Combine harvester

Abstract

The combine harvester of the present application is equipped with a cutting section (3) at the front of a traveling body (1) equipped with an engine (7), a threshing section (9) at the rear of the traveling body (1) behind the cutting section (3), a control section (7) disposed at the side of the front of the threshing section (9), and the engine (7) disposed at the lower rear side of a pedal section (400) of the control section (5). An ECU (401) that controls the operation of the combine harvester is disposed at the front side of the pedal section (400). The ECU (401) is disposed at the front side and the engine (7) is disposed at the rear side across the space of the pedal section (400).

Description

[0001] This application is a divisional application of the invention patent application with application number 201780061131.2 (international application number PCT / JP2017 / 042863), application date November 29, 2017, entitled "combiner". Technical Field

[0002] This invention relates to a combine harvester equipped with a harvesting section for harvesting unharvested ears of grain from a field and a threshing section for threshing the grains from the harvested ears of grain. Background Technology

[0003] In the past, in combine harvesters, an ECU (Electronic Control Unit) for controlling the operation of the combine harvester was usually located around the control unit mounted on the traveling body (see, for example, Patent Documents 1 and 2).

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 10-295152

[0006] Patent Document 2: Japanese Patent Application Publication No. 2014-14333 Summary of the Invention

[0007] However, in the case of combine harvesters with the engine mounted behind the control unit, the heat emitted from the engine can potentially affect the ECU. In recent years, there has been a desire to minimize the impact of ambient heat on ECUs, which often handle particularly complex controls.

[0008] The technical challenge of this invention is to provide a combine harvester that has been improved based on the above-mentioned situation.

[0009] This invention relates to a combine harvester, which has a cutting section mounted at the front of a traveling body equipped with an engine, a threshing section mounted at the rear of the cutting section on the traveling body, a control section arranged on the front side of the threshing section, and an engine mounted on the rear side below the pedal section of the control section. The combine harvester is characterized in that an ECU for controlling the operation of the combine harvester is arranged on the front side of the pedal section.

[0010] In the combine harvester of this invention, a shielding plate is provided on the front side of the pedal portion, and the ECU is mounted on the front surface side of the shielding plate.

[0011] In the combine harvester of this invention, the shielding plate may be supported on the pedal portion.

[0012] In the combine harvester of this invention, a power supply battery is mounted on the pedal section, and the ECU is positioned higher than the battery.

[0013] Invention Effects

[0014] According to this invention, a combine harvester has a cutting section mounted at the front of a traveling body equipped with an engine, a threshing section mounted at the rear of the cutting section on the traveling body, a control section disposed on the front side of the threshing section, and an engine mounted on the rear side below the pedal portion of the control section. The combine harvester is characterized in that an ECU (Electronic Control Unit) for controlling the operation of the combine harvester is disposed on the front side below the pedal portion. Therefore, by arranging the ECU around the control section as far away from the engine as possible, the impact of heat from the engine on the ECU can be reduced. This enables stable control and extended lifespan of the ECU. Attached Figure Description

[0015] Figure 1 This is a left view of the combine harvester involved in this invention.

[0016] Figure 2 This is the right view of the aforementioned combine harvester.

[0017] Figure 3 This is a top view of the aforementioned combine harvester.

[0018] Figure 4 This is a diagram of the drive system of a combine harvester.

[0019] Figure 5 This is a three-dimensional view of a combine harvester as seen from a diagonal front.

[0020] Figure 6 This is a partial top-view sectional view of the threshing section.

[0021] Figure 7 This is a diagram of the transmission's drive system.

[0022] Figure 8 It is a top sectional view showing the structure around the engine compartment.

[0023] Figure 9 This is a hydraulic circuit diagram showing the structure of the hydraulic circuit of the working system.

[0024] Figure 10 This is a front view showing the configuration structure of the hydraulic circuit components.

[0025] Figure 11 This is a three-dimensional view of a combine harvester showing the piping structure of the hydraulic circuit of the operating system.

[0026] Figure 12 This is an enlarged perspective view showing the piping structure of the hydraulic circuit of the driving system.

[0027] Figure 13 This is a hydraulic circuit diagram showing the structure of the hydraulic circuit of the driving system.

[0028] Figure 14 This is a perspective view showing the piping operation of the hydraulic piping on the gearbox.

[0029] Figure 15 It is a perspective view showing the relationship between the hydraulic piping and the connecting rods on the gearbox.

[0030] Figure 16 This is a three-dimensional view of the front of the moving vehicle as seen from the left front.

[0031] Figure 17 This is a three-dimensional view of the area around the driver's console (control unit) from the left rear.

[0032] Figure 18 This is a front view of the area around the driver's cab (control unit).

[0033] Figure 19 This is a top-down view of the area around the driver's cab (control unit).

[0034] Figure 20 This is a three-dimensional view of the area around the driver's cab (control unit) from the right rear.

[0035] Figure 21 This is a three-dimensional view of the area around the driver's cab (control unit) from the front.

[0036] Figure 22 This is a three-dimensional view of the ECU's installation location, viewed from the left front of the vehicle body.

[0037] Figure 23 This is a front view showing the area around the dashboard (control section) where the ECU is installed.

[0038] Figure 24 This is a top view showing the area around the dashboard (control section) where the ECU is installed.

[0039] Figure 25 This is a 3D diagram showing the positional relationship between the ECU and the steering gearbox from the right front.

[0040] Figure 26 This is a 3D view of the ECU's installation location, viewed from the right front. Detailed Implementation

[0041] The following figures are based on those applied to a standard combine harvester. Figures 1 to 26The following describes the embodiments that bring the invention of this application to fruition. First, referring to... Figures 1-3 The general structure of the combine harvester will be described below. It should be noted that in the following description, the left side facing the forward direction of the machine body 1 will be referred to as the left side, and similarly, the right side facing the forward direction will be referred to as the right side.

[0042] like Figures 1-3 As shown, the conventional combine harvester of the embodiment has a traveling body 1 supported by a pair of left and right tracks 2 made of rubber tracks, which serves as the traveling unit. The cutting part 3, which cuts and picks up uncut ears of rice (or wheat or soybean or corn) while cutting, is mounted to the front of the traveling body 1 in a way that can be adjusted in height by using a single-acting lifting hydraulic cylinder 4.

[0043] A threshing unit 9 is mounted on the left side of the traveling body 1, which is used to thresh the harvested ears of grain supplied from the harvesting unit 3. A grain screening mechanism 10 is arranged below the threshing unit 9, which performs oscillating screening and wind screening. A driver's cab 5, serving as the control unit, is mounted on the front right side of the traveling body 1. An engine 7, serving as the power source, is located on the driver's cab 5 (below the driver's seat 42). Behind the driver's cab 5 (on the right side of the traveling body 1), a grain bin 6 is arranged, which takes grains from the threshing unit 9; and a grain discharge conveyor 8, which discharges the grains from the grain bin 6 toward the truck bed (or container, etc.). The configuration is such that the grain discharge conveyor 8 is tilted outwards from the harvester, thereby outputting the grains from the grain bin 6.

[0044] The harvesting section 3 includes: a feeding chamber 11, which communicates with the threshing port 9a at the front of the threshing section 9; and a horizontally elongated, bucket-shaped grain harvesting platform 12, which is connected to the front end of the feeding chamber 11. A harrowing auger 13 (platform auger) is rotatably supported within the grain harvesting platform 12. A harrowing reel 14 with a toothed beam is positioned above the front of the harrowing auger 13. A pusher-shaped cutter 15 is positioned at the front of the grain harvesting platform 12. Left and right dividing sections 16 protrude from the left and right sides of the front of the grain harvesting platform 12. Additionally, a feed conveyor 17 is housed within the feeding chamber 11. A threshing drum 18 (front rotating component) for feeding the harvested ears of grain is positioned at the end of the feed conveyor 17 (threshing port 9a). Furthermore, the lower surface of the feeding chamber 11 and the front end of the traveling body 1 are connected by the lifting hydraulic cylinder 4, and the cutting part 3 is lifted and moved by using the cutting input shaft 89 (feeding chamber conveyor shaft) described later as the lifting fulcrum.

[0045] According to the above structure, the uncropped ear tips of the stalks between the left and right tillage sections 16 are harrowed using the harrowing reel 14, and the stalks at the root of the uncropped ear are cut using the cutter 15. The cut ear stalks are collected near the inlet of the feed chamber 11 near the center of the grain harvester 12 in the left-right width direction by the rotational drive of the harrowing auger 13. The configuration is as follows: all the cut ear stalks of the grain harvester 12 are conveyed by the feed conveyor 17, and these cut ear stalks are fed into the threshing port 9a of the threshing section 9 by the threshing drum 18. Furthermore, a horizontal control hydraulic cylinder (not shown) can be provided to rotate the grain harvester 12 about a horizontal control pivot axis. This horizontal control hydraulic cylinder adjusts the tilt of the grain harvester 12 in the left-right direction, thereby supporting the grain harvester 12, the cutter 15, and the harrowing reel 14 horizontally relative to the field surface.

[0046] In addition, such as Figure 1 , Figure 3 As shown, the threshing cylinder 21 is configured to rotate within the threshing chamber of the threshing section 9. The threshing cylinder 21 is supported by a threshing cylinder shaft 20 extending in the longitudinal direction of the traveling body 1 (see reference). Figure 4 A receiving net 24 is tensioned and installed below the threshing cylinder 21 to allow the grains to leak downwards. In addition, a spiral-shaped pick-up blade 25 is provided on the outer peripheral surface of the front part of the threshing cylinder 21, protruding outwards in the radial direction.

[0047] According to the above structure, the cut stalks fed into the threshing port 9a by the threshing drum 18 are conveyed toward the rear of the traveling body 1 by the rotation of the threshing drum 21, and the cut stalks are mixed and threshed at points such as between the threshing drum 21 and the receiving net 24. Threshing materials such as grains smaller than the mesh size of the receiving net 24 leak downwards from the receiving net 24. Straw fragments and other materials that do not leak downwards from the receiving net 24 are discharged into the field through the dust discharge port 23 at the rear of the threshing section 9 by the conveying action of the threshing drum 21.

[0048] Furthermore, multiple dust valves (not shown) that regulate the conveying speed of the threshed material in the threshing chamber are pivotally mounted above the threshing cylinder 21 in a rotatable manner. The conveying speed (retention time) of the threshed material in the threshing chamber can be adjusted according to the variety and characteristics of the harvested stalks by adjusting the angle of the dust valves. On the other hand, the grain screening mechanism 10, located below the threshing section 9, includes a oscillating screening disc 26 for gravity screening, which comprises a grain disc, a coarse sieve, a grain sieve, and a stalk walker.

[0049] In addition, the grain screening mechanism 10 includes a winnowing fan 29 that supplies screening air to the oscillating screening disc 26. The configuration is such that, for the threshed material that has been threshed using the threshing cylinder 21 and leaks downwards from the receiving net 24, grains (first-grade products such as fine grains), mixtures of grains and straw (second-grade products such as grains with branches and stalks), and straw scraps are screened out and removed by the gravity screening action of the oscillating screening disc 26 and the air force screening action of the winnowing fan 29.

[0050] On the lower side of the oscillating screening disc 26, a first-grade conveying mechanism 30 and a second-grade conveying mechanism 31 are provided as the grain screening mechanism 10. Grains (first-grade) that fall from the oscillating screening disc 26 after being screened by the oscillating screening disc 26 and the fan-shaped winnowing machine 29 are collected into the grain bin 6 by the first-grade conveying mechanism 30 and the winnowing conveyor 32. A mixture of grains and straw (second-grade) is returned to the screening starting end of the oscillating screening disc 26 by the second-grade conveying mechanism 31 and the second-grade re-conveying conveyor 33, and then re-screened by the oscillating screening disc 26. The configuration is such that straw fragments and the like are discharged into the field from the dust outlet 23 at the rear of the traveling body 1.

[0051] In addition, such as Figures 1-3 As shown, the driver's cab 5 is equipped with a control column 41 and a driver's seat 42 for the operator. The control column 41 includes: an accelerator lever 40 for adjusting the engine speed 7; a circular steering wheel 43 for changing the travel path of the vehicle body 1 by rotating the steering wheel 43; a main gear lever 44 and a secondary gear lever 45 for switching the travel speed of the vehicle body 1; a cutting clutch lever 46 for driving or stopping the cutting section 3; and a threshing clutch lever 47 for driving or stopping the threshing section 9. Furthermore, a sunshade roof 49 is mounted on the upper front surface of the grain bin 6 via a sunshade support 48, covering the area above the driver's cab 5.

[0052] like Figure 1 , Figure 2 As shown, left and right track frames 50 are arranged on the lower surface of the traveling body 1. Each track frame 50 includes: a drive sprocket 51 that transmits power from the engine 7 to the track 2; a tension roller 52 that maintains the track 2 under tension; multiple track rollers 53 that keep the grounded side of the track 2 grounded; and an intermediate roller 54 that supports the non-grounded side of the track 2. The configuration is as follows: 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 rollers 53 support the grounded side of the track 2, and the intermediate roller 54 supports the non-grounded side of the track 2.

[0053] Next, refer to Figures 4-8 The drive structure of the combine harvester will be explained. Figure 4 and Figure 7 As shown, a straight-line hydraulic continuously variable transmission 64 (CVT) for driving transmission, comprising a hydraulic straight-line pump 64a and a hydraulic straight-line motor 64b, is installed in the gearbox 63. An engine 7 is mounted on the upper right side of the front of the vehicle body 1, and the gearbox 63 is positioned at the front of the vehicle body 1 to the left of the engine 7. An output shaft 65 protruding to the left from the engine 7 and a transmission input shaft 66 protruding to the left from the gearbox 63 are connected via an engine output belt 67, an engine output pulley 68, and a transmission input pulley 69. Furthermore, a workpiece supply pump 59 that drives the lifting hydraulic cylinder 4 and the like, and a cooling fan 149 are installed in the engine 7, and the engine 7 drives the workpiece supply pump 59 and the cooling fan 149.

[0054] Furthermore, the configuration is as follows: a rotary hydraulic continuously variable transmission 70 for steering, including a hydraulic rotary pump 70a and a hydraulic rotary motor 70b, is installed in the gearbox 63. The output of the engine 7 is transmitted to the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70 via the transmission input shaft 66. On the other hand, the output of the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70 is controlled by the steering wheel 43, the main gear lever 44, and the auxiliary gear lever 45. The left and right tracks 2 are driven by the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70, thereby enabling the combine harvester to move in fields and other places. In the embodiment, the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70 are arranged on the upper right side of the gearbox 63. The straight-line hydraulic continuously variable transmission 64, the rotary hydraulic continuously variable transmission 70, and the gearbox 63 constitute the drive device of this invention.

[0055] In addition, such as Figures 1-6 As shown, a threshing cylinder drive housing 71 is provided to support the front end of the threshing cylinder shaft 20. The threshing cylinder drive housing 71 is disposed on the front surface side of the threshing section 9. The threshing cylinder input shaft 72, which drives the cutting section 3 and the threshing cylinder 21, is supported on the threshing cylinder drive housing 71. In addition, a main drive shaft 76, which serves as a constant rotation shaft, extends through the threshing section 9 in the left-right direction. A work section input pulley 83 is provided at the right end of the main drive shaft 76. The right end of the main drive shaft 76 is connected to the engine output pulley 68 on the output shaft 65 of the engine 7 by means of a threshing clutch 84 that also serves as a tension roller and a work section drive belt 85.

[0056] A threshing cylinder input shaft 72 is provided in front of the threshing cylinder 21, extending along the left-right direction of the traveling body 1; a threshing drum 18 is disposed in the left-right direction of the traveling body 1; and a cutting input shaft 89 extends along the left-right direction of the traveling body 1. The threshing cylinder input mechanism 90, which transmits the driving force of the main drive shaft 76 to the threshing cylinder input shaft 72, is configured to include threshing cylinder drive pulleys 86 and 87 and a threshing cylinder drive belt 88. The threshing cylinder input mechanism 90 (threshing cylinder drive pulleys 86 and 87 and threshing cylinder drive belt 88) is disposed at one end of the main drive shaft 76 on the engine 7 side. The driving force from the engine 7 is transmitted to the main drive shaft 76, and the threshing cylinder 21 is driven to rotate constantly by the constant rotation output of the engine 7.

[0057] The threshing drum drive mechanism and the cutting drive mechanism, which transmit the driving force of the main drive shaft 76 to the threshing drum shaft 82 and the cutting input shaft 89, are located at the other end of the main drive shaft 76. Additionally, a secondary drive shaft 104 is disposed between the threshing drum shaft 82 and the main drive shaft 76. A power relay belt 113 is wound around the power relay pulleys 105 and 106 disposed on the main drive shaft 76 and the secondary drive shaft 104, thereby forming a power relay mechanism that transmits power to the cutting drive mechanism.

[0058] A cutting drive belt 114 is wound around the cutting drive pulleys 107 and 108, which are respectively located on the auxiliary drive shaft 104 and the threshing drum shaft 82, thereby forming a threshing drum drive mechanism. Furthermore, the cutting drive belt 114 is tensioned by a cutting clutch 109, which also serves as a tensioning roller. Thus, the rotational power from the engine 7, transmitted to the main drive shaft 76, is input to the threshing drum shaft 82 via a power relay mechanism and the threshing drum drive mechanism. The cutting drive mechanism is configured such that the cutting drive force from the engine 7 is transmitted from the threshing drum shaft 82, which supports the threshing drum 18, to the cutting input shaft 89 via the cutting drive chain 115 and sprockets 116 and 117. Therefore, the cutting section 3 and the threshing drum 18 are driven to rotate constantly by the constant rotational output of the engine 7.

[0059] The winnowing shaft 100, which serves as the rotating shaft of the winnowing machine 29 (which resembles a blower fan), has a hollow tubular shape, and a main drive shaft 76 is inserted into the hollow portion of the winnowing shaft 100. That is, it has a dual-shaft structure with a main drive shaft 76 and a winnowing shaft 100, supported so that they can rotate relative to each other. Furthermore, a winnowing drive belt 103 is wound around the winnowing drive pulleys 101 and 102, which are respectively located on the auxiliary drive shaft 104 and the winnowing shaft 100, thus forming a winnowing drive mechanism. Therefore, the rotational power from the engine 7 transmitted to the main drive shaft 76 is input to the threshing drum shaft 82 via a power relay mechanism and the winnowing drive mechanism, and the winnowing machine 29 is driven to rotate constantly by the constant rotational output of the engine 7.

[0060] Furthermore, a cutting support frame 36 is provided on the upper surface of the casing of the threshing unit 9, on the upper surface side of the traveling body 1, at the front of the threshing casing support 34. A cutting bearing body 37 is installed on the right side of the front surface of the cutting support frame 36, and a forward / reverse switching box 121 (described later) is installed on the left side of the front surface of the cutting support frame 36. The cutting input shaft 89 is rotatably supported on the front surface side of the cutting support frame 36 in the left-right direction of the traveling body 1 by means of the cutting bearing body 37 and the forward / reverse switching box 121. The left-right threshing drum shaft 82 (threshing drum 18) is rotatably supported inside the cutting support frame 36 by means of the threshing drum bearing body 38. In addition, a threshing drum drive box 71 is installed on the upper surface side of the cutting support frame 36, and the threshing drum input shaft 72 is supported in the threshing drum drive box 71.

[0061] On the other hand, a left-right oriented cutting input shaft 89 is provided to drive the supply conveyor 17 within the feeding chamber 11. The cutting driving force transmitted from the engine 7 to one end of the main drive shaft 76 on the engine 7 side is transmitted from the other end of the main drive shaft 76 on the opposite side of the engine 7 to the forward / reverse transmission shaft 122 of the cutting forward / reverse switching box 121. The cutting input shaft 89 is driven by either the forward bevel gear 124 or the reverse bevel gear 125 of the cutting forward / reverse switching box 121.

[0062] Furthermore, a threshing cylinder input shaft 72 oriented left-right is provided at the front side of the threshing section 9, transmitting the driving force from the engine 7 to one end of the main drive shaft 76 on the engine 7 side to the engine 7 side end of the threshing cylinder input shaft 72. The threshing cylinder input shaft 72, located at the front side of the threshing section 9, is positioned in the left-right direction of the traveling body 1. On the other hand, the threshing cylinder 21 is supported by a threshing cylinder shaft 20 positioned in the front-rear direction of the traveling body 1. The front end of the threshing cylinder shaft 20 is connected to the other end of the threshing cylinder input shaft 72 on the opposite side of the engine 7 via a bevel gear mechanism 75. This configuration allows the driving force of the engine 7 to be transmitted from the other end of the main drive shaft 76 on the opposite side of the engine 7 in the left-right direction to the grain screening mechanism 10 or the cutting section 3, which screens the threshed grains.

[0063] That is, the right end of the threshing drum input shaft 72 is connected to the right end of the main drive shaft 76, which is closer to the engine 7, via the threshing drum drive pulleys 86 and 87 and the threshing drum drive belt 88. The front end of the threshing drum shaft 20 is connected to the left end of the threshing drum input shaft 72, which extends in the left-right direction, via the bevel gear mechanism 75. The configuration is such that the power of the engine 7 is transmitted from the right end of the main drive shaft 76 to the front end of the threshing drum shaft 20 via the threshing drum input shaft 72, thereby driving the threshing drum 21 to rotate in one direction. On the other hand, the configuration is such that the driving force of the engine 7 is transmitted from the left end of the main drive shaft 76 to the grain screening mechanism 10, which is disposed below the threshing section 9.

[0064] Furthermore, the left end of the main drive shaft 76 is connected to the left end of the first-grade conveyor shaft 77 of the first-grade conveyor mechanism 30 and the left end of the second-grade conveyor shaft 78 of the second-grade conveyor mechanism 31 via the conveyor drive belt 111. The left end of the second-grade conveyor shaft 78 is connected to the left end of the crank-shaped oscillating drive shaft 79 that supports the rear of the oscillating screening disc 26 via the oscillating screening belt 112. That is, the configuration is such that the threshing clutch 84 is engaged or disengaged by the operator operating the threshing clutch lever 47. The engagement operation of the threshing clutch 84 drives each part of the grain screening mechanism 10 and the threshing cylinder 21.

[0065] Furthermore, the winnowing conveyor 32 is driven by the first-grade conveyor shaft 77, thereby collecting the first-grade screened grains from the first-grade conveying mechanism 30 into the grain bin 6. Additionally, the second-grade regeneration conveyor 33 is driven by the second-grade conveyor shaft 78, thereby causing the second-grade screened grains (second-grade) mixed with straw fragments from the second-grade conveying mechanism 31 to return to the upper surface of the oscillating screening disc 26. Furthermore, in the configuration where a straw fragment scattering spreader (not shown) is provided at the dust outlet 23, the left end of the main drive shaft 76 is connected to the spreader via a spreader drive pulley (not shown) and a spreader drive belt (not shown).

[0066] The harvesting input shaft 89 serves as a conveyor input shaft supporting the end of the supply conveyor 17. The harvester drive shaft 91 is supported on the right rear side of the grain harvester 12, allowing for free rotation. The left end of the forward / reverse transmission shaft 122 is connected to the left end of the threshing drum shaft 82 via a harvesting drive chain 115 and sprockets 116 and 117. The harvesting input shaft 89 is connected to the forward / reverse transmission shaft 122 via a forward / reverse switching box 121. Furthermore, the right end of the harvesting input shaft 89 is connected to the left end of the harvester drive shaft 91, which extends in the left-right direction, via a harvester drive chain 118 and sprockets 119 and 120. A harrowing shaft 93 supports the harrowing auger 13. The middle portion of the harvester drive shaft 91 is connected to the right portion of the harrowing shaft 93 via a harrowing drive chain 92.

[0067] Additionally, a reel shaft 94 is provided to support the harrowing reel 14. The right end of the harrowing 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. The cutter 15 is connected to the right end of the harvester drive shaft 91 via a cutter drive crank mechanism 98. The configuration is such that the supply conveyor 17, harrowing auger 13, harrowing reel 14, and cutter 15 are driven and controlled by engaging and disengaging the cutting clutch 109, thereby continuously cutting the ear tip side of the uncut stalks in the field.

[0068] Furthermore, the forward / reverse switching box 121 includes: a forward bevel gear 124 integrally formed with the forward / reverse transmission shaft 122; a reverse bevel gear 125 rotatably supported on the cutting input shaft 89; and an intermediate bevel gear 126 connecting the reverse bevel gear 125 and the forward bevel gear 124. This ensures that the intermediate bevel gear 126 is always engaged with both the forward bevel gear 124 and the reverse bevel gear 125. On the other hand, the sliding member 127 is slidably supported on the cutting input shaft 89 by spline engagement. The configuration allows the sliding member 127 to engage with the forward bevel gear 124 in a disengaging manner using a claw-type clutch 128, and also allows the sliding member 127 to engage with the reverse bevel gear 125 in a disengaging manner using a claw-type clutch 129.

[0069] Furthermore, the configuration includes a forward / reverse switching shaft 123 for sliding the slider 127, and a forward / reverse switching arm 130 provided on the forward / reverse switching shaft 123. By operating the forward / reverse switching lever (forward / reverse operation member), the forward / reverse switching arm 130 is oscillated, causing the forward / reverse switching shaft 123 to rotate, causing the slider 127 to contact or separate from the forward bevel gear 124 or the reverse bevel gear 125. By means of the forward clutch 128 or the reverse clutch 129, the slider 127 is selectively engaged with the forward bevel gear 124 or the reverse bevel gear 125, thereby enabling the cutting input shaft 89 to be connected to the forward / reverse transmission shaft 122 in either forward or reverse rotation.

[0070] A forward / reverse switching box 121 is provided, which serves as a forward / reverse switching mechanism for driving the feed conveyor 17 in either forward or reverse direction. The feed conveyor 17 is connected to the threshing drum shaft 82 via the forward / reverse switching box 121. Therefore, by reversing the operation of the forward / reverse switching box 121, the feed conveyor 17 and other components in the feed chamber 11 can be reversed, thereby quickly removing straw clogging the feed chamber 11 and other areas.

[0071] The right end of the auger drive shaft 158 ​​is connected to the output shaft 65 of the engine 7 via a tension belt-type auger clutch 156 and an auger drive belt 157. The front end of the transverse conveying auger 160 at the bottom of the grain bin 6 is connected to the left end of the auger drive shaft 158 ​​via a bevel gear mechanism 159. The longitudinal conveying auger 162 of the grain discharge conveyor 8 is connected to the rear end of the transverse conveying auger 160 via a bevel gear mechanism 161, and the grain discharge auger 164 of the grain discharge conveyor 8 is connected to the upper end of the longitudinal conveying auger 162 via a bevel gear mechanism 163. Additionally, a grain discharge lever 155 is provided for engaging and disengaging the auger clutch 156. The configuration is such that the grain discharge lever 155 is mounted behind the driver's seat 42 and on the front surface of the grain bin 6, allowing the operator to operate the grain discharge lever 155 from the driver's seat 42 side.

[0072] Next, refer to Figure 4 and Figure 7 The power transmission structure of gearbox 63, etc., will be explained. Figure 4 and Figure 7 As shown, the gearbox 63 is equipped with: a hydraulic continuously variable transmission 64 for straight-line (driving main gear), which has a straight-line pump 64a and a straight-line motor 64b forming a pair; and a hydraulic continuously variable transmission 70 for rotary operation, which has a rotary pump 70a and a rotary motor 70b forming a pair. The configuration is such that the gearbox 63's input shaft 66 is connected to the pump shaft 258 of the straight-line pump 64a and the pump shaft 259 of the rotary pump 70a via gears for driving. An engine output belt 67 is wound around the input pulley 69 on the input shaft 66. The output of the engine 7 is transmitted to the input pulley 69 via the engine output belt 67, thereby driving the straight-line pump 64a and the rotary pump 70a.

[0073] The driving force output from the output shaft 65 of the engine 7 is transmitted to the pump shaft 258 of the straight-run pump 64a and the pump shaft 259 of the rotary pump 70a via the engine output belt 67 and the transmission input shaft 66, respectively. In the straight-run hydraulic continuously variable transmission 64, the working oil is appropriately fed from the straight-run pump 64a toward the straight-run motor 64b using the power transmitted to the pump shaft 258. Similarly, in the rotary hydraulic continuously variable transmission 70, the working oil is appropriately fed from the rotary pump 70a toward the rotary motor 70b using the power transmitted to the pump shaft 259.

[0074] The transmission input shaft 66 protrudes from the upper left side of the gearbox 63 toward the feed chamber 11. A transmission input pulley 69 is mounted on the protruding end (left end) of the transmission input shaft 66 in a manner that prevents relative rotation. The transmission input shaft 66 is supported by bearings fixed to the gearbox 63 and is rotatable. A power distribution gear 262 is fitted in a manner that prevents relative rotation at the middle of the transmission input shaft 66. The pump shaft 258 of the straight pump 64a and the pump shaft 259 of the rotary pump 70a are respectively positioned at the front and rear of the transmission input shaft 66 in top view, and respectively positioned below the transmission input shaft 66 in side view.

[0075] At the protruding end (left end) of the pump shaft 258, which protrudes from the continuously variable transmission 323 toward the transmission 63, a straight-line input gear 263 is fitted in a manner that prevents relative rotation and meshes with the power distribution gear 262 fixed to the transmission input shaft 66. Similarly, at the protruding end (left end) of the pump shaft 259, which protrudes from the continuously variable transmission 323 toward the transmission 63, a rotary input gear 264 is fitted in a manner that prevents relative rotation and meshes with the power distribution gear 262 fixed to the transmission input shaft 66.

[0076] When the driving force output from the output shaft 65 of the engine 7 is transmitted to the transmission input pulley 69, the transmission input shaft 66 and the power distribution gear 262 rotate together with the transmission input pulley 69. This causes the pump shaft 258 of the straight pump 64a to rotate via the straight input gear 263, and on the other hand, the pump shaft 259 of the rotary pump 70a to rotate via the rotary input gear 264. That is, by engaging the straight input gear 263 and the rotary input gear 264 of each pump shaft 258 and 259 with the power distribution gear 262 of the transmission input shaft 66 disposed between the pump shafts 258 and 259, the driving force from the engine 7 can be efficiently transmitted to the straight hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70, respectively.

[0077] Furthermore, a transmission supply pump 151 is installed on the pump shaft 259 to supply working oil to each of the hydraulic pumps 64a, 70a and each of the hydraulic motors 64b, 70b. The straight-line hydraulic continuously variable transmission 64 is configured such that the tilt angle of the rotating ramp of the straight-line pump 64a is changed and adjusted according to the amount of operation of the main shift lever 44 located on the control column 41 and the control wheel 43, thereby changing the discharge direction and discharge amount of working oil toward the straight-line motor 64b, thereby arbitrarily adjusting the rotation direction and speed of the straight-line motor shaft 260 protruding from the straight-line motor 64b.

[0078] The rotational power of the straight-drive motor shaft 260 is transmitted from the straight-drive transmission gear mechanism 250 to the auxiliary transmission gear mechanism 251. The auxiliary transmission gear mechanism 251 includes an auxiliary low-speed gear 254, an auxiliary medium-speed gear 255, and an auxiliary high-speed gear 256, which are switched using auxiliary transmission shifters 252 and 253. It is configured such that by operating the auxiliary transmission lever 45 located on the control column 41, the output speed of the straight-drive motor shaft 260 can be selectively switched to any one of the three transmission gears: low speed, medium speed, or high speed. Furthermore, a neutral position (where the auxiliary transmission output is zero) exists between the low-speed, medium-speed, and high-speed ranges of the auxiliary transmission.

[0079] A drum-type parking brake 266 is provided on the parking brake shaft 265 (secondary transmission output shaft) located on the output side of the secondary transmission gear mechanism 251. Rotational power from the secondary transmission gear mechanism 251 is transmitted from the secondary transmission output gear 267, which is fixed to the parking brake shaft 265, to the left and right differential mechanisms 257. Each of the left and right differential mechanisms 257 is equipped with a planetary gear mechanism 268. Furthermore, a pulse-generating rotating wheel 292 for straight-line driving is provided on the parking brake shaft 265, and a straight-line speed sensor (not shown) detects the rotational speed of the straight-line output (straight-line speed = transmission output of the secondary transmission output gear 267).

[0080] Each of the left and right planetary gear mechanisms 268 comprises: a sun gear 271; a plurality of planetary gears 272 meshing with the sun gear 271; a ring gear 273 meshing with the planetary gears 272; and a planet carrier 274, wherein the plurality of planetary gears 272 are arranged on the planet carrier 274 to be rotatable on the same circumference. The planet carriers 274 of the left and right planetary gear mechanisms 268 are arranged opposite each other on the same axis at appropriate intervals. A central gear 276 is fixedly connected to the sun gear shaft 275 on which the left and right sun gears 271 are located.

[0081] Each of the left and right ring gears 273 is arranged concentrically with the sun gear shaft 275, with its internal teeth meshing with multiple planetary gears 272. Furthermore, the external teeth on the outer surfaces of each 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 rotary outputs (described later). Each ring gear 273 is rotatably supported on left and right forced differential output shafts 277, which protrude outwards from the outer side of the planetary carrier 274 in the left and right directions. 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 mounted on the left and right axles 278. Therefore, the rotational power transmitted from the secondary 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 speed in the same direction, and drives the left and right tracks 2 at the same speed in the same direction, thereby enabling the traveling body 1 to move in a straight line (forward and backward).

[0082] The rotary hydraulic continuously variable transmission 70 is configured such that the tilt angle of the rotating swashplate of the rotary pump 70a is adjusted by changing the rotational operation of the main gear lever 44 located on the control column 41 and the steering wheel 43, thereby changing the discharge direction and discharge volume of the working oil toward the rotary motor 70b, and thus arbitrarily adjusting the rotation direction and speed of the rotary motor shaft 261 protruding from the rotary motor 70b. Furthermore, a rotary pulse generating rotating wheel 294 is provided on the steering drive shaft 280 (described later), and the rotational speed (rotational speed) of the steering output of the rotary motor 70b is detected using a rotary rotation sensor (rotational speed sensor, not shown).

[0083] Additionally, the gearbox 63 includes: a wet multi-plate rotary brake 279 (steering brake) mounted on the rotary motor shaft 261 (steering input shaft); a steering drive shaft 280 connected to the rotary motor shaft 261 via a reduction gear 281; a steering output shaft 285 connected to the steering drive shaft 280 via a reduction gear 286; a left input gear mechanism 282 connecting the steering output shaft 285 to a left ring gear 273 via a reversing gear 284; and a right input gear mechanism 283 connecting the steering output shaft 285 to a right ring gear 273. The rotational power of the rotary motor shaft 261 is transmitted to the steering drive shaft 280. The rotational power transmitted to the steering drive shaft 280 is transmitted to the left ring gear 273 as a reverse rotational power via the left intermediate gear 287 and the reverse gear 284 on the steering output shaft 285 of the left input gear mechanism 282. On the other hand, it is transmitted to the right ring gear 273 as a forward rotational power via the right intermediate gear 288 on the steering output shaft 285 of the right input gear mechanism 283.

[0084] When the secondary transmission gear mechanism 251 is set to a neutral state, power transmission from the straight motor 64b to the left and right planetary gear mechanisms 268 is prevented. When the secondary transmission gear mechanism 251 is set to a secondary transmission output other than neutral, power is transmitted from the straight motor 64b to the left and right planetary gear mechanisms 268 via the secondary transmission low-speed gear 254, the secondary transmission medium-speed gear 255, or the secondary transmission high-speed gear 256. On the other hand, when the output of the rotary pump 70a is set to a neutral state and the rotary brake 279 is set to an engaged state, power transmission from the rotary motor 70b to the left and right planetary gear mechanisms 268 is prevented. When the output of the rotary pump 70a is set to a state other than neutral and the rotary brake 279 is set to the open state, the rotational power of the rotary motor 70b is transmitted to the left ring gear 273 via the left input gear mechanism 282 and the reverse gear 284, and to the right ring gear 273 via the right input gear mechanism 283.

[0085] As a result, when the rotary motor 70b rotates forward (reverse), the left ring gear 273 and the right ring gear 273 rotate at the same speed in opposite directions, with the left ring gear 273 rotating in reverse (forward) and the right ring gear 273 rotating in forward (reverse). That is, the speed change output from each motor shaft 260, 261 is transmitted to the drive sprockets 51 of the left and right tracks 2 respectively via the secondary speed change gear mechanism 251 or the differential mechanism 257, thereby determining the vehicle speed (travel speed) and direction of travel of the traveling machine 1.

[0086] That is, if the straight motor 64b is driven while the rotary motor 70b is stopped and the left and right ring gears 273 are stationary, the rotational output from the straight motor shaft 260 is transmitted to the left and right sun gears 271 at the same speed on both sides, and drives the left and right tracks 2 at the same speed on both sides via the planetary gears 272 and the planetary carrier 274, thereby causing the traveling body 1 to travel in a straight line.

[0087] Conversely, if the rotary motor 70b is driven while the straight motor 64b is stopped and the left and right sun gears 271 are stationary, the rotational power from the rotary motor shaft 261 causes the left ring gear 273 to rotate forward (reverse) and the right ring gear 273 to rotate in reverse (forward). As a result, one of the drive sprockets 51 of the left and right tracks 2 rotates forward while the other rotates backward, and the traveling body 1 changes direction at this time (rotating in place, turning sideways).

[0088] Furthermore, the left and right sun gears 271 are driven by the straight motor 64b, and the left and right ring gears 273 are driven by the rotary motor 70b. This creates a speed difference between the left and right tracks 2, causing the traveling body 1 to move forward or backward while simultaneously making a U-turn to the left or right with a turning radius greater than its stationary turning radius. The turning radius depends on the speed difference between the left and right tracks 2. The vehicle moves to the left or right while the driving force of the engine 7 is continuously transmitted to the left and right tracks 2.

[0089] Next, refer to Figures 8-15 The hydraulic circuit 180 of the working system and the hydraulic circuit 200 of the traveling system in the conventional combine harvester of this embodiment will be described. Figures 8-12 As shown, the hydraulic circuit 180 of the operating system includes, as a hydraulic actuator, a: a hydraulic cylinder 4 for lifting and reaming; hydraulic cylinders 27L and 27R for lifting and reaming the left and right reels, which support the harrowing reels 14 for lifting and reaming; a hydraulic cylinder 55 for lifting and reaming the auger, which supports the grain discharge auger 164 for lifting and reaming; hydraulic cylinders 56L and 56R for lifting and reaming the left and right machine body, which lift and ream the traveling body 1; a working oil tank 57 for storing working oil; a working part supply pump 59 connected to the working oil tank 57 via a coarse filter 58; hydraulic valves 60A to 60E for switching the flow of working oil; and an oil cooler 62 located midway along the return piping from the hydraulic valves 50A to 60E to the working oil tank 57. Furthermore, the hydraulic valves 60A to 60E are assembled into a hydraulic valve unit 60 mounted on the traveling body 1.

[0090] The operation unit supply pump 59 is connected to the harvesting lifting hydraulic cylinder 4 via the harvesting lifting hydraulic valve 60A. The operator tilts the harvesting posture lever (not shown) of the driving control unit (driver's cab) 5 in the forward / backward direction, thereby actuating the harvesting lifting hydraulic cylinder 4, which moves the harvesting unit 3 to any height (e.g., harvesting working height or non-working height). On the other hand, the operation unit supply pump 59 is connected to the reel lifting hydraulic cylinders 27L and 27R via the reel lifting hydraulic valve 60B. The operator tilts the harvesting posture lever (not shown) in the left / right direction, etc., thereby actuating the reel lifting hydraulic cylinders 27L and 27R, which moves the harrowing reel 14 to any height, thereby harvesting unharvested ears of stalk in the field.

[0091] The hydraulic pump 59 for the work unit is connected to the hydraulic cylinder 55 for the auger lifting via the hydraulic valve 60C for auger lifting. The operator actuates the hydraulic cylinder 55 for auger lifting by tilting the grain discharge lever 155 of the driver's control unit (driver's cab) 5 in the forward and backward direction, thereby moving the rice inlet of the grain discharge auger 164 of the grain discharge conveyor 8 to any height. Furthermore, the grain discharge auger 164, along with the longitudinal conveying auger 162 and the bevel gear mechanism 163, rotates horizontally using the electric motor 165, thereby moving the rice inlet laterally. In other words, the configuration positions the rice inlet above the truck bed or container, discharging the grains from the grain bin 6 into the truck bed or container.

[0092] The working oil tank 57 and the work unit supply pump 59 are connected to the left-side lifting hydraulic cylinder 56L via the left-side lifting hydraulic valve 60D, enabling hydraulic pressure transmission. Conversely, the working oil tank 57 and the work unit supply pump 59 are connected to the right-side lifting hydraulic cylinder 56R via the right-side lifting hydraulic valve 60E, also enabling hydraulic pressure transmission. The left and right lifting hydraulic cylinders 56L and 56R operate independently, thereby allowing the left and right sides of the traveling body 1 to lift independently.

[0093] Therefore, if the hydraulic cylinders 56L and 56R on both sides of the machine body lift simultaneously, causing the left and right track frames 50 and 50 to descend relative to the traveling machine body 1, the traveling machine body 1 will move upward (rise) relative to the ground contact points of the left and right tracks 2 and 2, thus increasing the relative height (vehicle height) of the traveling machine body 1 relative to the ground contact points of the tracks 2 and 2. Conversely, if the left and right track frames 50 and 50 rise simultaneously relative to the traveling machine body 1, the traveling machine body 1 will approach (descend) relative to the ground contact points of the left and right tracks 2 and 2, thus decreasing the relative height (vehicle height) of the traveling machine body 1 relative to the ground contact points of the tracks 2 and 2.

[0094] Furthermore, if the left-side lifting hydraulic cylinder 56L actuates, causing the left track frame 50 to descend relative to the traveling body 1, or if the right-side lifting hydraulic cylinder 56R actuates, causing the right track frame 50 to rise relative to the traveling body 1 (or both actions are performed simultaneously), the traveling body 1 tilts downward to the right. Conversely, if the right-side lifting hydraulic cylinder 56R actuates, causing the right track frame 50 to descend relative to the traveling body 1, or if the left-side lifting hydraulic cylinder 56L actuates, causing the right track frame 50 to rise relative to the traveling body 1 (or both actions are performed simultaneously), the traveling body 1 tilts downward to the left.

[0095] The working oil tank 57, the operating section supply pump 59, and the hydraulic valve unit 60 are respectively mounted on the traveling body 1 and connected to each other via hydraulic pipes 181-183. On the traveling body 1, the working oil tank 57 is located on the front left side. On the other hand, the operating section supply pump 59 is fixed to the front surface of the engine 7, which is mounted on the front right side. The coarse filter 58 installed inside the working oil tank 57 is connected to the operating section supply pump 59 via hydraulic pipe 181. Furthermore, on the traveling body 1, the hydraulic valve unit 60 is located behind the engine 7. The discharge side of the operating section supply pump 59 is connected to the hydraulic valve unit 60 via hydraulic pipe 182. In addition, the hydraulic valve unit 60 is connected to the working oil tank 57 via hydraulic pipe 183, which serves as a working oil return pipe, and an oil cooler 62.

[0096] The working oil tank 57 is mounted on the traveling body 1 and positioned in the space surrounded by the feeding chamber 11 and the threshing drum 18. The engine 7 and the working oil tank 57 are arranged side-by-side at the front of the traveling body 1. That is, the working oil tank 57 is positioned within the space surrounded by the housing of the feeding chamber 11 and the threshing section 9, which helps to prevent dust from the cutting section 3 from accumulating in the working oil tank 57 and also prevents the working oil from being contaminated by dust entering through the oil supply port 184. Furthermore, the cooling air from the engine 7 flows towards the space where the working oil tank 57 is located. Therefore, even without an oil cooler installed on the hydraulic circuit 180 of the operating system, the working oil temperature can be prevented from rising, allowing for proper operation of the hydraulic components.

[0097] The working oil tank 57 is configured such that it has an oil inlet 184 protruding to the left (outer side of the harvester) on its left side (outer side of the harvester), and a coarse filter 58 that can be inserted and removed from the left side is installed inside. Therefore, by removing the threshing cover 185 located on the left side (outer side of the harvester) of the threshing section 9, the oil inlet 184 and the coarse filter 58 can be easily operated. Thus, the oil supply operation of the working oil tank 57 and the oil filter replacement operation of the coarse filter 58 are facilitated, and the maintainability of the hydraulic circuit 180 of the working system can be improved.

[0098] Furthermore, hydraulic pipes 181 and 183, connected to the working oil tank 57, are arranged extending in the left-right direction in front of the working oil tank 57 and the engine 7. Hydraulic pipe 182 connects to the working section supply pump 59 and the coarse filter 58 located in front of the engine 7. That is, hydraulic pipes 181 and 183 bypass the front of the engine 7 and extend towards the working oil tank 57, along the output shaft 65 of the engine 7. In addition, hydraulic pipes 182 and 183 pass under the cooling fan 149 located on the right side of the engine 7 and extend rearward, connecting to the hydraulic valve unit 60. Therefore, hydraulic pipes 181 and 183 are configured such that the pipe length is shortened at locations where it is less susceptible to the heat radiated from the engine 7, thereby suppressing the temperature rise of the working oil flowing in the hydraulic pipes.

[0099] like Figure 7 , Figure 10 as well as Figures 12-15As shown, the hydraulic circuit 200 of the driving system includes a straight-run pump 64a, a straight-run motor 64b, a rotary pump 70a, a rotary motor 70b, a transmission supply pump 151, an oil filter 152, and an oil cooler 153. The straight-run pump 64a and the straight-run motor 64b of the straight-run hydraulic continuously variable transmission 64 are connected in a closed loop via a straight-run closed oil circuit 201. On the other hand, the rotary pump 70a and the rotary motor 70b of the rotary hydraulic continuously variable transmission 70 are connected in a closed loop via a rotary closed oil circuit 202. The rotational power of the engine 7 drives the straight-run pump 64a and the rotary pump 70a, and controls the swashplate angle of the straight-run pump 64a and the rotary pump 70a, thereby changing the discharge direction and amount of working oil toward the straight-run motor 64b and the rotary motor 70b, causing the straight-run motor 64b and the rotary motor 70b to rotate forward and reverse.

[0100] The hydraulic circuit 200 of the driving system includes: a straight-line valve 203, which is switched in response to manual operation of the main shift lever 44; and a straight-line cylinder 204, which is connected to the transmission supply pump 151 via the straight-line valve 203. When the straight-line valve 203 is switched, a straight-line shifting operation is performed: the straight-line cylinder 204 actuates, changing the swashplate angle of the straight-line pump 64a, thereby causing the speed of the straight-line motor shaft 260 of the straight-line motor 64b to change steplessly or reverse. Furthermore, the hydraulic circuit 200 of the driving system also includes a hydraulic servo mechanism 205 for straight-line shifting. The hydraulic servo mechanism 205 performs a feedback action to restore the straight valve 203 to a neutral state by controlling the swashplate angle of the straight pump 64a. The swashplate angle of the straight pump 64a changes proportionally to the amount of manual operation on the main gear lever 44, thereby changing the speed of the straight motor shaft 260 of the straight motor 60b.

[0101] The hydraulic circuit 200 of the driving system includes: a rotary valve 206, which is switched in response to manual operation of the steering wheel 43; and a rotary cylinder 207, which is connected to the transmission supply pump 151 via the rotary valve 206. When the rotary valve 206 is switched, the following left-right rotary motion is performed: the rotary cylinder 207 is actuated to change the ramp angle of the rotary pump 70a, thereby causing the rotational speed of the rotary motor shaft 261 of the rotary motor 70b to change steplessly or reverse, and the driving body 1 changes its driving direction to the left or right, changing direction or correcting its route in uncultivated fields. Furthermore, the hydraulic circuit 200 of the driving system also includes a hydraulic servo mechanism 208 for rotary gear shifting. The hydraulic servo mechanism 208 performs a feedback action to restore the rotary valve 206 to a neutral state by controlling the swashplate angle of the rotary pump 70a. The swashplate angle of the rotary pump 70a changes proportionally to the amount of manual operation on the steering wheel 43, thereby changing the rotational speed of the rotary motor shaft 261 of the rotary motor 70b.

[0102] like Figure 13 As shown, all oil passages 201a, 201b, 202a, and 202b in the two closed oil passages 201 and 202 are connected to a supply diversion oil passage 219 (described in detail below). A check valve 211 for the straight-through first oil passage 201a is provided between the supply diversion oil passage 219 and the straight-through second oil passage 201b. A check valve 211 for the straight-through second oil passage 201b is provided between the supply diversion oil passage 219 and the straight-through second oil passage 201b. Therefore, the straight-through closed oil passage 201 has two check valves 211. In addition, a check valve 212 for the rotary first oil passage 202a is provided between the supply diversion oil passage 219 and the rotary second oil passage 202b. A check valve 212 for the rotary second oil passage 202b is provided between the supply diversion oil passage 219 and the rotary second oil passage 202b. Therefore, the rotary closed oil circuit 202 also has two check valves 212.

[0103] A straight-through bypass oil passage 213 connects to the first straight-through oil passage 201a and the second straight-through oil passage 201b. A straight-through side bidirectional relief valve 215 is installed in the straight-through bypass oil passage 213. A swivel bypass oil passage 214 connects to the first swivel oil passage 202a and the second swivel oil passage 202b. A swivel side bidirectional relief valve 216 is installed in the swivel bypass oil passage 214. Therefore, each closed oil passage 201, 202 is equipped with a bidirectional relief valve 215, 216 respectively.

[0104] The suction side of the transmission supply pump 151 is connected to the coarse filter 217 located within the transmission 63 via hydraulic piping 221. A supply inlet oil passage 218 is connected to the discharge side of the transmission supply pump 151 via hydraulic piping 222, and an oil filter 152 is installed midway through the hydraulic piping 222. A supply diversion oil passage 219, which connects to two closed oil passages 201 and 202, is connected downstream of the supply inlet oil passage 218. Therefore, during the operation of the engine 7, working oil from the transmission supply pump 151 is continuously supplied to the two closed oil passages 201 and 202.

[0105] Furthermore, the supply diversion oil passage 219 is connected to the straight-through cylinder 204 via the straight-through valve 203, and to the rotary cylinder 207 via the rotary valve 206. Additionally, the supply diversion oil passage 219 is connected to the transmission 63 via the remaining relief valve 220 and hydraulic piping 223, with an oil cooler 153 installed midway through the hydraulic piping 223. Therefore, when the remaining working oil from the transmission supply pump 151 is returned to the transmission 63 via the remaining relief valve 220, the oil cooler 153 cools the working oil.

[0106] Furthermore, the hydraulic hose 223 is connected to a bypass hose 224 that bypasses the supply hose 223a and return hoses 223b-223d. The bypass hose 224 is fixed above the continuously variable transmission (CVT) 323 on the side of the transmission 63. By positioning the hydraulic hose 223 and the bypass hose 224 above the CVT 323, the working oil can circulate without being supplied to the oil cooler 153 when the engine 7 is starting, as the working oil temperature is low. Therefore, even when the working oil viscosity is high at low working oil temperatures, the working oil can circulate smoothly within the hydraulic circuit 200 of the driving system, thereby lubricating the various transmission mechanisms within the transmission 63 and the CVT 323.

[0107] As described above, hydraulic pipes 221-223, which circulate the working oil within the gearbox 63 and the continuously variable transmission (CVT) 323 (drive unit), are connected to an oil cooler 153. A bypass pipe (bypass passage) 224, which bypasses the oil cooler 153, is provided on the hydraulic pipes 223. This bypass pipe 224 is integrally formed with the gearbox 63 and the CVT 323. Therefore, although connecting the gearbox 63 and the CVT 323 to the oil cooler 153 lengthens the piping path for the working oil to circulate within the gearbox 63 and the CVT 323, it can be shortened using the bypass pipe 224.

[0108] By providing a bypass pipe 224 to the hydraulic piping 223 and allowing it to bypass the oil cooler 153, the higher viscosity working oil can circulate during engine start-up in cold regions, thereby maintaining good lubrication within the transmission 63 and the continuously variable transmission 323. Furthermore, since the transmission 63 and the continuously variable transmission 323 are integrated and the bypass pipe 224 is assembled into the transmission 63, assembly is excellent, and maintenance of the hydraulic system of the transmission 63 is easy.

[0109] A connecting component (connecting joint) 225, having two connection ports 225a and 225b, is provided on the continuously variable transmission 323. One end of a bypass pipe 224 is connected to the connection port 225a of the connecting component 225, while a delivery pipe 223a communicating with an oil cooler is connected to the connection port 225b of the connecting component 225. Furthermore, a bypass relief valve 226 (see reference) is provided at the connection between the connecting component 225 and the bypass pipe 224. Figure 13 The connecting component 225 is located on the upper surface of the continuously variable transmission 323, on the side of the straight-running hydraulic continuously variable transmission 64 (front side), and the connecting port 225a is located below the connecting port 225b. In addition, the connecting ports 225a and 225b of the connecting component 225 are respectively provided to protrude rearward (towards the rotary hydraulic continuously variable transmission 70 side).

[0110] The return pipes 223b to 223d of the oil cooler 153 in the hydraulic piping 223 are configured such that a metal relay pipe 223c is provided between the upstream return pipe 223b, which is connected at one end to the oil cooler 153, and the downstream return pipe 223d, which is connected at one end to the upper surface of the gearbox 63. The metal relay pipe 223c is fixed to the rotary hydraulic continuously variable transmission 70 side (rear side) on the upper surface of the continuously variable transmission 323.

[0111] The connecting plate (fixing component) 227, fixed to the side of the metal relay pipe 223c, is securely fixed to the upper surface of the receiving portion (rear end side of the continuously variable transmission 323) of the rotary valve 206 of the continuously variable transmission 323. Thus, the metal relay pipe 223c is fixedly positioned above the continuously variable transmission 323 in a direction parallel to the pump shaft 259. Furthermore, the metal relay pipe 223c has a T-shape, formed by a connecting port (branch pipe) 223e protruding forward from the middle section (towards the straight-line hydraulic continuously variable transmission 64 side). That is, the connecting port 223e of the middle section of the metal relay pipe 223c is located at the same height as the connecting port 225a of the connecting component 225, and protrudes towards the connecting port 225a of the connecting component 225.

[0112] A bypass pipe 224 extends in the longitudinal direction above the continuously variable transmission 323, connecting the connection port 225a of the front-to-back connecting component 225 and the connection port 223e of the metal relay pipe 223c. The bypass pipe 224 is configured to connect a metal pipe 224a, one end of which is connected to the connection port 225a of the connecting component 225, and a hydraulic relay pipe (resin pipe) one end of which is connected to the connection port 223e of the metal relay pipe 223c. Furthermore, a bypass relief valve 226 is provided on the metal pipe 223a to open and close the connection portion with the connection port 225b of the connecting component 225.

[0113] The bypass passage that bypasses the oil cooler 153 is configured to include a metal relay pipe 223c, a bypass pipe 224, and a connecting component 225, all integrally assembled with the continuously variable transmission (CVT) 323. Therefore, hydraulic components other than the delivery pipe 223a and the upstream return pipe 223b connected to the oil cooler 153 can be integrally assembled with the CVT 323, improving the ease of assembly and maintainability of the CVT 323 within the transmission 63.

[0114] The hydraulic hoses 222 and 223, which connect to the gearbox 63 and the continuously variable transmission 323, are laid out such that they are submerged beneath the straight-through connecting rod 345 and the rotary connecting rod 346, which are connected to the steering box 318. Therefore, not only is contact between the straight-through connecting rod 345 and the rotary connecting rod 346 and the hydraulic hoses 222 and 223 prevented, but maintenance of each of the straight-through connecting rod 345 and the rotary connecting rod 346 is also facilitated. Furthermore, even if the hydraulic hoses 222 and 223 vibrate due to the driving effect on the gearbox 63, etc., damage caused by contact with the straight-through connecting rod 345 and the rotary connecting rod 346 can be prevented.

[0115] More specifically, the hydraulic hose 222 connecting the supply pump 151 and the oil filter 152 is arranged in the longitudinal direction, passing under the straight relay shaft 352 of the straight connecting rod body 345. The hydraulic hose 222 connecting the oil filter 152 and the gearbox 63 is arranged in the longitudinal direction, passing under the first relay rod of the rotary connecting rod body 346. In addition, the downstream return hose 223d connected to the gearbox 63 is bent to pass under the shaft support 366 of the rotary connecting rod body 346 and connected to the metal relay pipe 223c fixed to the continuously variable transmission 323.

[0116] Next, refer to Figure 8 The engine compartment 146, which houses the engine 7, will be described below. Figure 8As shown, a pair of left and right engine compartment supports 147 are erected on the rear side of the cab 5 on the upper surface of the traveling machine body 1. A back panel 148 is tensioned between the left and right engine compartment supports 147, thereby covering the rear of the engine compartment 146 below the driver's seat 42. In addition, a box-shaped wind tunnel box 170 is erected on the right engine compartment support 147 located at the right end of the cab 5 of the traveling machine body 1 via an opening and closing pivot shaft 171. A dust removal screen is tensioned at the harvester's outer opening on the right side of the wind tunnel box 170, preventing straw and other debris from entering the wind tunnel box 170 and the engine compartment 146. In addition, an oil cooler 153 in the traveling system hydraulic circuit 200 and an oil cooler 62 in the working system hydraulic circuit 180 are arranged vertically inside the wind tunnel box 170.

[0117] A water-cooled radiator 154 is erected inside the harvester of the wind tunnel box 170 on the upper surface of the vehicle body 1, and the radiator 154 is positioned opposite the cooling fan 149 of the engine 7. A shroud 150 is provided to cover the entire ventilation area of ​​the radiator 154, and the cooling fan 149 is positioned at an opening formed in the shroud 150. An oil cooler 153 is also installed inside the wind tunnel box 170. External air (cooling air) is introduced into the wind tunnel box 170 from the harvester's external opening on the right side of the wind tunnel box 170 by the rotation of the cooling fan 149, and dust-removed cooling air is sent into the engine compartment 146 from the harvester's internal opening on the left side of the wind tunnel box 170. Thus, the cooling air flowing into the engine compartment 146 cools the oil cooler 153, the radiator 154, and the engine 7.

[0118] Next, refer to Figure 8 , Figure 10 , Figures 16-21 The driving operation mechanisms, such as the steering wheel 43, are explained. Figure 8 , Figure 10 , Figures 16-21 As shown, the machine includes a footrest frame 311, which forms a flat footrest for the operator of the cab 5. Multiple outrigger frames 312 are erected on the upper surface of the machine body 1, and the footrest frame 311 is mounted on the upper end of each outrigger frame 312. A footrest 313 for boarding and alighting is fixed to the side of the outrigger frame 312 on the right side of the footrest frame 311, on the outer side of the harvester. An oil filter 152 is installed on the front end of the footrest frame 311 on the upper surface of the machine body 1.

[0119] Additionally, a steering box 318 is provided, which has a rotary input shaft 316 and a main shift input shaft 317. The two ends of the box support crossbeam 319 are connected between the left and right support leg frames 312 on the lower front surface of the pedal frame 311. The steering box 318 is detachably and securely fixed to the generally horizontal box support crossbeam 319. The rotary input shaft 316 protrudes upward from the upper surface of the steering box 318 and is connected to the steering wheel 43 via a steering shaft 321. The main shift input shaft 317 protrudes to the left from the left side of the steering box 318 and is connected to the main shift lever 44 via a main shift lever 322.

[0120] As described above, the driver's cab 5 (control unit) located on the pedal frame 311, which is situated on the upper side of the outrigger frame 312 assembly, is equipped with a main gear shift lever 44 for straight-line operation and a steering wheel 43 for rotary operation. A gearbox support crossbeam 319 is mounted between the left and right outrigger frames 312 located on the lower front side of the pedal frame 311. A steering box 318, which links the main gear shift lever 44, the steering wheel 43, and the drive units (continuously variable transmission 323 and transmission 63), is mounted on the gearbox support crossbeam 319. Two gearbox support crossbeams 319 are provided in the longitudinal direction, separated by the steering box 318. The steering box 318 is supported by the two gearbox support crossbeams 319.

[0121] Additionally, an oil filter 152 is located on the left side of the steering box 318 at the front of the vehicle body 1, and is fixed to the pedal frame 311 at the front position. Furthermore, the oil filter 152 is fixed to the portion of the pedal frame 311 that protrudes to the left from the left support leg frame 312, positioned in front of the continuously variable transmission (CVT) 323. That is, the oil filter 152 is fixed to the left side of the front end of the pedal frame 311 by means of a filter mounting bracket 349, thus being positioned in front of the CVT 323, which is fixed to the right side of the transmission 63. Therefore, when the transmission supply pump 151 and the supply oil passage 218 are connected via a hydraulic hose 222 with the oil filter 152 installed in the middle of the hose, a shorter hydraulic hose 222 can be constructed.

[0122] A gearbox support crossbeam 319 is mounted between the left and right support leg frames 312 located on the lower front side of the pedal frame 311. A steering box 318, which links the main gear lever 44, the steering wheel 43, and the drive units (CVT 323 and CVT 63), is mounted on the gearbox support crossbeam 319. Thus, the rigidity of the front part of the vehicle body 1 (especially near the driver's cab 5) is improved due to the presence of the gearbox support crossbeam 319. The gearbox support crossbeam 319, which strengthens the front part of the vehicle body 1, provides high rigidity support for the steering box 318. Therefore, there is no significant deviation between the amount of operation of the main gear lever 44 and the steering wheel 43 and the output of the drive units (CVT 323 and CVT 63), preventing unexpected driving conditions. The reinforcing gearbox support crossbeam 319 can also serve as the mounting part for the steering box 318, eliminating the need for a dedicated mounting platform for the steering box 318 and helping to reduce costs.

[0123] The continuously variable transmission (CVT) 323 is equipped with a straight-line hydraulic CVT 64 and a rotary hydraulic CVT 70. The CVT 323 is fixedly attached to the upper right side of the transmission 63. A straight-line operating arm 355 and a rotary operating arm 369 are disposed on the front and rear surfaces of the CVT 323. Specifically, the straight-line hydraulic CVT 64 and the rotary hydraulic CVT 70 are arranged in a rear-to-rear configuration on the right side opposite to the feed chamber 11 of the transmission 63.

[0124] Therefore, since a space is formed on the side (left side) of the feed chamber 11 of the gearbox 63, the design freedom of the cutting section 3 is increased, and the feed chamber 11 can be configured to be the size most suitable for the cutting amount of the cutting section 3 and the cutting width of the grain harvesting table 12. In addition, the width of the feed chamber 11 in the left-right direction is increased, so the feed chamber 11 can be set on the side closer to the center of gravity when the grain harvesting table 12 is raised and lowered, thereby improving the support strength of the feed chamber 11 for the cutting section 3.

[0125] The straight-line operating shaft 325, serving as the straight-line output control unit, protrudes forward on the outer front side of the continuously variable transmission (CVT) 323, while the rotary operating shaft 326, serving as the rotary output control unit, protrudes rearward on the outer rear side of the CVT 323. Although detailed illustrations are omitted, the straight-line operating shaft 325 is connected to the straight-line operating arm 355, and the rotary operating shaft 326 is connected to the rotary operating arm 369. The straight-line connecting link 345 and the rotary connecting link 346, located on the rear side of the steering box 318, are respectively connected to the straight-line operating arm 355 and the rotary operating arm 369. This configuration allows for the control of the straight-line hydraulic CVT 64 and the rotary hydraulic CVT 70 through steering operations of the steering wheel 43 and shifting operations of the main gear lever 44, thereby enabling changes to the travel path and speed of the left and right tracks 2.

[0126] The driver's cab (control unit) 5, located at the front of the vehicle body 1, includes a main gear lever (straight-line operation member) 44 for straight-line operation and a steering wheel (rotation operation member) 43 for rotary operation. A control column 41 is positioned on the side near the drive unit (gearbox 63 and continuously variable transmission 323) of the driver's cab. A steering box 318, located at the front of the vehicle body 1 and below the driver's cab 5, changes the output from the gearbox 63 based on the amount of operation of the steering wheel 43 and the main gear lever 44. This steering box is positioned to the side of the continuously variable transmission 323, which includes the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70.

[0127] In this configuration, a steering wheel 43 is positioned at the center front of the driver's seat 42 on the dashboard 5, and a main gear lever 44 is positioned on the left side of the side near the drive unit (CVT 323 and CVT 63) on the control column 41. That is, a steering box 313 is positioned below the steering wheel 43, and a CVT 323 is positioned below the control column 41 where the main gear lever 44 is located. This allows the various parts of the operating system mechanism, which connects the steering wheel 43 and main gear lever 44 to the CVT 323 via the steering box 313, to be positioned close to each other, forming shorter linkages 321, 322, 345, and 346 that connect these parts, thus suppressing their movement and deformation. Therefore, the deviation between the amount of operation on the main gear lever 44 and steering wheel 43 and the output of the drive unit (CVT 323 and CVT 63) can be suppressed, maintaining a stable driving state corresponding to the operator's operation.

[0128] A battery 230 supplying power to the engine 7 is located at the front of the vehicle body 1, below the cab 5, behind the steering box 318, and beside the continuously variable transmission (CVT) 32. That is, the battery 230 supplying power to the engine 7 is located in the area below the cab 5, surrounded by the steering box 318, the drive unit (CVT 323 and transmission 63), and the engine 7. This effectively utilizes the space below the cab 5, which is often a dead space, for both the steering box 318 and the CVT 323, and also for the battery 230. Therefore, the battery 230 can be positioned close to the engine 7 and the cab 5, enabling a compact electrical system. Furthermore, it avoids making the combine harvester too large to accommodate the battery 230.

[0129] A driver's cab (control unit) 5 is constructed on multiple outrigger frames 312 erected on the upper surface of the vehicle body 1. A steering gearbox 318 is fixed to a gearbox support crossbeam (gearbox support frame) 319 erected in the middle of the multiple outrigger frames 312, thus positioned above the continuously variable transmission (CVT) 323 and the battery 230. With the battery 230 and steering gearbox 318 arranged in multiple layers below the front of the pedal frame 311, the space formed in the area adjacent to the CVT 323 at the rear of the steering gearbox 318 allows for easy extension of electrical wiring supplying power to electrical components such as the engine 7 and the driver's cab 5. Furthermore, this improves the ease of assembly and maintenance of the steering gearbox 318 and the battery 230.

[0130] In addition, an oil filter 152 is provided in the area below the driver's seat 5 to filter the working oil in the drive unit (continuously variable transmission 323 and transmission 63). Therefore, the length of the hydraulic pipe 222 connecting the drive unit (continuously variable transmission 323 and transmission 63) and the oil filter 152 can be shortened, and the layout of the hydraulic pipe 222 becomes simple.

[0131] Within the upper part of the steering housing 318, a transverse main transmission input shaft 317 is arranged on one of the front and rear sides, separated by a rotary input shaft 316, and a transverse straight-line output shaft 350 is arranged on the other side. The main transmission input shaft 317 and the straight-line output shaft 350 extend parallel to each other in the left-right direction when viewed from above, and are rotatably supported in the steering housing 318. The main transmission input shaft 317 and the straight-line output shaft 350 are supported by protruding outwards (to the left) from the left side of the steering housing 318. The rotary output shaft 164, extending in a direction orthogonal to the straight-line output shaft 350, is supported by protruding outwards (to the rear) from the steering housing 318 on the rear side and below the straight-line output shaft 350.

[0132] The protruding end (left end) of the straight-line output shaft 350 is inserted into one end (right end) of the cylindrical shaft connector 351, thereby connecting the straight-line connecting rod 345 to the straight-line output shaft 350. A straight-line relay shaft 352, supported by a transmission output support bracket 328 fixed to the left front of the driver's cab 5, is inserted into the other end (left end) of the shaft connector 351. The left-right position of the straight-line connecting rod 435 is adjusted by adjusting the left-right position of the straight-line relay shaft 352 relative to the shaft connector 351.

[0133] One end (rear end) of the straight-moving relay arm 353, which extends in the front-rear direction, is fixed to the other end of the straight-moving relay shaft 352. Corresponding to the rotation of the straight-moving relay shaft 352, the other end (front end) of the straight-moving relay arm 353 swings up and down. The other end (front end) of the straight-moving relay arm 353 is connected to one end (upper end) of the vertically extending straight-moving connecting rod 354, and the other end (lower end) of the connecting rod 354 is connected to the straight-moving operating arm 355.

[0134] The straight-line connecting rod 345 is connected to the straight-line relay shaft 352, which extends in the left-right direction at a position on the extension line of the straight-line output shaft 350, via the shaft connecting body 351, and is pivotally supported by the transmission output support bracket 328 fixed to the support leg frame 312. As a result, the straight-line relay shaft 352 rotates together with the straight-line output shaft 350, causing the front end of the straight-line relay arm 353, fixed to the left end of the straight-line relay shaft 352, to swing. Furthermore, the straight-line connecting rod 354, pivotally mounted at both ends to the front end of the straight-line relay arm 353 and one end of the straight-line operating arm 355 respectively, moves up and down in response to the swing of the straight-line relay arm 353, thereby causing the straight-line operating shaft 325, whose protruding end (front end) is fixed to the other end of the operating arm 355, to rotate.

[0135] On the other hand, the rotary connecting rod 346 connects one end (right end) of the left-right extending first relay rod 363 to the other end (front end) of the output arm 362, which is fixed to the protruding end (rear end) of the rotary output shaft 361. The first relay rod 363 extends left-right behind the steering box 318, crossing the front side above the continuously variable transmission 323. The other end (left end) of the first relay rod 363 is connected to the first rotary relay arm 364, which is fixed to one end (front end) of the rotary relay shaft 365. The rotary relay shaft 365 is supported by a tubular shaft support 366.

[0136] On the other hand, one end (right end) of the second relay rod 368, which extends in the left-right direction, is connected to the other end (front end) of the rotary operating arm 369, which is fixed to the protruding end (rear end) of the rotary operating shaft 326. The second relay rod 368 extends in the left-right direction along the back of the gearbox 63 and the continuously variable transmission 323, and the other end (left end) of the second relay rod 368 is connected to the second rotary relay arm 367, which is fixed to one end (rear end) of the rotary relay shaft 365.

[0137] One end of the support plate 370 is fixed to the outer peripheral surface of the shaft support body 366, and the other end is fastened to the upper surface of the gearbox 63 by bolts. This fixes the shaft support body 366, which supports the rotary relay shaft 365, to the gearbox 63 and to the left side of the continuously variable transmission 323. In addition, a pipe fixing part 372 is provided on the outer peripheral surface of the shaft support body 366, through which the hydraulic pipe 223 connected to the gearbox 63 passes and is fixed in position.

[0138] The rotary connecting rod 346 causes the right end of the first relay rod 363, which extends in the left-right direction, to pivotally mount the output arm 362, which swings left and right in response to the rotation of the rotary output shaft 361, which protrudes behind the steering box 318. Therefore, in response to the swinging of the output arm 362, the first relay rod 363 moves in the left-right direction, causing the front end of the first rotary relay arm 364, whose base end is fixed to the front end of the rotary relay shaft 365, to swing left and right. This swinging of the front end of the first rotary relay arm 364 causes the rotary relay shaft 365, supported by the shaft support 366, to rotate, while simultaneously causing the front end of the second rotary relay arm 367, whose base end is fixed to the rear end of the rotary relay shaft 365, to swing left and right. Furthermore, the second relay rod 368, which is pivotally mounted at both ends to the front end of the second rotary relay arm 367 and one end of the rotary operating arm 369, moves left and right in response to the swing of the second rotary relay arm 367, thereby causing the rotary operating shaft 326, whose protruding end (rear end) is fixed to the other end of the operating arm 369, to rotate.

[0139] The main transmission input shaft 317 protrudes from the steering box 318 toward the center of the vehicle body 1 in the left-right direction. Furthermore, the protruding end (left end) of the main transmission input shaft 317 is pivotally supported by the main transmission input support bracket 381, which is fixed to the pedal frame 311 on the left side of the gearbox 63. Additionally, one end (front end) of the main transmission arm 382 is connected to the protruding end (left end) of the main transmission input shaft 317, and the other end (rear end) of the main transmission arm 382 is connected to the main transmission operating lever 322, which is connected to the main transmission lever 44.

[0140] The straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70, which change the power of the engine 7, are arranged in a rear-to-rear configuration on the left and right sides of the gearbox 63, on the side of the driver's cab (control unit) 5. The straight-line operating shaft 325 of the straight-line hydraulic continuously variable transmission 64 and the rotary operating shaft 326 of the rotary hydraulic continuously variable transmission 70 are arranged separately in the front-rear direction. Because the straight-line hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70 are arranged on the side of the driver's cab 5, a shorter connection structure relative to the steering box 318 can be formed.

[0141] Furthermore, the forward operating shaft 325 and the rotary operating shaft 326 are arranged front to back, forming the same positional relationship as the forward output shaft 350 and the rotary output shaft 361 arranged front to back in the steering box 318. This simplifies the construction of the linkage mechanism from the steering box 318 toward the forward hydraulic continuously variable transmission 64 and the rotary hydraulic continuously variable transmission 70, and allows for a compact arrangement of the continuously variable transmission 323 and the steering box 318 close together below the driver's cab 5.

[0142] The steering box 318 is positioned below the driver's console (operation unit) 5 and above the drive unit (continuously variable transmission 323 and transmission 63), with the straight-line output shaft 350 and the rotary output shaft 361 protruding from the steering box 318. The straight-line connecting rod 345, connecting the straight-line output shaft 350 and the straight-line operating shaft 325, and the rotary connecting rod 346, connecting the rotary output shaft 361 and the rotary operating shaft 326, are respectively positioned between the steering box 318 and the continuously variable transmission 323 when viewed from above. That is, the straight-line connecting rod 345 and the rotary connecting rod 346 are positioned together with the transmission 63 on the side of the driver's console 5, thus improving assembly and maintainability.

[0143] The straight-line connecting rod 345, which links the steering gearbox 318 and the straight-line operating shaft 325 (which serves as the straight-line output control unit), is supported on the outrigger frame 312 that supports the driver's cab 5. The steering gearbox 318 is fixed to a gearbox support crossbeam (gearbox support frame) 319 erected at the midpoint of the left and right outrigger frames 312 that support the driver's cab (operation unit) 5. Furthermore, the straight-line connecting rod 345 is supported on the left outrigger frame 312 on the side of the transmission 63 (continuously variable transmission 323).

[0144] The straight-line connecting rod 345, which links the steering gearbox 318 and the straight-line operating shaft 325 (straight-line output control unit) of the drive unit (CVT 323 and CVT 63), is supported by the outrigger frame 312 that supports the driver's cab 5. Therefore, even if the straight-line connecting rod 345 flexes or stretches due to vibrations of the drive unit (CVT 323 and CVT 63), the outrigger frame 312 supporting the driver's cab 5 provides high-rigidity support for the straight-line connecting rod 345, suppressing any movement or deformation of the straight-line connecting rod 345. Consequently, there is no significant deviation between the operation of the main gear lever 44 and the steering wheel 43 and the output of the drive unit (CVT 323 and CVT 63), preventing unexpected driving conditions.

[0145] A continuously variable transmission (CVT) 323, which internally houses a straight-line hydraulic CVT 64 and a rotary hydraulic CVT 70, is fixed above the right side of the transmission 63. A rotary connecting rod 346 is supported on the upper surface of the transmission 63 and on the side of the CVT 323. The rotary connecting rod 346 can be compactly and rigidly supported on the transmission 63, which shares the same vibrating system as the CVT 323, using the space between the feed chamber 11 and the control panel 5. Therefore, the deflection and stretching of the rotary connecting rod 346 caused by mechanical vibration are suppressed, and there is no significant deviation between the operation of the main shift lever 44 and the steering wheel 43 and the output of the drive unit (CVT 323 and transmission 63), preventing unexpected driving conditions.

[0146] Reference Figures 22-26 The installation structure of the ECU 401, which controls the motion control of the combine harvester, will be described. As can be seen from the foregoing description, in the embodiment, the pedal section 400, which is the space surrounded by the front of the traveling body 2, the outrigger frame 312 group, and the pedal frame 311 group, is a dead space. Therefore, the steering box 318, the continuously variable transmission 323, and the battery 230 are arranged in this space.

[0147] An ECU 401, which controls the movement of the combine harvester, is disposed on the front side of the pedal section 400. In this embodiment, a shielding plate 402 is mounted between the front center of the pedal frame 311 and the front center of the box support crossbeam 319 on the front side of the pedal section 400. The upper end of the shielding plate 402 is welded and fixed to the front center of the pedal frame 311. The lower end of the shielding plate 402 is welded and fixed to the front center of the box support crossbeam 319. That is, the shielding plate 402 is supported on the pedal section 400 (pedal frame 311 and box support crossbeam 319). The ECU 401 is fastened to the front surface of the shielding plate 402.

[0148] Therefore, with the pedal section 400 in between, the ECU 401 is located at the front, and the engine 7 is located at the rear. Furthermore, the steering box 318 and the shielding plate 402 are located between the ECU 401 and the engine 7, thus both the steering box 318 and the shielding plate 402 act as shields against heat emitted from the engine 7. With this configuration, the ECU 401 can be positioned around the driver's seat 5 (operation unit) as far away from the engine 7 as possible, thereby reducing the impact of heat from the engine 7 on the ECU 401. This achieves stable control and extended lifespan for the ECU 401. In particular, the shielding plate 402 effectively shields against heat emitted from the engine, thus significantly reducing the impact of heat from the engine 7 on the ECU 401.

[0149] The shielding plate 402 is larger than the ECU 401. Therefore, the periphery of the shielding plate 402 protrudes from the outer periphery of the ECU 401. Due to the presence of the periphery of the shielding plate 402, heat exhausted from the engine 7 is difficult to detour into the front surface of the ECU 401. Furthermore, in this embodiment, the lower central part of the shielding plate 402 has a notch, resulting in a downward-facing, approximately U-shaped form. The purpose of providing this notch 403 is to thin the shielding plate 402 and to allow outside air to blow towards the rear side of the ECU 401 or to release heat from the ECU 401.

[0150] The front of the ECU 401 is covered by the front surface cover 404 of the driver's cab 5. The battery 230, which supplies power to the pedal section 400, is positioned lower than the steering gearbox 318 and the gearbox support crossbar 319. Therefore, the ECU 401 is positioned higher than the battery 230. The battery 230 is positioned on the vehicle body 1 in a location where it will not be affected by mud or rainwater from fields (it will not be splashed with mud or water). Because the ECU 401 is positioned higher than the battery 230, it also has the advantage of more reliably eliminating the influence of mud or water on the ECU 401. In addition, since the ECU 401 and the battery 230 are arranged adjacent to each other, the electrical system can be made more compact.

[0151] The structure of each part of the invention is not limited to the illustrated embodiments, and various modifications can be made without departing from the spirit of the invention.

[0152] Explanation of reference numerals in the attached figures

[0153] 1. Running machine body

[0154] 3. Cutting section

[0155] 5. Driver's Platform

[0156] 7 Engines

[0157] 9 Threshing section

[0158] 11 Feeding Room

[0159] 311 Pedal Frame

[0160] 312 outrigger frame

[0161] 318 steering gearbox

[0162] 319 Box Support Frame

[0163] 400 pedal section

[0164] 401 ECU

[0165] 402 shielding panel

[0166] 403 Gap section

[0167] 404 front cover

Claims

1. A combine harvester comprising a cutting section mounted at the front of a traveling body equipped with an engine, a threshing section mounted at the rear of the traveling body and the cutting section, an operating section disposed on the front side of the threshing section, and an engine mounted below and rear of the operating section. Its features are, A battery is disposed in front of the engine on one side of the chassis of the vehicle. A hydraulic valve for operating the work machine is located behind the engine.

2. The combine harvester according to claim 1, characterized in that, The hydraulic valve is located below the grain bin from which the grains are removed from the threshing section.

3. The combine harvester according to claim 1, characterized in that, The hydraulic valve is a cutting and lifting hydraulic valve used to raise and lower the cutting section.

4. The combine harvester according to claim 1, characterized in that, The hydraulic valve is a hydraulic cylinder for raising and lowering the vehicle body.

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