Work vehicle

Abstract

To provide a work vehicle which is provided with a transmission case connected to the rear part of an engine and into which power from the engine is input, a front output shaft that protrudes forward from the transmission case and outputs toward a front traveling device, and a front transmission shaft that is connected to the front output shaft via a connector and transmits the power of the front output shaft toward the front traveling device, and in which a misalignment between the front output shaft and the front transmission shaft is suppressed or prevented.SOLUTION: A work vehicle is provided with a transmission shaft support member 20 which is held by a holding member 10a and supports a front transmission shaft 15. The work vehicle is further provided with a posture configuration mechanism 25 extending across the holding member 10a and the transmission shaft support member 20 and configuring a connection posture of the transmission shaft support member 20 relative to the holding member 10a to be a set connection posture. The set connection position is set to configure the posture of a front transmission shaft support portion 20b included in the transmission shaft support member 20 relative to the transmission case to be a set posture.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a work vehicle. [Background technology]

[0002] As shown in Patent Document 1, there is a work vehicle (multipurpose vehicle) that is equipped with an engine, a transmission case that is connected to the rear of the engine and into which power from the engine is input, a front output shaft that protrudes forward from the transmission case and outputs toward the front traveling device (front wheels), and a front transmission shaft (power take-off shaft) that is connected to the front output shaft via a connector and extends forward from the front output shaft to transmit the power of the front output shaft toward the front traveling device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-105329 Summary of the Invention [Problem to be solved by the invention]

[0004] When the connecting mechanism connecting the transmission case to the engine includes connecting bolts, the diameter of the bolt holes is larger than the outer diameter of the connecting bolts, which causes the connected orientation of the transmission case relative to the engine to differ depending on the alignment of the transmission case relative to the engine when connecting the transmission case to the engine. When the connected orientation of the transmission case relative to the engine differs, the orientation of the front output shaft protruding forward from the transmission case changes, such as facing upward or downward. When the orientation of the front output shaft changes, a misalignment occurs between the front output shaft and the front transmission shaft. When a misalignment occurs between the front output shaft and the front transmission shaft, the connector causes twisting between the front output shaft and the connector, respectively, resulting in wear on the front output shaft, the connector, and the front transmission shaft.

[0005] The present invention provides a work vehicle that can suppress or prevent misalignment between the front output shaft and the front transmission shaft. [Means for solving the problem]

[0006] The work vehicle according to the present invention comprises: The vehicle is equipped with an engine, a transmission case connected to the rear of the engine and into which power from the engine is input, a front output shaft that protrudes forward from the transmission case and outputs toward the front running device, a front transmission shaft that is connected to the front output shaft via a connector and extends forward from the front output shaft and transmits the power of the front output shaft toward the front running device, and a transmission shaft support member that is held by a holding member and supports the front transmission shaft, and a positioning mechanism is provided between the holding member and the transmission shaft support member that positions the connection position of the transmission shaft support member relative to the holding member to a set connection position, and the set connection position is set so as to position the front transmission shaft support part of the transmission shaft support member relative to the mission case to a set position.

[0007] According to this configuration, by appropriately setting the set connection posture, when the transmission shaft support member is connected to and held by the holding member in a state in which the connection posture of the transmission shaft support member relative to the holding member is set by the posture setting mechanism, the connection posture of the transmission shaft support member relative to the holding member is set to the set connection posture by the posture setting mechanism, the posture of the transmission shaft support portion of the transmission shaft support member relative to the transmission case is set to the set posture, and the front transmission shaft is supported by the transmission shaft support member in a state in which misalignment between the front output shaft and the front transmission shaft is suppressed or prevented. In other words, since the connection posture of the transmission shaft support member relative to the holding member is set to the set connection posture and the posture of the transmission shaft support portion relative to the transmission case is set to the set posture, misalignment between the front output shaft and the front transmission shaft can be suppressed or prevented.

[0008] In the present invention, The holding member is preferably the engine.

[0009] According to this configuration, even if the connection posture of the transmission case relative to the engine changes and the orientation of the front output shaft changes, the connection posture of the transmission shaft support member relative to the engine is set to a set connection posture by the posture setting mechanism, and the orientation of the transmission shaft support part of the transmission shaft support member relative to the mission case is set to a set posture, and the front output shaft is supported by the transmission shaft support member.Therefore, even if the orientation of the front output shaft changes due to a change in the connection posture of the transmission case relative to the engine, twisting between the front output shaft and the front transmission shaft at the connecting device can be suppressed or prevented.

[0010] In the present invention, Preferably, the connecting mechanism connecting the engine and the transmission case includes an engine-side connecting portion formed on the engine, a case-side connecting portion formed on the transmission case, a connecting member spanning the engine-side connecting portion and the case-side connecting portion, an engine-side connecting bolt that passes through a first bolt hole in the connecting member and an engine-side bolt hole in the engine-side connecting portion to fasten and connect the connecting member to the engine-side connecting portion, and a case-side connecting bolt that passes through a second bolt hole in the connecting member and a case-side bolt hole in the case-side connecting portion to fasten and connect the connecting member to the case-side connecting portion. The connecting mechanism further includes a first gap-filling cylindrical member that is fitted over the engine-side connecting bolt and extends between the first bolt hole and the engine-side bolt hole, and a second gap-filling cylindrical member that is fitted over the case-side connecting bolt and extends between the second bolt hole and the case-side bolt hole.

[0011] According to this configuration, the first gap filler fills the gaps caused by the difference in diameter between the first bolt hole and the engine-side connecting bolt, and the gaps caused by the difference in diameter between the engine-side bolt hole and the engine-side connecting bolt, thereby suppressing or preventing rattle of the connecting member relative to the engine-side connecting portion. The second gap filler fills the gaps caused by the difference in diameter between the second bolt hole and the case-side connecting bolt, and the gaps caused by the difference in diameter between the case-side bolt hole and the case-side connecting bolt, thereby suppressing or preventing rattle of the connecting member relative to the case-side connecting portion. By suppressing or preventing rattle of the connecting member relative to the engine-side connecting portion and the case-side connecting portion, changes in the connecting posture of the transmission case relative to the engine caused by the difference in diameter between the first bolt hole and the engine-side bolt hole and the engine-side connecting bolt, and the difference in diameter between the second bolt hole and the case-side bolt hole and the case-side connecting bolt, are suppressed or prevented. In other words, even if there is a difference in diameter between the first bolt hole and the engine-side bolt hole and the engine-side connecting bolt, and a difference in diameter between the second bolt hole and the case-side bolt hole and the case-side connecting bolt, changes in the connecting posture of the transmission case relative to the engine are suppressed or prevented, thereby suppressing or preventing changes in the orientation of the front output shaft and suppressing or preventing twisting between the front output shaft and the front transmission shaft in the connecting device.

[0012] In the present invention, Preferably, the connecting device comprises a connecting cylindrical portion that fits over the transmission spline shaft portion formed on the front output shaft and the passive spline shaft portion formed on the front transmission shaft, and a spline hole that is formed on the inner peripheral portion of the connecting cylindrical portion and engages with the transmission spline shaft portion and the passive spline shaft portion.

[0013] According to this configuration, the front output shaft and the front transmission shaft can be connected by a simple connecting structure that utilizes a spline structure.

[0014] In the present invention, it is preferable that a first fitting hole portion that fits onto an output fitting shaft portion formed on the front output shaft is formed in a portion of the connecting cylindrical portion that is located on the opposite side of the spline hole from the side on which the front transmission shaft is located, and a second fitting hole portion that fits onto a transmission fitting shaft portion formed on the front transmission shaft is formed in a portion of the connecting cylindrical portion that is located on the opposite side of the spline hole from the side on which the front output shaft is located.

[0015] According to this configuration, both the engagement between the first fitting hole portion and the output fitting shaft portion and the engagement between the second fitting hole portion and the passive fitting portion can suppress rattling between the transmission spline shaft portion of the front output shaft and the passive spline shaft portion of the front transmission shaft and the spline holes of the connecting device.Therefore, even though the front output shaft and the front transmission shaft are connected using a spline structure, misalignment of the axial centers between the front output shaft and the front transmission shaft in the connecting device can be suppressed or prevented. [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 2 is a side view of the multipurpose vehicle as seen from the left side. [Figure 2] FIG. 1 is a plan view of a utility vehicle. [Figure 3] FIG. [Figure 4] FIG. 4 is a cross-sectional view of a front output shaft, a first connector, and a first front transmission shaft. [Figure 5] FIG. 4 is a side view of the transmission shaft support member and the positioning mechanism. [Figure 6] 4 is a cross-sectional view showing a connection structure of a transmission shaft support member to a holding member. FIG. [Figure 7] FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 5. [Figure 8] FIG. 4 is a bottom view showing a connecting mechanism between the transmission case and the engine. [Figure 9] FIG. 10 is a side view showing the second connecting mechanism. [Figure 10] XX cross-sectional view of FIG. 9. DETAILED DESCRIPTION OF THE INVENTION

[0017] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will now be described with reference to the accompanying drawings. In the following explanation, with regard to the traveling body of a multipurpose work vehicle (an example of a "work vehicle"), the direction of arrow F shown in Figures 1 and 2 etc. is referred to as the "front of the vehicle body," the direction of arrow B shown in Figures 1 and 2 etc. is referred to as the "rear of the vehicle body," the direction of arrow U shown in Figure 1 is referred to as the "upper side of the vehicle body," the direction of arrow D shown in Figure 1 is referred to as the "lower side of the vehicle body," the direction towards the front of the page in Figure 1 and the direction of arrow L shown in Figure 2 etc. is referred to as the "left side of the vehicle body," and the direction towards the back of the page in Figure 1 and the direction of arrow R shown in Figure 2 etc. is referred to as the "right side of the vehicle body." The left-right direction of the vehicle body corresponds to the width direction of the vehicle body.

[0018] [Overall configuration of multipurpose vehicle] The utility vehicle shown in Figures 1 and 2 is used for multiple purposes such as transporting luggage and recreation. The utility vehicle is equipped with a traveling body 4 having a body frame 1, a pair of left and right front traveling units 2 steerably and drivably held at the front of the body frame 1, and a pair of left and right rear traveling units 3 drivably held at the rear of the body frame 1. In this embodiment, the front traveling units 2 and the rear traveling units 3 are tires and wheels. A riding section 5 is provided in a portion of the traveling body 4 between the front traveling units 2 and the rear traveling units 3. The riding section 5 is equipped with a driver's seat 6, a steering wheel 7 for steering the front traveling units 2, and a rope 8 that encloses the riding space. A luggage rack 9 is provided at the rear of the vehicle body.

[0019] As shown in FIGS. 1 and 2, an engine 10, a continuously variable transmission 11, and a transmission case 12 are provided below the cargo bed 9. The transmission case 12 is disposed behind the engine 10 and connected to the rear of the engine 10. The continuously variable transmission 11 is disposed on both sides of the engine 10 and the transmission case 12. In this embodiment, the continuously variable transmission 11 is a belt-type continuously variable transmission that uses a split pulley (not shown) whose belt winding diameter is variable and an endless rotating belt (not shown). As shown in FIGS. 2 and 3, a front output shaft 13 protrudes forward from the bottom of the transmission case 12. A first front transmission shaft 15, connected to the front portion of the front output shaft 13 by a first connector 14, extends forward from the front output shaft 13. A second front transmission shaft 17, connected to the front portion of the first front transmission shaft 15 by a second connector 16, extends forward from the first front transmission shaft 15. The front portion of the second front transmission shaft 17 and the input shaft 18a of the front differential mechanism 18 are connected by a third connector 19. In this embodiment, the second connector 16 and the third connector 19 are universal joints. The front differential mechanism 18 is housed in a front drive case 2a that supports the left and right front traveling devices 2 so that they can be driven.

[0020] The output of the engine 10 is input to the continuously variable transmission 11 and is continuously changed in speed, and the changed power is input to the transmission case 12. The power input to the transmission case 12 is changed in speed by a traveling gear transmission (not shown) provided inside the transmission case 12, and a front driving force toward the front traveling device 2 and a rear driving force toward the rear traveling device 3 are generated. The rear driving force from the traveling gear transmission is transmitted to a rear differential mechanism (not shown) provided inside the transmission case 12, and then transmitted from the rear differential mechanism to the left and right rear traveling devices 3. The front driving force from the traveling gear transmission is transmitted to the front output shaft 13, and then transmitted from the front output shaft 13 to the input shaft 18a via the first front transmission shaft 15 and the second front transmission shaft 17, and then input to the front differential mechanism 18, and then transmitted from the front differential mechanism 18 to the left and right front traveling devices 2.

[0021] [1st connector] As shown in FIG. 3, the first front transmission shaft 15 and the front output shaft 13 are connected by a first connector 14, and the power of the front output shaft 13 is transmitted to the first front transmission shaft 15.

[0022] As shown in Fig. 4, the first coupler 14 has a connecting tubular portion 14a that fits over the front output shaft 13 and the first front transmission shaft 15. The connecting tubular portion 14a has a spline hole 14b formed in its inner periphery. The spline hole 14b is configured to engage with a transmission spline shaft portion 13a formed on the front output shaft 13, and the spline hole 14b is configured to engage with a passive spline shaft portion 15a formed on the first front transmission shaft 15. Reference numerals 13c and 15c shown in Fig. 4 are O-rings, and reference numeral 14e is a dust seal.

[0023] The first connector 14 is spline-engaged with the front output shaft 13 and the first front transmission shaft 15 via the spline holes 14b, thereby connecting the front output shaft 13 and the first front transmission shaft 15 so that they can rotate together.

[0024] As shown in FIG. 4, a first fitting hole portion 14c is formed in the connecting cylindrical portion 14a at a location opposite the side where the first front transmission shaft 15 is located with respect to the spline hole 14b. The first fitting hole portion 14c is engaged with an output fitting shaft portion 13b formed on the front output shaft 13. The difference in diameter between the hole diameter and the shaft diameter at the engagement point between the output fitting shaft portion 13b and the first fitting hole portion 14c is set smaller than the difference in diameter between the hole diameter and the shaft diameter at the engagement point between the spline hole 14b and the transmission spline shaft portion 13a. A second fitting hole portion 14d is formed in the connecting cylindrical portion 14a at a location opposite the side where the front output shaft 13 is located with respect to the spline hole 14b. The second fitting hole portion 14d is engaged with a driven fitting shaft portion 15b formed on the first front transmission shaft 15. The difference in diameter between the hole diameter and the shaft diameter at the engagement point between the passive fitting shaft portion 15b and the second fitting hole portion 14d is set to be smaller than the difference in diameter between the hole diameter and the shaft diameter at the engagement point between the spline hole 14b and the passive spline shaft portion 15a.

[0025] If there is no engagement between the output fitting shaft portion 13b and the first fitting hole portion 14c and no engagement between the passive fitting shaft portion 15b and the second fitting hole portion 14d, misalignment of the front output shaft 13 and the first front transmission shaft 15 is likely to occur due to the difference in diameter between the hole diameter and the shaft diameter in the spline engagement between the front output shaft 13 and the first coupler 14 and due to the difference in diameter between the hole diameter and the shaft diameter in the spline engagement between the first front transmission shaft 15 and the first coupler 14. However, misalignment of the front output shaft 13 and the first front transmission shaft 15 is suppressed or prevented by the engagement between the output fitting shaft portion 13b and the first fitting hole portion 14c, in which the difference in diameter is small, and the engagement between the passive fitting shaft portion 15b and the second fitting hole portion 14d, in which the difference in diameter is small.

[0026] [Transmission shaft support member] 3, a transmission shaft support member 20 is provided across the first front transmission shaft 15 and the holding member 10a. In this embodiment, the holding member 10a is the engine 10. More specifically, the holding member 10a is a connecting member provided in the front part of the engine 10 to connect the engine 10 to an engine support part 1a provided on the body frame 1.

[0027] The transmission shaft support member 20 is configured to support a portion of the first front transmission shaft 15 that is located between the first coupler 14 and the second coupler 16 while being supported by the holding member 10a.

[0028] As shown in Fig. 5, connecting portions 20a are formed in two locations on the upper part of the transmission shaft support member 20. As shown in Fig. 6, the two connecting portions 20a are provided with bolt holes 21 and are configured to be connected to the holding member 10a by fastening them to the holding member 10a with connecting bolts 23 that are passed through the bolt holes 21 and engaged with threaded hole members 22 of the holding member 10a. As shown in Figs. 3 and 5, a front transmission shaft support portion 20b is provided at the tip of the transmission shaft support member 20. The front transmission shaft support portion 20b is configured to accommodate a bearing 24 that is fitted onto the first front transmission shaft 15.

[0029] The transmission shaft support member 20 is connected to the holding member 10a at two connecting portions 20a by connecting bolts 23 and is held by the holding member 10a, and rotatably supports the first front transmission shaft 15 via a bearing 24 at the front transmission shaft support portion 20b.

[0030] As shown in FIG. 5, a positioning mechanism 25 is provided between the transmission shaft support member 20 and the engine 10 .

[0031] As shown in FIGS. 5 and 7 , the attitude determination mechanism 25 includes a first attitude determination portion 26 formed on the upper portion of the transmission shaft support member 20, a second attitude determination portion 27 formed on the engine 10, and two attitude determination fixtures 28. The first attitude determination portion 26 has two first pin holes 26a, and the second attitude determination portion 27 has two second pin holes 27a. A pin shaft 28a is formed at the tip of each of the two attitude determination fixtures 28. In this embodiment, the first pin hole 26a and the second pin hole 27a are circular holes, and the pin shaft 28a is a circular shaft. However, the first pin hole 26a and the second pin hole 27a may have a shape other than a circle, such as an ellipse, rectangle, or triangle. In this case, the pin shaft 28a may have a shape other than a circle, such as an ellipse, rectangle, or triangle, corresponding to the shape of the first pin hole 26a and the second pin hole 27a. In this embodiment, the hole diameters of the two first pin holes 26a are the same, but the hole diameters of the two first pin holes 26a may be different sizes.

[0032] 7, in the attitude determination mechanism 25, the pin shaft 28a of the attitude determination tool 28 is inserted into one of the two first pin holes 26a and the corresponding second pin hole 27a, and the pin shaft 28a of the attitude determination tool 28 is inserted into the other of the two first pin holes 26a and the corresponding second pin hole 27a, thereby engaging the first attitude determination part 26 and the second attitude determination part 27 via the two pin shafts 28a, and because there is only a small difference in diameter between the two first pin holes 26a and the pin shafts 28a, the connection attitude of the transmission shaft support member 20 relative to the holding member 10a is set to the set connection attitude. The set connection attitude of the transmission shaft support member 20 is set so as to set the attitude of the front transmission shaft support part 20b relative to the transmission case 12 to the set attitude. The set posture of the front transmission shaft support portion 20b is set so that the posture of the front transmission shaft support portion 20b relative to the transmission case 12 is a posture that prevents or suppresses misalignment between the first front transmission shaft 15 and the front output shaft 13.

[0033] In other words, when the transmission shaft support member 20 is connected to the holding member 10a without using the positioning mechanism 25, the difference in diameter between the bolt hole 21 and the connecting bolt 23 is larger than the difference in diameter between the first pin hole 26a and the pin shaft 28a and is also larger than the difference in diameter between the second pin hole 27a and the pin shaft 28a, so the transmission shaft support member 20 is connected to the holding member 10a in a connected position different from the set connected position, causing the position of the front transmission shaft support portion 20b relative to the transmission case 12 to be different from the set position, and misalignment between the first front transmission shaft 15 and the front output shaft 13 is likely to occur. In contrast, when the transmission shaft support member 20 is connected to the holding member 10a using the positioning mechanism 25, the transmission shaft support member 20 is connected to the holding member 10a in the set connected position, causing the position of the front transmission shaft support portion 20b relative to the transmission case 12 to be the set position, and misalignment between the first front transmission shaft 15 and the front output shaft 13 is prevented or suppressed. The two positioning tools 28 are removed from the first positioning portion 26 and the second positioning portion 27 after the connection of the transmission shaft support member 20 to the holding member 10a is completed.

[0034] [Connection mechanism] 8, the engine 10 and the transmission case 12 are connected by connecting mechanisms 30 provided at two locations in the vehicle body width direction. In the following description, one of the two connecting mechanisms 30 will be referred to as a first connecting mechanism 30A, and the other of the two connecting mechanisms 30 will be referred to as a second connecting mechanism 30B. In this embodiment, the first connecting mechanism 30A is provided on the right side, and the second connecting mechanism 30B is provided on the left side.

[0035] As shown in Figure 8, the first connecting mechanism 30A includes first engine side connecting portions 31 formed at two locations on the rear of the engine 10, first case side connecting portions 32 formed at three locations on the front of the transmission case 12, and a first connecting member 33 located across the two first engine side connecting portions 31 and the three first case side connecting portions 32 to connect the two first engine side connecting portions 31 and the three first case side connecting portions 32.

[0036] As shown in Figure 8, the first connecting member 33 is connected to the first engine-side connecting part 31 by providing a bolt hole 33a in the first connecting member 33 and a bolt hole 31a in the first engine-side connecting part 31, and by engaging a first engine-side connecting bolt 34 passed through the bolt holes 31a, 33a in the first engine-side connecting part 31 and the first connecting member 33 with the threaded hole member 34a, and tightening the first connecting member 33 to the first engine-side connecting part 31 with the first engine-side connecting bolt 34.

[0037] As shown in Figure 8, the first connecting member 33 is connected to the first case side connecting portion 32 by having a bolt hole 33a formed in the first connecting member 33, and by inserting a first case side connecting bolt 35 through the bolt hole 33a and engaging it with a threaded hole formed in the first case side connecting portion 32, and tightening the first connecting member 33 to the first case side connecting portion 32 with the first case side connecting bolt 35.

[0038] As shown in Figures 8 and 9, the second connecting mechanism 30B includes second engine-side connecting portions 37 formed at three locations on the rear of the engine 10, second case-side connecting portions 38 formed at two locations on the front of the transmission case 12, a second connecting member 39 located between the three second engine-side connecting portions 37 and the two second case-side connecting portions 38 and connecting the three second engine-side connecting portions 37 and the two second case-side connecting portions 38, and a third connecting member 40 located between the three second engine-side connecting portions 37 and the two second case-side connecting portions 38 and connecting the three second engine-side connecting portions 37 and the two second case-side connecting portions 38.

[0039] As shown in Figure 10, the second connecting member 39 and the third connecting member 40 are connected to the second engine-side connecting portion 37 by providing a first bolt hole 41 in the second connecting member 39 and a second engine-side bolt hole 42 in the second engine-side connecting portion 37, engaging a second engine-side connecting bolt 43 that has been passed through the first bolt hole 41 and the second engine-side bolt hole 42 with a threaded hole provided in the third connecting member 40, and fastening the second connecting member 39 and the third connecting member 40 to the second engine-side connecting portion 37 with the second engine-side connecting bolt 43.

[0040] As shown in Figure 10, the second connecting member 39 and the third connecting member 40 are connected to the second case side connecting portion 38 by providing a second bolt hole 44 in the second connecting member 39 and a second case side bolt hole 45 in the second case side connecting portion 38, engaging a second case side connecting bolt 46 passed through the second bolt hole 44 and the second case side bolt hole 45 with a screw hole provided in the third connecting member 40, and tightening the second connecting member 39 and the third connecting member 40 to the second case side connecting portion 38 with the second case side connecting bolt 46.

[0041] 10 , a first gap-filling cylindrical member 47 is fitted over the second engine-side connecting bolt 43, spanning the first bolt hole 41 and the second engine-side bolt hole 42. The first gap-filling cylindrical member 47 narrows gaps that form between the second connecting member 39 and the second engine-side connecting part 37 and the second engine-side connecting bolt 43 due to the difference in diameter between the first bolt hole 41 and the second engine-side bolt hole 42, which is larger than the outer diameter of the second engine-side connecting bolt 43. A second gap-filling cylindrical member 48 is fitted over the second case-side connecting bolt 46, spanning the second bolt hole 44 and the second case-side bolt hole 45. The gaps that form between the second connecting member 39 and the second case side connecting portion 38 and the second case side connecting bolt 46 due to the difference in diameter between the hole diameter of the second bolt hole 44 and the hole diameter of the second case side bolt hole 45, which are larger than the outer diameter of the second case side connecting bolt 46, are narrowed by the second gap filling tube member 48.

[0042] Without the first gap filling cylindrical member 47 and the second gap filling cylindrical member 48, the connecting posture of the transmission case 12 relative to the engine 10 is allowed to change to some extent due to the difference in diameter between the respective hole diameters of the first bolt hole 41 and the second engine-side bolt hole 42 and the outer diameter of the second engine-side connecting bolt 43, and the difference in diameter between the respective hole diameters of the second bolt hole 44 and the second case-side bolt hole 45 and the outer diameter of the second case-side connecting bolt 46. If the connecting posture of the transmission case 12 relative to the engine 10 changes, the orientation of the front output shaft 13 changes, making it easier for the axis of the front output shaft 13 to become misaligned with the axis of the first front transmission shaft 15. In contrast, the gaps formed between the second connecting member 39 and the second engine side connecting portion 37 and the second engine side connecting bolt 43 are narrowed by the first gap-filling cylindrical member 47, and the gaps formed between the second connecting member 39 and the second case side connecting portion 38 and the second case side connecting bolt 46 are narrowed by the second gap-filling cylindrical member 48, thereby suppressing changes in the connecting posture of the transmission case 12 relative to the engine 10 and suppressing or preventing misalignment of the axial centers of the front output shaft 13 and the first front transmission shaft 15.

[0043] [Another embodiment] (1) In the above embodiment, the holding member 10a is the engine 10, but the holding member 10a may be something other than an engine, such as a body frame.

[0044] (2) In the above embodiment, an example was shown in which a first gap-filling cylindrical member 47 and a second gap-filling cylindrical member 48 were provided, but the first gap-filling cylindrical member 47 and the second gap-filling cylindrical member 48 may not be provided.

[0045] (3) In the above embodiment, the first connecting device 14 is splined with the front output shaft 13 and the first front transmission shaft 15, but this is not limited to this and the first connecting device 14 may be engaged with the front output shaft 13 and the first front transmission shaft 15 by a connecting pin.

[0046] (4) In the above-described embodiment, an example is shown in which the first fitting hole portion 14c, the output fitting shaft portion 13b, the second fitting hole portion 14d, and the passive fitting shaft portion 15b are provided, but the first fitting hole portion 14c, the output fitting shaft portion 13b, the second fitting hole portion 14d, and the passive fitting shaft portion 15b may not be provided. [Industrial Applicability]

[0047] The present invention is not limited to multipurpose vehicles, but can also be applied to various types of work vehicles such as tractors. [Explanation of symbols]

[0048] 2 Front running gear 10 Engine 12 Transmission case 13 Front output shaft 13a Transmission spline shaft 13b Output fitting shaft 14 1st connector (connector) 14a Connecting cylinder part 14b spline hole 14c First fitting hole 14d Second fitting hole 15 First front transmission shaft (front transmission shaft) 15a Passive spline shaft 15b Passive fitting shaft part 20 Transmission shaft support member 20b Transmission shaft support part 25 Attitude determination mechanism 30B 2nd connection mechanism (connection mechanism) 37 Second engine side coupling (engine side coupling) 38 Second case side connection part (case side connection part) 39 Second connecting member (connecting member) 41 First bolt hole 42 No. 2 engine side bolt hole (engine side bolt hole) 43 No. 2 engine side connecting bolt (engine side connecting bolt) 44 Second bolt hole 45 Second case bolt hole (case bolt hole) 46 Second case side connecting bolt (case side connecting bolt) 47 First gap filling cylinder member 48 Second gap filling cylinder member

Claims

1. The engine and a transmission case connected to a rear portion of the engine and receiving power from the engine; a front output shaft that protrudes forward from the transmission case and outputs toward a front traveling device; a front transmission shaft that is connected to the front output shaft via a connector and extends forward from the front output shaft to transmit power of the front output shaft toward the front traveling device; a transmission shaft support member that is held by the holding member and supports the front transmission shaft, a positioning mechanism is provided between the holding member and the transmission shaft support member to position the connection position of the transmission shaft support member relative to the holding member to a set connection position, The set coupling position is set so that the position of the front transmission shaft support portion of the transmission shaft support member relative to the transmission case is set to the set position.

2. 2. The work vehicle according to claim 1, wherein the holding member is the engine.

3. a connecting mechanism connecting the engine and the transmission case including an engine-side connecting portion formed on the engine, a case-side connecting portion formed on the transmission case, a connecting member spanning the engine-side connecting portion and the case-side connecting portion, an engine-side connecting bolt passing through a first bolt hole provided in the connecting member and an engine-side bolt hole provided in the engine-side connecting portion to fasten and connect the connecting member to the engine-side connecting portion, and a case-side connecting bolt passing through a second bolt hole provided in the connecting member and a case-side bolt hole provided in the case-side connecting portion to fasten and connect the connecting member to the case-side connecting portion, a first gap-filling cylindrical member fitted over the engine-side connecting bolt in a state of being fitted over the first bolt hole and the engine-side bolt hole, 2. The work vehicle according to claim 1, further comprising a second gap filling cylindrical member fitted over the case-side connecting bolt while being fitted between the second bolt hole and the case-side bolt hole.

4. 2. The work vehicle according to claim 1, wherein the coupling device comprises: a connecting cylindrical portion that fits over the transmission spline shaft portion formed on the front output shaft and the passive spline shaft portion formed on the front transmission shaft; and a spline hole that is formed on an inner peripheral portion of the connecting cylindrical portion and engages with the transmission spline shaft portion and the passive spline shaft portion.

5. 5. The work vehicle according to claim 4, wherein a first fitting hole portion that fits onto an output fitting shaft portion formed on the front output shaft is formed in a portion of the connecting cylindrical portion that is located on the opposite side of the spline hole from the side on which the front transmission shaft is located, and a second fitting hole portion that fits onto a passive fitting shaft portion formed on the front transmission shaft is formed in a portion of the connecting cylindrical portion that is located on the opposite side of the spline hole from the side on which the front output shaft is located.

Images