so that the tip side of the uncut grain culm in the field is continuously cut. It is configured in.

A forward rotation bevel gear 124 integrally formed with the forward / reverse rotation transmission shaft 122, a reverse rotation bevel gear 125 rotatably supported by the cutting input shaft 89, and an intermediate bevel gear 126 for connecting the reverse rotation bevel gear 125 to the forward rotation bevel gear 124. , It is installed internally in the forward / reverse switching case 121. The intermediate bevel gear 126 is always meshed with the forward rotation bevel gear 124 and the reverse rotation bevel gear 125. On the other hand, the slider 127 is slidably supported on the cutting input shaft 89 by the spline engaging shaft. The slider 127 is disengaged and 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 so that it can be disengaged and engaged.

Further, a forward / reverse switching shaft 123 for sliding the slider 127 is provided, a 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 operating tool). The forward / reverse rotation switching shaft 123 is rotated, the slider 127 is brought into contact with the forward rotation bevel gear 124 or the reverse rotation bevel gear 125, and the forward rotation bevel gear 124 or the reverse rotation is performed via the forward rotation clutch 128 or the reverse rotation clutch 129. The slider 127 is selectively engaged with the bevel gear 125, and the cutting input shaft 89 is connected to the forward / reverse transmission shaft 122 in the forward or reverse direction.

The structure includes a forward / reverse switching case 121 as a forward / reverse switching mechanism for driving the supply conveyor 17 in the forward or reverse direction, and the supply conveyor 17 is connected to the beater shaft 82 via the forward / reverse switching case 121. Therefore, the supply conveyor 17 of the feeder house 11 can be reversed by the reverse switching operation of the forward / reverse switching case 121, and the clogged straw in the feeder house 11 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 a tension pulley-shaped auger clutch 156 and an auger drive belt 157. The lateral feed auger 160 front end side of the bottom of the grain tank 6 is connected to the left end of the auger drive shaft 158 via the bevel gear mechanism 159. The vertical feed auger 162 of the grain discharge conveyor 8 is connected to the rear end side of the horizontal 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. In addition, a grain discharge lever 155 for turning on and off the auger clutch 156 is provided. A grain discharge lever 155 is attached to the rear of the driver's seat 42 and to the front of the grain tank 6, so that the operator can operate the grain discharge lever 155 from the driver's seat 42 side.

Next, the power transmission structure of the mission case 63 and the like will be described with reference to FIGS. 4 and 7. As shown in FIGS. 4 and 7, the transmission case 63 includes a pair of linearly variable transmissions 64a and a pair of linearly variable transmissions 64b for linearly variable transmission (main speed change) and a pair of swivel pumps 70a. And a hydraulic continuously variable transmission 70 for turning having a turning motor 70b is provided. The transmission shafts 66 of the mission case 63 are gear-connected to the pump shafts 258 and 259 of the straight-ahead pump 64a and the swivel pump 70a, respectively. The engine output belt 67 is hung around the mission input pulley 69 on the mission input shaft 66. The output of the engine 7 is transmitted to the transmission input pulley 69 via the engine output belt 67 to drive the straight-ahead pump 64a and the swivel pump 70a.

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

A transmission charge pump 151 for supplying hydraulic oil to the hydraulic pumps 64a and 70a and the hydraulic motors 64b and 70b is attached to the pump shaft 259. The straight-ahead hydraulic continuously variable transmission 64 is a straight-ahead motor by changing and adjusting the inclination angle of the swash plate in the straight-ahead pump 64a according to the amount of operation of the main speed change lever 44 and the control handle 43 arranged in the control column 41. By changing the discharge direction and the discharge amount of the hydraulic oil to the 64b, the rotation direction and the rotation speed of the straight-moving motor shaft 260 protruding from the straight-moving motor 64b are arbitrarily adjusted.

The 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 medium 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 transmission lever 45 arranged on the control column 41, the output rotation speed of the straight-ahead motor shaft 260 is configured to be selectively switched to three stages of low speed, medium speed, or high speed. .. It should be noted that there is a neutral position (a position where the output of the auxiliary transmission becomes zero) between the low speed, the medium speed, and the high speed of the auxiliary transmission.

A drum-type parking brake 266 is provided on the parking brake shaft 265 (secondary transmission output shaft) provided on the output side of the auxiliary 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-ahead pulse generating rotary wheel 292 is provided on the parking brake shaft 265, and a straight-ahead vehicle speed sensor (not shown) is configured to detect the number of rotations of the straight-ahead output (straight-ahead vehicle speed = shift output of the auxiliary shift output gear 267). doing.

Each of the left and right planetary gear mechanisms 268 makes it possible to rotate 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. Each includes a carrier 274 to be arranged. The carriers 274 of the left and right planetary gear mechanisms 268 are arranged so as to face each other on the same axis at appropriate intervals. The center gear 276 is fixed to the sun gear shaft 275 provided with the left and right sun gears 271.

The left and right ring gears 273 are concentrically arranged on the sun gear shaft 275 in a state where the internal teeth on the inner peripheral surface thereof are meshed with the plurality of planetary gears 272. Further, the outer teeth on 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, which will be described later. Each ring gear 273 is rotatably supported by left and right forced differential output shafts 277 protruding 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. 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 rotation speed in the same direction, and the left and right crests 2 are in the same direction. Drives at the same number of rotations to move the traveling machine body 1 straight (forward, backward).

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

Further, in the transmission case 63, a wet multi-plate swivel brake 279 (steering brake) provided on the swivel motor shaft 261 (steering input shaft) and a reduction gear 281 on the swivel motor shaft 261 are interposed. Left input for connecting the steering counter shaft 280 to be connected, the steering output shaft 285 to be connected to the steering counter shaft 280 via the reduction gear 286, and the steering output shaft 285 to be connected to the left ring gear 273 via the 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 swivel 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 rotation 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 via 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 set to neutral, power transmission from the straight motor 64b to the left and right planetary gear mechanisms 268 is blocked. Power is transmitted from the auxiliary transmission gear mechanism 251 to the left and right planetary gear mechanisms 268 from the straight motor 64b via the auxiliary transmission low speed gear 254, the auxiliary transmission medium speed gear 255, or the auxiliary transmission high speed gear 256 at the time of auxiliary transmission output other than neutral. .. On the other hand, when the output of the swivel pump 70a is set to the neutral state and the swivel brake 279 is turned on, the power transmission from the swivel motor 70b to the left and right planetary gear mechanisms 268 is blocked. When the output of the swivel pump 70a is set to a state other than neutral and the swivel brake 279 is turned off, the rotational power of the swivel 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 swivel motor 70b, the left ring gear 273 reverses (forward rotation) and the right ring gear 273 rotates forward (reverse) at the same rotation speed in opposite directions. That is, the shift output from each of 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 (traveling) of the traveling body 1 is transmitted. Speed) and direction of travel are determined.

That is, when the linear motor 64b is driven while the swivel motor 70b is stopped and the left and right ring gears 273 are stationary and fixed, the rotational output from the linear motor shaft 260 is transmitted to the left and right sun gears 271 at the same number of rotations on the left and right, and the planet The left and right foot belts 2 are driven at the same rotation speed in the same direction via the gear 272 and the carrier 274, and the traveling machine body 1 travels straight.

On the contrary, when the swivel motor 70b is driven while the straight motor 64b is stopped and the left and right sun gears 271 are statically fixed, the left ring gear 273 rotates in the forward direction (reverse) by the rotational power from the swivel motor shaft 261. Rotate), and 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 and the other rotates backward, and the traveling machine body 1 is changed in direction (reliable turn spin turn) on the spot.

Further, by driving the left and right ring gears 273 by the swivel motor 70b while driving the left and right sun gears 271 by the straight-ahead motor 64b, a difference in speed is generated between the left and right crawler belts 2, and the traveling machine body 1 makes a turn while moving forward or backward. Turn left or right (U-turn) with a turning radius larger than the radius. The turning radius at this time is determined according to the speed difference between the left and right tracks 2. The running driving force of the engine 7 is constantly transmitted to the left and right crawler belts 2 and the engine 7 turns to the left or right.

Next, the working system hydraulic circuit 180 and the traveling system hydraulic circuit 200 in the conventional combine of the present embodiment will be described with reference to FIGS. 9 to 16. As shown in FIGS. 9 to 14, the work system hydraulic circuit 180 includes the cutting and lowering hydraulic cylinders 4 and the left and right reel raising and lowering hydraulic cylinders 27L and 27R that support the suction reel 14 as hydraulic actuators. The auger lifting hydraulic cylinder 55 that supports the grain discharge auger 164 so that it can be raised and lowered, the left and right machine body raising and lowering hydraulic cylinders 56L and 56R that raise and lower the traveling machine 1, the hydraulic oil tank 57 that stores the hydraulic oil, and the hydraulic oil. It includes 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. The hydraulic valves 60A to 60E are incorporated in the hydraulic valve unit 60 mounted on the traveling machine body 1.

The hydraulic pump 59 is hydraulically connected to the cutting lifting hydraulic cylinder 4 via the cutting raising / lowering hydraulic valve 60A. By tilting the cutting posture lever (not shown) in the driving operation unit (cab) 5 in the front-rear direction, the hydraulic cylinder 4 for raising and lowering the cutting is operated, and the operator raises the cutting unit 3 to an arbitrary height (for example, the cutting work height). Or it is configured to move up and down to non-working height, etc.). On the other hand, the work hydraulic pump 59 is hydraulically connected to the reel lifting hydraulic cylinders 27L and 27R via the reel raising / lowering hydraulic valve 60B. By tilting the cutting posture lever (not shown) in the left-right direction, the reel lifting hydraulic cylinders 27L and 27R are operated, and the operator moves the suction reel 14 up and down to an arbitrary height to move the uncut grains in the field. It is configured to mow the culm.

The work hydraulic pump 59 is hydraulically connected to the auger lifting hydraulic cylinder 55 via the auger lifting hydraulic valve 60C. By tilting the grain discharge lever 155 in the operation unit (cab) 5 in the front-rear direction, the hydraulic cylinder 55 for raising and lowering the auger is operated, and the operator operates the paddy throwing port of the grain discharge auger 164 in the grain discharge conveyor 8. To move up and down to any height. The electric motor 165 rotates the grain discharge auger 164 in the horizontal direction together with the vertical feed auger 162 and the bevel gear mechanism 163 to move the paddy throwing port in the horizontal direction. That is, the paddy throwing port is located above the truck bed or container, and the grains in the grain tank 6 are discharged into the truck bed or container.

The hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the left machine body lifting hydraulic cylinder 56L via the left machine body raising / lowering hydraulic valve 60D. On the other hand, the hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the right machine body lifting hydraulic cylinder 56R via the right machine body raising / lowering hydraulic valve 60E. By operating the left and right hydraulic cylinders 56L and 56R for raising and lowering the machine body independently of each other, the left and right sides of the traveling machine body 1 are raised and lowered independently.

Therefore, when the hydraulic cylinders 56L and 56R for raising and lowering the airframes on both the left and right sides are operated at the same time and the left and right track frames 50 and 50 are lowered with respect to the traveling airframe 1 at the same time, the traveling airframe 1 The relative height (vehicle height) of the traveling machine body 1 with respect to the track 2 and 2 ground contact portions becomes higher. On the contrary, when the left and right track frames 50 and 50 are raised with respect to the traveling machine 1 at the same time, the traveling body 1 approaches (descends) the tracks 2 and 2 on both sides of the left and right, and the track 2 of the traveling body 1 , 2 The relative height (vehicle height) with respect to the ground contact part becomes low.

Then, the left machine body lifting hydraulic cylinder 56L is operated to lower the left track frame 50 with respect to the traveling machine body 1, or the right machine body raising / lowering hydraulic cylinder 56R is operated to raise the right track frame 50 with respect to the traveling machine body 1. And (or even if both of these operations are executed at the same time), the traveling aircraft 1 tilts downward to the right. Conversely, the right track frame 50 is lowered with respect to the traveling machine 1 by operating the right hydraulic cylinder 56R for raising and lowering the machine, or the left track frame 50 is lowered with respect to the traveling machine 1 by operating the hydraulic cylinder 56L for raising and lowering the left body. When raised (or even if both of these operations are performed at the same time), the traveling aircraft 1 tilts downward to the left.

The hydraulic oil tank 57, the hydraulic pump 59, and the hydraulic valve unit 60 are 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, while the hydraulic pump 59 is fixed to the front surface of the engine 7 mounted on the front right side, and the oil filter 58 and the oil pressure contained in the hydraulic oil tank 57 are installed. The pump 59 is connected to the pump 59 by a hydraulic pipe 181. Further, the hydraulic valve unit 60 is arranged at a position behind the engine 7 on the traveling machine body 1, and the discharge side of the hydraulic pump 59 is connected to the hydraulic valve unit 60 via the hydraulic pipe 182. Further, the hydraulic valve unit 60 is connected to the hydraulic oil tank 57 via a hydraulic pipe 183 that serves as a hydraulic oil return pipe.

The hydraulic oil tank 57 is installed on the traveling machine body 1 at 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. There is. That is, the hydraulic oil tank 57 is arranged in the space surrounded by the feeder house 11 and the machine housing of the threshing section 9, and dust from the cutting section 3 can be suppressed from accumulating in the hydraulic oil tank 57. Contamination of hydraulic oil due to intrusion of dust from the fuel 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, it is possible to suppress an increase in the hydraulic oil temperature without providing an oil cooler on the work system hydraulic circuit 180, and each hydraulic member can be used. Can be driven properly.

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

Further, the hydraulic pipes 181, 183 connected to the hydraulic oil tank 57 are piped so as to extend in front of the hydraulic oil tank 57 and the engine 7 to the left and right, and the hydraulic pipe 182 is arranged in front of the engine 7 with the hydraulic pump 59 and oil. It communicates with the filter 58. That is, the hydraulic pipes 181, 183 bypass the front of the engine 7 and extend toward the hydraulic oil tank 57 along the output shaft 65 of the engine 7. Further, the hydraulic pipes 182 and 183 extend rearward through the lower part of the cooling fan provided on the right side of the engine 7 and are connected to the hydraulic valve unit 60. Therefore, the hydraulic pipes 181 to 183 are arranged so that the length of the pipeline is shortened at a position where they are not easily affected by the radiant heat from the engine 7, and the temperature of the hydraulic oil flowing through the hydraulic pipes is suppressed from rising. it can.

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

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

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

The suction side of the transmission charge pump 151 is connected to the strainer 217 in the transmission case 63 via the 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 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 constantly replenished in both the closed oil passages 201 and 202.

Further, the charge branch oil passage 219 is connected to the straight cylinder 204 via the straight valve 203 and is connected to the swivel cylinder 207 via the swivel valve 206. Further, the charge branch oil passage 219 is connected to the mission case 63 via the surplus relief valve 220 and the hydraulic pipe 210, and the oil cooler 153 is installed in the middle of the hydraulic pipe 210. Therefore, when the excess hydraulic oil from the transmission charge pump 151 is returned to the transmission 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 FIGS. 8, 13, 14, and the like. As shown in FIGS. 8, 13 and 14, a pair of left and right engine room columns 147 are erected on the rear side of the driver's cab 5 on the upper surface of the traveling machine body 1, and a back plate body 148 is placed between the left and right engine room columns 147. It is stretched to cover the rear of the engine room 146 below the driver's seat 42. Further, a box-shaped wind tunnel case 170 is erected on a right engine room column 147 provided at the right end of the driver's cab 5 in the traveling machine body 1 via an opening / closing fulcrum shaft 171. A dust net is installed in the opening on the right side of the wind tunnel case 170 on the outside of the machine, and the presence of the dust net prevents straw dust and the like from entering the inside of the wind tunnel case 170 and the engine room 146.

A water cooling radiator 154 is erected inside the wind tunnel case 170 on the upper surface side of the traveling machine body 1, and the radiator 154 is confronted with the cooling fan 149 of the engine 7. A shroud 150 is installed so as to cover the entire ventilation range of the radiator 154, and the cooling fan 149 is arranged in the opening formed in the shroud 150. Further, an oil cooler 153 is installed in the wind tunnel case 170. By rotating the cooling fan 149, outside air (cooling air) is taken into the wind tunnel case 170 from the outside opening on the right side of the wind tunnel case 170, and dust-removed cooling air is taken into the engine room 146 from the inside opening on the left side of the wind tunnel case 170. Send to. As a result, 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, which is a part of the machine housing 9b of the threshing unit 9, will be described with reference to FIGS. 5, 6, 8, and 11 to 14. As shown in FIGS. 5, 6, 8 and 11 to 14, the cutting support frame 36 stands above the upper surface of the traveling machine 1 at the front positions of the left and right threshing machine housing columns (rear column frames) 34. The left and right cutting support columns (front column frames) 36a, and the upper and lower cutting support frame beam frames 36b and 36c that connect 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 erected at the upper ends and the middle portions of the cutting support columns 36a and the threshing machine housing columns 34 arranged in the front-rear direction.

Both ends of the left and right beater bearing bodies 38 are connected to the middle part of the beam frames 36b and 36c for the upper and lower cutting support frames provided on the left and right, and the beater 18 is pivotally supported in the cutting support frame body 36 by the left and right beater bearing bodies 38. Will be done. The cutting support frame 36 is provided with side plates 186 covering the left and right sides of the beater 18, a top plate 187 covering the upper side of the beater 18, a front plate 188 covering the front surface of the beater 18, and a bottom plate 189 covering the lower side of the beater 18. That is, the cutting support frame 36 has a closed space above the lower beam frame 36c that allows the rear end of the feeder house 11 and the handling port 9a to communicate with each other. Then, a beater 18 for smoothly guiding the grain rod from the supply conveyor 17 to the handling port 9a is installed in the closed space.

The side plate 186 is installed so as to seal the area surrounded by the columns 34, 36a and the beam frames 36b, 36c, and the beater shaft 82 is pivotally supported by the beater bearing body 38 arranged outside the side plate 186. Has a hole through which. The top plate 187 is erected on the left and right beam frames 36b, and the handling cylinder drive case 71 is installed on the upper surface thereof. The front plate 188 has a top plate 187 front edge and an upper edge connected to each other and extends downward toward the upper side of the feeder house 11. The front edge of the bottom plate 189 is connected to the trailing edge of the bottom plate 190 of the feeder house 11, the trailing edge of the bottom plate 189 is connected to the front edge of the bottom plate 9a in front of the handling cylinder 21, and the bottom plate 189 is connected to the feeder house 11. Acts as a guide plate for the grain rod from the to the handle 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 part of the hydraulic oil tank 57 is covered with the bottom plate 189. Further, the front surface of the hydraulic oil tank 57 is covered with a front cover plate 191 connected to the bottom plate 189. A fan-shaped wall insert 29 is provided behind the hydraulic oil tank 57, and the outer circumference of the wall insert 29 is covered with a wall insert cover plate 192. Therefore, in the cutting support frame 36, the hydraulic oil tank 57 is installed in the space surrounded by the bottom plate 189, the front cover plate 191 and the wall insert cover plate 192.

The hydraulic oil tank 57 installation space provided by the bottom plate 189, the front cover plate 191 and the wall insert cover plate 192 constitutes a passage that is open on the left and right, and communicates with the engine room 146 on the right side. Further, the machine housing 9b of the threshing unit 9 is provided with 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 located in front of the engine room column 147. .. Therefore, 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 hydraulic oil tank 57 installation space in the cutting support frame 36 to cool the hydraulic oil tank 57.

Further, a part of the cooling air passing through the engine room 146 flows into the air passage by the wall insert cover plate 192 behind the installation space of the hydraulic oil tank 57 by the rotation of the wall insert 29. As a result, an air flow flowing in the front-rear direction is formed in the space between the engine room 146 and the threshing section 9, so that the outside air flows in from the front of the traveling machine body 1 by being guided by the air flow in the front-rear direction. The 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, since the exhaust air from the engine 7 actively flows to the wall insert 29 side, 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 enhanced. Increase.

As described above, by configuring the cooling air from the engine room 146 to pass through the hydraulic oil tank 57, it is possible to prevent the temperature of the working oil circulating in the work system hydraulic circuit 180 including the hydraulic oil tank 57 from rising. it can. Therefore, it is not necessary to provide an oil cooler in the work system hydraulic circuit 180, and by making the work system hydraulic circuit 180 and the traveling system hydraulic circuit 200 separate systems, the oil cooler 153 is provided only in the traveling 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 located downstream of the oil cooler 153 in the cooling air flow can be improved.

Further, the sub-counter shaft 104 that receives the driving force from the engine 7 is pivotally supported by the threshing machine housing column (rear column frame) 34, and the beater bearing body 38 is connected to the beam frames 36b and 36c for the vertical cutting support frame. The beater shaft 82 is pivotally supported. A cutting input shaft 89 pivotally supported at a position in front of the cutting support support support column (front support column frame) 36a penetrates the feeder house 11. The first power transmission mechanism (the beater drive mechanism by the drive pulleys 107 and 108 and the cutting drive belt 114) that transmits the rotational power of the secondary counter shaft 104 to the beater shaft 82 and the rotational power of the beater shaft 82 are transmitted to the cutting input shaft 89. A second power transmission mechanism (cutting drive chain 115 and cutting drive mechanism by sprockets 116 and 117) is provided. Then, the oil supply port 184 of the hydraulic oil tank 57 and the oil filter 58 are arranged in the area surrounded by the first and second power transmission mechanisms and the front cutting support column 36a. As a result, the hydraulic oil tank 57 can be refueled and the oil filter 58 can be replaced without removing the transmission material (chain or belt) in the first and second power transmission mechanisms. Therefore, the work system hydraulic circuit 180 Maintainability can be improved.

Further, the threshing unit 9 pivotally supports the wall insert 29 on the rear side of the threshing machine housing column (rear column frame) 34, and the main counter shaft 76 that can rotate relative to the wall insert shaft 100 of the wall insert 29 is the wall insert shaft 100. It penetrates the inside. Then, 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 wall insert shaft 100 and the beater shaft 82, respectively. The drive system for driving the cutting section 3, the grain sorting mechanism 10, and the wall insert 29 is concentrated on the left side (outside of the machine) of the threshing section 9, so that the right side (inside of the machine) of the threshing section 9 is installed. The front can be opened. Therefore, the right side of the hydraulic oil tank 57 installation space on the lower front side of the threshing portion 9 can be opened, and a large amount of cooling air can be guided to the hydraulic oil tank 57 installation space.

Next, the structure of the fuel tank 61 and its surroundings will be described with reference to FIGS. 17 to 24. 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 the internal spaces of the first and second fuel tanks 301 and 302 communicate with each other. The first fuel tank 301 is arranged between the grain tank 6 (grain tank) and the threshing section 9 at the rear of the traveling machine body 1. The second fuel tank 302 is arranged below the rear part of the threshing unit 9.

Since the first fuel tank 301 is arranged between the grain tank 6 and the threshing section 9, the space between the grain tank 6 and the threshing section 9 can be effectively used, and the first fuel tank 301 can be effectively used without increasing the size of the traveling machine 1. The fuel tank 301 can be arranged on the traveling machine body 1. Further, since the second fuel tank 302 is arranged below the rear part of the threshing section 9, the space below the threshing section 9 can be effectively used, and the second fuel tank 302 can be moved through the traveling machine without increasing the size of the traveling machine 1. Can be placed on 1. 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 horizontally long in the front-rear direction. The rear end of the first fuel tank 301 is located behind the dust outlet 23 of the threshing section 9. The rear of the dust outlet 23 is covered with a dust outlet cover body 23a having an open front surface, lower surface, and lower rear side surface. In this embodiment, the opening of the dust outlet cover body 23a does not constitute the dust outlet 23. Further, as shown in FIG. 18, in a plan view, the front and rear corners of the first fuel tank 301 on the left side surface 301a (side surface on the dust discharge port 23 side) side are cut out. As a result, the 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 the front inclined left side surface 301c is formed on the front end side of the left side surface 301a. .. The rear side inclined left side surface 301b is inclined from the front to the rear on the side opposite to the dust exhaust port 23 in a plan view. Further, the front inclined left side surface 301c is inclined from the rear to the front on the side opposite to the threshing portion 9 in a plan view.

A part of the rear inclined left side surface 301b of the first fuel tank 301 is arranged on the rear side of the dust exhaust port 23 of the threshing section 9. As a result, it is possible to prevent the diffusion of straw dust and the like including the culm discharged from the dust discharge port 23 from being hindered by the first fuel tank 301. Further, it is possible to reduce the collision of the straw debris discharged from the dust discharge port 23 with the first fuel tank 301, and the damage of the first fuel tank 301 due to the straw debris and the straw debris to the first fuel tank 301 can be reduced. Adhesion can be reduced.

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

The upper surface rearward portion 301d of the first fuel tank 301 is inclined downward from the front to the rear. A tubular refueling port 303 whose tip side is inclined rearward is projected at the rearward portion 301d of the upper surface so as to be inclined rearward. Since the fuel filler port 303 for refueling the first fuel tank 301 is arranged at the rear end of the traveling machine body 1, and the fuel filler port 303 is inclined toward the rear upper side, the traveling machine body 1 The convenience of fuel refueling work performed from the rear is improved.

Further, since the upper surface rearward portion 301d is inclined downward from the front to the rear, the fuel filler port 303 projecting in the direction orthogonal to the surface of the upper surface rearward portion 301d is in a state where the tip side is inclined rearward. become. As a result, the degree of inclination of the upper surface rearward portion 301d can be adjusted to a desired angle without inclining the central axis of the substantially cylindrical fuel filler port 303 with respect to the direction orthogonal to the plane of the upper surface rearward portion 301d. Therefore, the inclination of the fuel filler port 303 can be adjusted to a desired angle. Therefore, the first fuel tank 301 is refueled as compared with bending the refueling port in order to obtain a desired refueling port angle or inclining the refueling port with respect to the surface to which the refueling port is connected. The shape of the mouth 303 and the connection structure with the portion 301d behind the upper surface 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, the fuel filler port 184 of the hydraulic oil tank 57 is located on the traveling machine body 1 and is surrounded by the feeder house 11 and the beater 18, that is, the traveling machine body. It is arranged in the front left area of 1. Further, as shown in FIGS. 1 and 13, the left side of the hydraulic oil tank 57 is covered with a removable threshing cover 185 constituting the 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 arranged at the rear part of the traveling machine body 1. As described above, since the refueling port 184 of the hydraulic oil tank 57 and the refueling port 303 of the fuel tank 61 are arranged at positions separated from each other on the traveling machine body 1, the fuel refueling worker mistakenly misfills the fuel in the hydraulic oil tank 57. Can be prevented from refueling.

Further, the hydraulic oil tank 57 is covered with a threshing cover 185, and when supplying hydraulic oil to the hydraulic oil tank 57 from the fuel filler port 184, it is usually necessary to remove the threshing cover 185. On the other hand, as shown in FIG. 17, the refueling port 303 of the fuel tank 61 (first fuel tank 301) is exposed at the rear part of the traveling machine body 1, and when refueling the fuel tank 61, the grain removal cover 185 or the like is used. There is no need to remove the cover body. In this way, by making the refueling work process for the hydraulic oil tank 57 and the refueling work process for the fuel tank 61 significantly different, the refueling worker makes an error in the hydraulic oil or fuel for the hydraulic oil tank 57 and the fuel tank 61. Refueling can be prevented.

As shown in FIG. 17, the upper right side portion 301e of the first fuel tank 301 is inclined downward from the left to the right. The upper surface right side portion 301e is arranged along the inclined surface of the lower left side surface of the grain tank 6. As a result, the first fuel tank 301 is housed in the space surrounded by the traveling machine body 1, the grain tank 6, and the threshing section 9 without interfering with the grain tank 6, and the space is effectively utilized. ..

As shown in FIGS. 17 to 19, the second fuel tank 302 has a substantially rectangular parallelepiped shape that is horizontally long left and right. 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 arranged below the rear portion of the swing sorting plate 26 of the threshing portion 9 in the rear left side region of the traveling machine body 1. The upper surface rearward portion 302a of the second fuel tank 302 is inclined downward from the front to the rear along the dust discharge flow guide plate 23b provided at the dust discharge port 23 of the threshing portion 9. As a result, the space inside the threshing section 9 below the dust discharge guide plate 23b is effectively utilized.

As shown in FIGS. 18 and 20, the first fuel tank side connection port 301f provided at the lower left side surface of the first fuel tank 301 and the second fuel tank provided at the lower right side surface of the second fuel tank 302. The side connection port 302b is connected by a connecting pipe 304. The connecting pipe 304 is passed through both the 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 is provided with a protrusion 301 g on the lower surface thereof. On the lower surface of the first fuel tank 301, a lower surface step portion 301k is formed between the rear inclined left side surface 301b, the right side surface 301h, the front side surface 301i, the rear side surface 301j, and the protruding portion 301g. Further, the second fuel tank 302 is provided with a protruding portion 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 projecting portion 302c.

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

The first and second left and right airframe frames 306 and 307 are arranged orthogonally to the frames 308 to 311 and are connected to the upper surfaces of the frames 308 to 311. The first left and right fuselage frames 306 are arranged behind the second left and right fuselage frames 307, and are the upper surface 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 fuselage frames 305 are arranged along the center right frame 309 above the center right frame 309 at a position between the first left and right fuselage frames 306 and the second left and right fuselage frames 307. The front and rear fuselage frame 305 has an inverted U-shaped cross section, and the inner walls of the left and right lower ends of the front and rear fuselage frame 305 are fixed to the upper left and right side surfaces of the center right frame 309. The upper surfaces of the front and rear fuselage frames 305 are arranged at a height slightly lower than or at the same height as the upper surfaces of the first and second left and right fuselage frames 306 and 307.

The rear ends of the right frame 308 and the center right frame 309 are arranged behind the first left and right airframe frames 306 and connected by rear left and right frames 312 arranged parallel to the first left and right airframe frames 306. The rear left and right frames 312 are connected to the upper surface of the rear end portion of the right frame 308 and the center right frame 309. A vertical feed auger support member 162a 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 the 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 surface and the left side surface of the central right frame 309 and the left end surface and the rear side surface of the rear left and right frame 312.

As shown in FIGS. 20 to 22, the first fuel tank 301 is positioned with respect to the traveling machine body 1 by fitting the protrusions 301 g from the upper surface side to the machine body frames 305, 306, 307. The lower surface step portion 301k of the first fuel tank 301 is arranged on the upper surface of the airframe frames 305, 306, 307 via three first buffer members 314 provided for each of the airframe frames 305, 306, 307. Since the first fuel tank 301 is positioned by fitting the protrusions 301g to the machine frame 305, 306, 307, the positioning of the first fuel tank 301 when it is mounted on the traveling machine body 1 becomes easy. Further, since the protruding portion 301g regulates the movement of the first fuel tank 301 in the front-rear direction and the right direction, the displacement of the first fuel tank 301 mounted 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. There is. The lower surface stepped portion 302f of the second fuel tank 302 is of the first and second left and right airframe frames 306 and 307 via two second buffer members 315 provided for each of the first and second left and right airframe frames 306 and 307. Placed 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 airframe frames 306 and 307, the alignment when the second fuel tank 302 is placed on the traveling airframe 1 can be adjusted. It will be easier. Further, since the protruding portion 302c regulates the movement of the second fuel tank 302 in the front-rear direction, the misalignment of the second fuel tank 302 mounted on the traveling machine body 1 is prevented. The cushioning members 314 and 315 are made of elastic members such as rubber members.

Further, as shown in FIGS. 17 to 19 and 21 to 23, the first and second fuel tanks 301 and 302 are fixed to the traveling machine body 1 by a fastening band body 316 or 317 attached along the front-rear direction. To. 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 half-wound shape. 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 and 317. The first and second hook bodies 316a and 317a are hooked on 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 body frame 307.

The rear end portion of the first fastening band body 316 is fixed to the substantially L-shaped fixing bracket body 319 fixed to the left side surface of the connecting member 313 via the first adjusting bolt 320a. The first adjusting bolt 320a is inserted into a 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 end portion of the second fastening band body 317 is connected to the first left and right airframe frame 306 via the second adjusting bolt 322a. The second adjusting bolt 322a is inserted by penetrating the first left and right airframe frames 306 from the lower surface side to the upper surface side into holes provided in the upper surface and the lower surface of the first left and right airframe frames 306, respectively.

The first nut 316b or the second nut 317b is fixed to the upper surface of the rear end portion of the first and second fastening band bodies 316 and 317. The first and second nuts 316b and 317b are fitted to the tip end side of the first adjusting bolt 320a or the second adjusting bolt 322a, and are fixed by the first fixing nut 320b or the second fixing nut 322b.

As shown in FIGS. 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 frames 306 and the rear side surface of the second left and right airframe frames 307 via mounting brackets. The fuel tank lower cover body 323 prevents foreign matter from coming into contact with or adhering to the first and second fuel tanks 301, 302 and the connecting pipe 304 from the lower side. Further, since the rear end portion of the central right frame 309 is arranged below the rear right side portion of the first fuel tank 301, the central right frame 309 causes foreign matter to come into contact with or adhere to the lower surface of the rear portion of the first fuel tank 301. Be prevented.

As shown in FIGS. 10 and 17 to 19 and the like, the first ventilation pipe 324 or the second ventilation pipe 325 is connected to the upper surfaces of the first and second fuel tanks 301 and 302. One end of the first ventilation pipe 324 is connected to a first ventilation hole 301m provided at a portion on the upper left side of the first fuel tank 301. One end of the second ventilation pipe 325 is connected to the second ventilation hole 302h provided on the upper right side of the second fuel tank 302. Both other ends of the first and second ventilation pipes 324 and 325 are guided upward from the lower part of the rear part of the right side surface of the threshing part 9 along the right side surface of the threshing part 9, and at the middle part of the right side surface of the threshing part 9. , The end 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 arranged in front of the first fuel tank 301. The oil-water separator 328 removes water contained in the fuel supplied to the engine 7 from the inside of the second fuel tank 302. The oil-water separator 328 is bolted to a support bracket body 329 which is fixed to the front side surface of the second left and right body frame 307 and erected upward. Further, as shown in FIG. 10, the fuel filter 330 is arranged behind the upper left side portion of the engine 7. The fuel filter 330 removes foreign matter contained in the fuel supplied to the engine 7.

As shown in FIG. 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 301l is provided at a lower right side portion of the front side surface 301i of the first fuel tank 301. Further, as fuel pipes, a fuel supply pipe 331, a fuel feed pipe 332, a fuel return pipe 333, and the like are provided. 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 between the grain removal section 9 and the front inclined left side surface 301c of the first fuel tank 301 to the upper side of the traveling machine body 1. It is guided and connected to the 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 downward along the frame of the traveling machine body 1 and bent upward to be 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 the fuel outlet 302 g to the fuel supply pump provided at the rear of the engine 7 via the fuel supply pipe 331, the oil / water separator 328, the fuel feed pipe 332, and the fuel filter 330. .. Further, the surplus fuel from the engine 7 is returned into the first fuel tank 301 via the fuel return joint of the fuel filter 330, the fuel return pipe 333, and the fuel return port 301l.

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

The cap cover member 336 has a substantially hemispherical shape in which a through hole 336a is formed at the top. The hole diameter of the through hole 336a is larger than the diameter of the cap protrusion member 335. When the cap cover member 336 is attached to the refueling cap 334, the through hole 336a is loosely fitted into the cap protrusion member 335, and the cap cover member 336 is detachably attached to the refueling cap 334. The cap cover member 336 is rotatably attached to the refueling cap 334.

A through hole 335a substantially orthogonal to the projecting direction of the cap projecting member 335 is provided on the projecting tip side of the cap projecting member 335. The lock member 337 is locked with the latch of the lock member 337 made of, for example, a padlock inserted into the through hole 335a. The lock member 337 prevents the cap cover member 336 from being removed from the refueling cap 334. Further, the cap cover member 336 is rotatably attached to the refueling cap 334. Therefore, even if the cap cover member 336 is grasped and rotated, the refueling cap 334 cannot be rotated, and the unintentional removal of the refueling cap 334 can be prevented to prevent fuel theft and the like.

As shown in FIGS. 25 and 26, a part of the lower surface of the protruding portion 302c is bulged 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, from the inside of the tank. A concave fuel reservoir 302i is formed. A part of the lower surface of the protruding portion 302c is recessed toward the inside of the tank around the fuel reservoir 302i, and is a substantially U-shape that is convex when viewed from the inside of the tank and opens the left side in a plan view. The ridge portion 302j is formed. The fuel outlet 302g is arranged on the right side surface 302k of the recess inclined in the left low right high posture between the bottom surface of the fuel reservoir 302i and the upper surface of the convex portion 302j.

A liquid level detection sensor 338 that detects the fuel liquid level in the second fuel tank 302 is arranged at the center of the upper surface of the second fuel tank 302. In the second fuel tank 302, the float 340 is connected to the liquid level detection sensor 338 via the arm 339. The base end side of the arm 339 is rotatably supported by the liquid level detection sensor 338 with the float 340 side as the moving end. The height position of the float 340 is displaced according to the fuel liquid level height in the second fuel tank 302, and when the fuel liquid level height is lower than the upper surface of the convex portion 302j, the float 340 comes into contact with the upper surface of the convex portion 302j. When the float 340 stays at a position where it abuts on the upper surface of the convex portion 302j for a certain period of time or longer, the fuel remaining amount warning lamp (not shown) provided on the control column 41 (see FIGS. 1 to 3) lights up. Initially after the fuel level warning lamp is lit, fuel remains in the second fuel tank 302.

In this embodiment, since a substantially U-shaped convex portion 302j that opens the left side in a plan view is formed around the concave fuel reservoir 302i, the fuel liquid level height in the second fuel tank 302 is formed. The fuel surrounded by the U-shaped convex portion 302j even when the traveling machine body 1 and the second fuel tank 302 are tilted to the left high right low posture while the fuel is lower than the upper surface of the convex portion 302j. Fuel can be retained at the location of the outlet 302 g and fuel can be supplied to the engine 7 via the fuel supply pipe 331 or the like.

Further, a part of the lower surface of the protruding portion 302c is recessed in the inner bottom surface of the second fuel tank 302 toward the inside of the tank, and the convex fuel supply pipe arrangement portion 302l and the fuel flow suppression when viewed from the inside of the tank. A portion 302m is formed. The fuel supply pipe arranging portion 302l is formed from the convex portion 302j toward the right side surface of the protruding portion 302c, and is formed on the concave portion formed on the outer wall surface of the protruding portion 302c according to the convex fuel supply pipe arranging portion 302l. Along the fuel supply pipe 331 can be accommodated. The fuel flow suppressing portion 302m extends in the front-rear direction at intervals from the convex 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. Further, since the fuel flow suppressing portion 302m is arranged near the left side of the fuel reservoir portion 302i, the fuel overflowing from the fuel reservoir portion 302i when the fuel in the second fuel tank 302 is low is on the left side. It suppresses the flow to the fuel and makes it easier for the fuel to accumulate in 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 on the inner bottom surface of the second fuel tank 302. There is. The fuel tank side connection ports 301f and 302b can be arranged 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 surface of the protruding portions 301g and 302c bulges downward to the lower side of the tank. Even if the amount of fuel in 301 is 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 changes can be made without departing from the spirit of the present invention.

1 Traveling machine 3 Cutting part 6 Glen tank (grain tank)
7 Engine 9 Threshing section 21 Handling cylinder 23 Dust outlet 301 1st fuel tank (fuel tank)
301a Left side (side of dust outlet side)
301b Rear inclined left side (inclined surface)
301d Top surface rear part 301g Protruding part 302 Second fuel tank (separate fuel tank)
303 Refueling port 305 Front and rear fuselage frame 306 1st left and right fuselage frame 307 2nd left and right fuselage frame

Claims (5)

A cutting section (3) is connected in front of a traveling machine body (1) equipped with an engine (7) and a fuel tank (301), and a threshing section (9) equipped with a handling barrel (21) and a grain tank for storing grains. In the combine in which (6) is arranged side by side on the traveling machine (1).
The fuel tank (301) is located between the threshing section (9) and the grain tank (6) on the upper surface of the traveling machine body (1), and the rear end of the fuel tank (301) is the threshing section (9). Arranged so as to be located behind the rear dust outlet (23),
The rear portion of the fuel tank (301) on the dust discharge port (23) side is a rear inclined surface (301b) that inclines from the front to the rear toward the grain tank (6) side in a plan view .
In the fuel tank (301), a rear side corner portion serving as a boundary between the side surface (301e) and the rear surface (301d) on the grain tank (6) side is formed, and the front end portion of the rear inclined surface (301b) is flat. It is located anterior to the posterior corner in view.
combine. In a plan view, the length along the rear inclined surface (301b) is longer than the length along the rear corner.
The combine according to claim 1. A second reduction conveyor (33) is arranged in front of the fuel tank (301) on the threshing section (9) side.
The front portion of the fuel tank (301) facing the second reduction conveyor (33) on the threshing portion (9) side is inclined forward from the rear to the front toward the grain tank (6) side in a plan view. It is a surface (301c) and
In the fuel tank (301), a front corner portion serving as a boundary between the side surface (301e) and the front surface (301i) on the grain tank (6) side is formed, and the rear end portion of the front inclined surface (301c) is viewed in a plan view. Is located behind the front corner of the
The combine according to claim 1 or 2. In plan view, the length along the front inclined surface (301c) is longer than the length along the front corner.
The combine according to claim 3 . A separate fuel tank parallel to and communicated with the fuel tank is arranged below the threshing section.
The separate fuel tank is provided with a fuel supply pipe for supplying fuel to the engine.
The fuel supply pipe is oil water arranged in front of the grain tank side of the fuel tank from the fuel outlet of the separate fuel tank, passing between the threshing portion, the front inclined surface, and the second reduction conveyor. Connected to the separator,
The combine according to claim 3 or 4 .

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