combine

Abstract

To suppress breakage of a fuel tank.SOLUTION: A combine comprises a traveling machine body 1, a reaping portion 3 attached to the front of the traveling machine body 1, and an engine 7 and a hydraulic oil tank 57, and a fuel tank 61. The engine 7 and the hydraulic oil tank 57 are arranged on the front side of the center in a front-back direction, in the traveling machine body 1. The fuel tank 61 is arranged on the rear side of the center in the front-back direction, in the traveling machine body 1.SELECTED DRAWING: Figure 10

Description

Technical Field

[0001] The present invention relates to a combine harvester.

Background Art

[0002] Conventionally, a combine harvester is well known in which a cutting unit is connected to the front of a traveling body equipped with an engine and a fuel tank, and a threshing unit provided with a threshing cylinder and a grain tank for storing grains are arranged side by side on the left and right on the traveling body (see Patent Documents 1 to 3).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the prior art disclosed in Patent Documents 1 to 3, the fuel tank is arranged at the rear of the traveling body, and there is a risk that the fuel tank may be damaged when an impact is applied from the rear of the body.

[0005] An object of the present invention is to suppress damage to the fuel tank.

Means for Solving the Problems

[0006] A combine harvester according to one aspect includes a traveling body, a cutting unit attached to the front of the traveling body, an engine and a hydraulic oil tank, and a fuel tank. The engine and the hydraulic oil tank are arranged on the front side of the center in the front-rear direction of the traveling body. The fuel tank is arranged on the rear side of the center in the front-rear direction of the traveling body. [Effects of the Invention]

[0007] This can prevent damage to the fuel tank. [Brief explanation of the drawing]

[0008] [Figure 1] This is a left side view of a combine harvester illustrating an embodiment of the present invention. [Figure 2] This is a right side view of the combine harvester. [Figure 3] This is a plan view of the combine harvester. [Figure 4] This is a diagram of the drive system of a combine harvester. [Figure 5] This is a perspective view of a combine harvester seen from a diagonal front angle. [Figure 6] This is a partial plan cross-sectional view of the threshing section. [Figure 7] This is a diagram of the drive system for the transmission case. [Figure 8] This is a front view showing the configuration of the engine room and threshing section. [Figure 9] This is a hydraulic circuit diagram showing the configuration of the hydraulic circuit for the work system. [Figure 10] This is a perspective view showing the configuration of the hydraulic circuit for the work system. [Figure 11] This is a perspective view of the threshing section, seen from a diagonal front angle. [Figure 12] This is a magnified view of the left side of the threshing section. [Figure 13] This is a plan cross-sectional view showing the configuration of the engine room and threshing section. [Figure 14] This is a front view showing the arrangement of hydraulic circuit components. [Figure 15] This is a hydraulic circuit diagram showing the configuration of the hydraulic circuit for the drive system. [Figure 16] This is a plan view showing the piping configuration of a hydraulic circuit. [Figure 17] This is a rear view of the combine harvester. [Figure 18] This is a plan view showing a partial cross-section of the rear of a combine harvester. [Figure 19]It is a perspective view of the rear part of the combine as seen from obliquely behind. [Figure 20] It is a perspective view of the fuel tank as seen from the lower side. [Figure 21] It is a left side view of the first fuel tank. [Figure 22] It is a perspective view of the periphery of the fuel tank with a part of the traveling body cut away. [Figure 23] It is a left side view of the second fuel tank. [Figure 24] It is a perspective view showing a part of the first fuel tank cut away. [Figure 25] It is a rear view showing the second fuel tank in cross section. [Figure 26] It is a plan view showing the second fuel tank in cross section.

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments embodying the present invention will be described based on the drawings (FIGS. 1 to 10) applied to a conventional combine. FIG. 1 is a left side view of the combine, FIG. 2 is a right side view thereof, and FIG. 3 is a plan view thereof. First, the schematic structure of the combine will be described while referring to FIGS. 1 to 3. In the following description, the left side toward the forward direction of the traveling body 1 is simply referred to as the left side, and the right side toward the forward direction is simply referred to as the right side.

[0010] As shown in FIGS. 1 to 3, the conventional combine in the embodiment includes a traveling body 1 supported by a pair of left and right rubber crawler belts 2 as a traveling part. At the front of the traveling body 1, a cutting part 3 for taking in uncut rice (or wheat or soybeans or corn) straw while cutting is mounted so as to be vertically adjustable by a single-acting lifting hydraulic cylinder 4.

[0011] On the left side of the traveling machine 1 is a threshing unit 9 for threshing the harvested grain stalks supplied from the harvesting unit 3. Below the threshing unit 9 is a grain sorting mechanism 10 for oscillating sorting and wind sorting. On the front right side of the traveling machine 1 is a driver's cab 5 where the operator sits. The engine 7, which serves as the power source, is located in the driver's cab 5 (below the driver's seat 42). Behind the driver's cab 5 (on the right side of the traveling machine 1) are a grain tank 6 for extracting grain from the threshing unit 9 and a grain discharge conveyor 8 for discharging the grain from the grain tank 6 toward a truck bed (or container, etc.). The grain discharge conveyor 8 is tilted outwards from the machine, and the grain from the grain tank 6 is transported by the grain discharge conveyor 8.

[0012] The harvesting unit 3 comprises a feeder house 11 connected to the threshing opening 9a at the front of the threshing unit 9, and a horizontally elongated bucket-shaped grain header 12 connected to the front end of the feeder house 11. A raking auger 13 (platform auger) is rotatably supported within the grain header 12. A raking reel 14 with a tine bar is positioned above the front of the raking auger 13. A clipper-shaped cutting blade 15 is positioned at the front of the grain header 12. Left and right dividers 16 are provided protruding from both the left and right sides of the front of the grain header 12. A supply conveyor 17 is also installed inside the feeder house 11. A beater 18 (front rotor) for feeding harvested grain stalks is provided at the end of the supply conveyor 17 (threshing opening 9a). Furthermore, the lower part of the feeder house 11 and the front end of the traveling machine body 1 are connected via a lifting hydraulic cylinder 4, and the harvesting unit 3 moves up and down by the lifting hydraulic cylinder 4, with the harvesting input shaft 89 (feeder house conveyor shaft), which will be described later, as the lifting pivot point.

[0013] With the above configuration, the tip end of the unharvested grain stalks between the left and right dividers 16 is raked in by the raking reel 14, the base end of the unharvested grain stalks is cut by the cutting blade 15, and the rotational drive of the raking auger 13 collects the harvested grain stalks near the entrance of the feeder house 11, closer to the center of the left-right width of the grain header 12. The entire amount of harvested grain stalks in the grain header 12 is transported by the supply conveyor 17 and fed into the threshing opening 9a of the threshing unit 9 by the beater 18. Furthermore, the grain header 12 is equipped with a horizontal control hydraulic cylinder (not shown) that rotates it around a horizontal control pivot axis, and the left-right inclination of the grain header 12 can be adjusted with the horizontal control hydraulic cylinder to support the grain header 12, the cutting blade 15, and the raking reel 14 horizontally with respect to the field surface.

[0014] Furthermore, as shown in Figures 1 and 3, a threshing drum 21 is rotatably mounted inside the threshing chamber of the threshing section 9. The threshing drum 21 is pivotally supported on a threshing drum shaft 20 (see Figure 4) that extends in the front-rear direction of the traveling machine body 1. A receiving net 24 for allowing grain to leak out is stretched across the lower side of the threshing drum 21. On the outer circumferential surface of the front of the threshing drum 21, spiral-shaped screw-blade-like intake blades 25 are provided, protruding radially outward.

[0015] With the above configuration, the harvested grain stalks fed in from the threshing opening 9a by the beater 18 are conveyed toward the rear of the traveling machine body 1 by the rotation of the threshing drum 21, and are mixed and threshed between the threshing drum 21 and the receiving screen 24. Threshed grains smaller than the mesh size of the receiving screen 24 leak through the receiving screen 24. Straw and other materials that do not leak through the receiving screen 24 are discharged into the field from the dust discharge port 23 at the rear of the threshing section 9 by the conveying action of the threshing drum 21.

[0016] Furthermore, a plurality of dust supply valves (not shown) are rotatably pivoted on the upper side of the threshing drum 21 to adjust the conveying speed of the threshed grain in the threshing chamber. By adjusting the angle of the dust supply valves, the conveying speed (residence time) of the threshed grain in the threshing chamber can be adjusted according to the variety and characteristics of the harvested grain stalks. On the other hand, a grain sorting mechanism 10 is located below the threshing section 9 and includes a oscillating sorting plate 26 for specific gravity sorting, which has a grain pan, chaff sieve, grain sieve, and straw rack.

[0017] Furthermore, the grain sorting mechanism 10 includes a fan-shaped winnowing machine 29 that supplies sorting air to the oscillating sorting plate 26. The threshed grain that has been threshed in the threshing drum 21 and leaked out from the receiving net 24 is sorted and removed into grain (first-grade grain such as polished grain), a mixture of grain and straw (second-grade grain such as grain with stems attached), and straw scraps by the specific gravity sorting action of the oscillating sorting plate 26 and the air sorting action of the fan-shaped winnowing machine 29.

[0018] Below the oscillating sorting plate 26, a grain sorting mechanism 10 is provided, consisting of a first conveyor mechanism 30 and a second conveyor mechanism 31. The grain (first grade) that falls from the oscillating sorting plate 26 due to sorting by the oscillating sorting plate 26 and the fan-shaped winnowing machine 29 is collected in the grain tank 6 by the first conveyor mechanism 30 and the grain lifting conveyor 32. The mixture of grain and straw (second grade) is returned to the sorting start end side of the oscillating sorting plate 26 via the second conveyor mechanism 31 and the second return conveyor 33, etc., and is sorted again by the oscillating sorting plate 26. Straw and other debris are configured to be discharged into the field from the dust discharge port 23 at the rear of the traveling machine body 1.

[0019] Furthermore, as shown in Figures 1 to 3, the driver's cab 5 is equipped with a control column 41 and a driver's seat 42 on which the operator sits. The control column 41 is equipped with an accelerator lever 40 for adjusting the rotational speed of the engine 7, a round steering wheel 43 for changing the direction of the machine 1 by the operator's rotational operation, a main gear lever 44 and a sub-gear lever 45 for switching the speed of the machine 1, a harvesting clutch lever 46 for driving or stopping the harvesting unit 3, and a threshing clutch lever 47 for driving or stopping the threshing unit 9. In addition, a sunshade roof 49 is attached to the front upper surface of the grain tank 6 via a sun visor support 48, and the sunshade roof 49 is configured to cover the upper side of the driver's cab 5.

[0020] As shown in Figures 1 and 2, left and right track frames 50 are arranged on the underside of the running body 1. The track frame 50 is equipped with a drive sprocket 51 that transmits power from the engine 7 to the track 2, a tension roller 52 that maintains tension on the track 2, a plurality of track rollers 53 that keep the ground-contacting side of the track 2 in contact with the ground, and an intermediate roller 54 that holds the non-ground-contacting side of the track 2. 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 ground-contacting side of the track 2, and the intermediate roller 54 supports the non-ground-contacting side of the track 2.

[0021] Next, the drive structure of the combine harvester will be described with reference to Figures 4 to 8. As shown in Figures 4 and 7, a linear hydraulic continuously variable transmission 64 for travel speed change, having a hydraulic linear pump 64a and a hydraulic linear motor 64b, is provided in the transmission case 63. The engine 7 is mounted on the upper right side of the front of the travel body 1, and the transmission case 63 is positioned on the front of the travel body 1 to the left of the engine 7. The output shaft 65 protruding to the left from the engine 7 and the transmission input shaft 66 protruding to the left from the transmission case 63 are connected via the engine output belt 67, the engine output pulley 68, and the transmission input pulley 69.

[0022] Furthermore, a steering-type hydraulic continuously variable transmission 70 having a hydraulic slewing pump 70a and a hydraulic slewing motor 70b is provided in the transmission case 63, and the output of the engine 7 is transmitted to the straight-line hydraulic continuously variable transmission 64 and the slewing hydraulic continuously variable transmission 70 via the transmission input shaft 66, while the output of the straight-line hydraulic continuously variable transmission 64 and the slewing hydraulic continuously variable transmission 70 is controlled by the steering handle 43, the main shift lever 44 and the sub-shift lever 45, and the left and right tracks 2 are driven via the straight-line hydraulic continuously variable transmission 64 and the slewing hydraulic continuously variable transmission 70, and the vehicle is configured to move around in fields and the like.

[0023] Furthermore, as shown in Figures 4 to 6 and Figure 8, a threshing cylinder drive case 71 is provided that pivotally supports the front end of the threshing cylinder shaft 20. The threshing cylinder drive case 71 is positioned on the front side of the threshing unit 9. The threshing cylinder input shaft 72 for driving the harvesting unit 3 and the threshing cylinder 21 is pivotally supported by the threshing cylinder drive case 71. In addition, a main counter shaft 76 is provided as a constant rotation shaft that passes through the left and right sides of the threshing unit 9. A work unit input pulley 83 is provided at the right end of the main counter shaft 76. The right end of the main counter shaft 76 is connected to the engine output pulley 68 on the output shaft 65 of the engine 7 via a threshing clutch 84 which also serves as a tension roller and a work unit drive belt 85.

[0024] In front of the threshing drum 21, there is a threshing drum input shaft 72 extending in the left-right direction of the traveling machine 1, beaters 18 positioned in the left-right direction of the traveling machine 1, and a harvesting input shaft 89 extending in the left-right direction of the traveling machine 1. The threshing drum input mechanism 90, which transmits the driving force of the main counter shaft 76 to the threshing drum input shaft 72, is equipped with threshing drum drive pulleys 86, 87 and a threshing drum drive belt 88. The threshing drum input mechanism 90 (threshing drum drive pulleys 86, 87 and threshing drum drive belt 88) is positioned at one end of the main counter shaft 76 on the engine 7 side to which the driving force from the engine 7 is transmitted, and the threshing drum 21 is driven at a constant rotational speed with the constant rotational output of the engine 7.

[0025] A beater drive mechanism and a harvesting drive mechanism, which transmit the driving force of the main counter shaft 76 to the beater shaft 82 and the harvesting input shaft 89, are provided on the other end of the main counter shaft 76. A sub-counter shaft 104 is positioned between the beater shaft 82 and the main counter shaft 76, and a power relay belt 113 is wound around power relay pulleys 105 and 106 provided on the main counter shaft 76 and the sub-counter shaft 104, forming a power relay mechanism that transmits power to the harvesting drive mechanism.

[0026] A harvesting drive belt 114 is wound around harvesting drive pulleys 107 and 108, respectively, provided on the sub-counter shaft 104 and the beater shaft 82, forming the beater drive mechanism. The harvesting drive belt 114 is tensioned by a harvesting clutch 109, which also serves as a tension roller, so that the rotational power from the engine 7 transmitted to the main counter shaft 76 is input to the beater shaft 82 via a power relay mechanism and the beater drive mechanism. Furthermore, the harvesting drive mechanism is configured to transmit the harvesting drive force from the engine 7 to the harvesting input shaft 89 via a harvesting drive chain 115 and sprockets 116 and 117 from the beater shaft 82, on which the beater 18 is pivotally supported. As a result, the harvesting unit 3 is driven at a constant rotational speed by the constant rotational output of the engine 7 together with the beater 18.

[0027] The winnowing shaft 100, which is the rotating shaft of the fan-shaped winnowing machine 29, has a hollow tubular shape, and the main counter shaft 76 is inserted into the hollow portion of the winnowing shaft 100. In other words, the main counter shaft 76 and the winnowing shaft 100 have a double shaft structure, and the main counter shaft 76 and the winnowing shaft 100 are pivotally supported so that they can rotate relative to each other. In addition, a winnowing drive belt 103 is wound around winnowing drive pulleys 101 and 102 provided on the sub-counter shaft 104 and the winnowing shaft 100, respectively, to constitute the winnowing drive mechanism. Accordingly, the rotational power from the engine 7 transmitted to the main counter shaft 76 is input to the beater shaft 82 via the power relay mechanism and the winnowing drive mechanism, and the winnowing machine 29 is driven at a constant rotational speed with the constant rotational output of the engine 7.

[0028] Furthermore, the machine housing 9b of the threshing unit 9 has a harvesting support frame 36 installed on the upper side of the front of the threshing machine housing support column 34 on the upper side of the traveling machine body 1. A harvesting bearing body 37 is attached to the front right side of the harvesting support frame 36, and a forward / reverse switching case 121, which will be described later, is attached to the front left side of the harvesting support frame 36. The harvesting input shaft 89 is pivotally supported on the front side of the harvesting support frame 36 via the harvesting bearing body 37 and the forward / reverse switching case 121 so as to be able to rotate left and right on the traveling machine body 1, and a left and right oriented beater shaft 82 (beater 18) is pivotally supported inside the harvesting support frame 36 via a beater bearing body 38. In addition, a thresher drive case 71 is attached to the upper side of the harvesting support frame 36, and a thresher input shaft 72 is pivotally supported on the thresher drive case 71.

[0029] On the other hand, the feeder house 11 is equipped with left-right oriented harvesting input shafts 89 that drive the supply conveyor 17. The harvesting driving force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is transmitted from the other end of the main counter shaft 76, which is on the opposite side of the engine 7, to the forward / reverse transmission shaft 122 of the harvesting forward / reverse switching case 121. The harvesting input shafts 89 are driven via the forward rotation bevel gear 124 or the reverse rotation bevel gear 125 of the harvesting forward / reverse switching case 121.

[0030] Furthermore, left-right threshing drum input shafts 72 are provided on the front side of the threshing unit 9, and the driving force transmitted from the engine 7 to one end of the main counter shaft 76 on the engine 7 side is transmitted to one end of the threshing drum input shaft 72 on the engine 7 side. The threshing drum input shafts 72 provided on the front side of the threshing unit 9 are arranged in the left-right direction of the traveling machine 1, while the threshing drum 21 is pivotally supported on a threshing drum shaft 20 arranged in the front-rear direction of the traveling machine 1. The front end of the threshing drum shaft 20 is connected to the left and right ends of the threshing drum input shaft 72 opposite to the engine 7 via a bevel gear mechanism 75. The driving force of the engine 7 is transmitted from the left and right ends of the main counter shaft 76 opposite to the engine 7 to the grain sorting mechanism 10 or the harvesting unit 3 for sorting the grain after threshing.

[0031] Specifically, the right end of the threshing drum input shaft 72 is connected to the right end of the main counter shaft 76, which is closer to the engine 7, via threshing drum drive pulleys 86, 87 and a 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 a bevel gear mechanism 75. Power from the engine 7 is transmitted from the right end of the main counter shaft 76 to the front end of the threshing drum shaft 20 via the threshing drum input shaft 72, causing the threshing drum 21 to rotate in one direction. On the other hand, the driving force of the engine 7 is transmitted from the left end of the main counter shaft 76 to the grain sorting mechanism 10 located below the threshing section 9.

[0032] Furthermore, the left end of the main counter shaft 76 is connected to the left end of the first conveyor shaft 77 of the first conveyor mechanism 30 and to the left end of the second conveyor shaft 78 of the second conveyor mechanism 31 via a conveyor drive belt 111. The left end of the second conveyor shaft 78 is connected to the left end of the crank-shaped oscillating drive shaft 79 that pivotally supports the rear of the oscillating sorting platen 26 via an oscillating sorting belt 112. In other words, the threshing clutch 84 is controlled to turn on and off by the operator's operation of the threshing clutch lever 47. The operation of turning on the threshing clutch 84 drives each part of the grain sorting mechanism 10 and the threshing drum 21.

[0033] Furthermore, the grain lifting conveyor 32 is driven via the first conveyor shaft 77, and the first sorted grain from the first conveyor mechanism 30 is collected in the grain tank 6. In addition, the second return conveyor 33 is driven via the second conveyor shaft 78, and the second sorted grain (second grade) mixed with straw debris from the second conveyor mechanism 31 is returned to the upper side of the oscillating sorting plate 26. In addition, in a structure in which a spreader (not shown) for scattering straw debris is provided at the dust discharge port 23, the left end of the main counter shaft 76 is connected to the spreader via a spreader drive pulley (not shown) and a spreader drive belt (not shown).

[0034] The supply conveyor 17 is equipped with a harvesting input shaft 89 as a conveyor input shaft that pivots at the end of the supply process. The header drive shaft 91 is rotatably pivoted on the rear right side of the grain header 12. The left end of the forward / reverse transmission shaft 122 is connected to the left end of the beater shaft 82 via a harvesting drive chain 115 and sprockets 116, 117, and the harvesting input shaft 89 is connected to the forward / reverse transmission shaft 122 via a forward / reverse switching case 121. In addition, the right end of the harvesting input shaft 89 is connected to the left end of the header drive shaft 91, which extends in the left-right direction, via a header drive chain 118 and sprockets 119, 120. The raking shaft 93 pivots the raking auger 13. The middle part of the header drive shaft 91 is connected to the right side of the raking shaft 93 via a raking drive chain 92.

[0035] The system also includes a reel shaft 94 that supports the raking reel 14. The right end of the raking 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 cutting blade 15 is connected to the right end of the header drive shaft 91 via a cutting blade drive crank mechanism 98. The supply conveyor 17, raking auger 13, raking reel 14, and cutting blade 15 are driven and controlled by the on / off operation of the harvesting clutch 109, so as to continuously harvest the ear-side of the unharvested grain stalks in the field.

[0036] Furthermore, a forward rotation bevel gear 124 integrally formed on the forward / reverse transmission shaft 122, a reverse rotation bevel gear 125 rotatably supported on the harvesting input shaft 89, and an intermediate bevel gear 126 connecting the forward rotation bevel gear 124 to the reverse rotation bevel gear 125 are housed within the forward / reverse rotation switching case 121. The intermediate bevel gear 126 is always meshed with the forward rotation bevel gear 124 and the reverse rotation bevel gear 125. Meanwhile, a slider 127 is slidably spline-engaged and supported on the harvesting input shaft 89. The slider 127 is configured to be detachably engaged with the forward rotation bevel gear 124 via a claw-clutch shaped forward rotation clutch 128, and the slider 127 is configured to be detachably engaged with the reverse rotation bevel gear 125 via a claw-clutch shaped reverse rotation clutch 129.

[0037] Furthermore, the system is equipped with a forward / reverse switching shaft 123 for sliding the slider 127, and a forward / reverse switching arm 130 is provided on the forward / reverse switching shaft 123. By operating the forward / reverse switching lever 212 (forward / reverse operating tool), the forward / reverse switching arm 130 is swung, rotating the forward / reverse switching shaft 123, causing the slider 127 to move toward or away from the forward / reverse bevel gear 124 or the reverse / reverse bevel gear 125. The slider 127 is selectively locked to the forward / reverse bevel gear 124 or the reverse / reverse bevel gear 125 via a forward / reverse clutch 128 or the reverse clutch 129, and the harvesting input shaft 89 is connected to the forward / reverse transmission shaft 122 in either a forward / reverse or reverse direction.

[0038] The structure includes a forward / reverse switching case 121 as a forward / reverse switching mechanism for driving the supply conveyor 17 in the forward or reverse direction, and the supply conveyor 17 is connected to the beater shaft 82 via the forward / reverse switching case 121. Therefore, the supply conveyor 17 of the feeder house 11 can be reversed by operating the forward / reverse switching case 121, and jammed straw inside the feeder house 11 can be quickly removed.

[0039] The right end of the auger drive shaft 158 ​​is connected to the output shaft 65 of the engine 7 via a tension pulley-shaped auger clutch 156 and an auger drive belt 157. The front end of the lateral auger 160 at the bottom of the grain tank 6 is connected to the left end of the auger drive shaft 158 ​​via a bevel gear mechanism 159. The longitudinal auger 162 of the grain discharge conveyor 8 is connected to the rear end of the lateral 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 auger 162 via a bevel gear mechanism 163. The system also includes a grain discharge lever 155 for operating the auger clutch 156. The grain discharge lever 155 is mounted behind the driver's seat 42 and on the front of the grain tank 6, allowing the operator to operate the grain discharge lever 155 from the driver's seat 42 side.

[0040] Next, the power transmission structure of the transmission case 63 will be described with reference to Figures 4 and 7. As shown in Figures 4 and 7, the transmission case 63 is provided with a hydraulic continuously variable transmission 64 for straight-line driving (main driving speed transmission) having a pair of straight-line pumps 64a and straight-line motors 64b, and a hydraulic continuously variable transmission 70 for slewing having a pair of slewing pumps 70a and slewing motors 70b. The pump shafts 258 and 259 of the straight-line pumps 64a and slewing pumps 70a are gear-connected to the transmission input shaft 66 of the transmission case 63 and driven accordingly. An engine output belt 67 is wrapped around a transmission input pulley 69 on the transmission input shaft 66. The output of the engine 7 is transmitted to the transmission input pulley 69 via the engine output belt 67, driving the straight-line pumps 64a and slewing pumps 70a.

[0041] The driving force output from the output shaft 65 of engine 7 is transmitted via the engine output belt 67 and the transmission input shaft 66 to the pump shaft 258 of the straight pump 64a and the pump shaft 259 of the slewing pump 70a, respectively. In the straight hydraulic continuously variable transmission 64, the power transmitted to the pump shaft 258 is used to appropriately supply hydraulic fluid from the straight pump 64a to the straight motor 64b. Similarly, in the slewing hydraulic continuously variable transmission 70, the power transmitted to the pump shaft 259 is used to appropriately supply hydraulic fluid from the slewing pump 70a to the slewing motor 70b.

[0042] Furthermore, a transmission charge pump 151 for supplying hydraulic fluid to each of the hydraulic pumps 64a, 70a and each of the hydraulic motors 64b, 70b is attached to the pump shaft 259. The linear hydraulic continuously variable transmission 64 is configured to arbitrarily adjust the rotation direction and rotation speed of the linear motor shaft 260 protruding from the linear motor 64b by changing the inclination angle of the rotating swash plate in the linear pump 64a according to the amount of operation of the main shift lever 44 located on the steering column 41 or the steering handle 43, thereby changing the discharge direction and discharge amount of hydraulic fluid to the linear motor 64b.

[0043] The rotational power of the straight-line motor shaft 260 is transmitted from the straight-line transmission gear mechanism 250 to the auxiliary transmission gear mechanism 251. The auxiliary transmission gear mechanism 251 has an auxiliary low-speed gear 254, an auxiliary medium-speed gear 255, and an auxiliary high-speed gear 256, which are switched by auxiliary transmission shifters 252 and 253. The auxiliary transmission lever 45 located on the control column 41 is configured to selectively switch the output rotational speed of the straight-line motor shaft 260 to one of three speed settings: low, medium, or high. There is a neutral position (a position where the output of the auxiliary transmission is zero) between the low, medium, and high speeds of the auxiliary transmission.

[0044] A drum-type parking brake 266 is provided on the parking brake shaft 265 (sub-transmission output shaft) located on the output side of the sub-transmission gear mechanism 251. Rotational power from the sub-transmission gear mechanism 251 is transmitted from the sub-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. In addition, a straight-line pulse generating rotating wheel 292 is provided on the parking brake shaft 265, and a straight-line vehicle speed sensor (not shown) is configured to detect the rotational speed of the straight-line output (straight-line vehicle speed = shift output of the sub-transmission output gear 267).

[0045] Each of the left and right planetary gear mechanisms 268 comprises one sun gear 271, multiple planetary gears 272 that mesh with the sun gear 271, a ring gear 273 that meshes with the planetary gears 272, and a carrier 274 that rotatably arranges the multiple planetary gears 272 on the same circumference. The carriers 274 of the left and right planetary gear mechanisms 268 are arranged opposite each other on the same axis with an appropriate spacing between them. A center gear 276 is fixed to the sun gear shaft 275 on which the left and right sun gears 271 are mounted.

[0046] Each of the left and right ring gears 273 is arranged concentrically on the sun gear shaft 275, with its inner teeth on the inner circumference meshing with multiple planetary gears 272. The outer teeth on the outer circumference 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 turning output, which will be described later. Each ring gear 273 is rotatably supported on the left and right forced differential output shafts 277, which protrude outward from the outer surface of the carrier 274. The left and right axles 278 are connected to the left and right forced differential output shafts 277 via final gears 278a and 278b. The left and right drive sprockets 51 are attached to the left and right axles 278. Therefore, the rotational power transmitted from the auxiliary transmission gear mechanism 251 to the left and right planetary gear mechanisms 268 is transmitted from the left and right axles 278 to each drive sprocket 51 in the same direction and at the same rotational speed, driving the left and right tracks 2 in the same direction and at the same rotational speed, causing the vehicle body 1 to move in a straight line (forward, backward).

[0047] The slewing hydraulic continuously variable transmission 70 is configured to arbitrarily adjust the rotation direction and rotation speed of the slewing motor shaft 261 protruding from the slewing motor 70b by changing the tilt angle of the rotating swash plate in the slewing pump 70a in accordance with the amount of rotational operation of the main shift lever 44 or the steering handle 43 located on the steering column 41, thereby changing the discharge direction and discharge amount of hydraulic fluid to the slewing motor 70b. Furthermore, a slewing pulse generating rotating wheel 294 is provided on the steering counter shaft 280, which will be described later, and a slewing rotation sensor (slewing vehicle speed sensor) (not shown) is configured to detect the rotation speed (slewing vehicle speed) of the steering output of the slewing motor 70b.

[0048] Furthermore, the transmission case 63 includes a wet multi-plate type slewing brake 279 (steering brake) mounted on the slewing motor shaft 261 (steering input shaft), a steering counter shaft 280 connected to the slewing motor shaft 261 via a reduction gear 281, a steering output shaft 285 connected to the steering counter shaft 280 via a reduction gear 286, a left input gear mechanism 282 connecting the steering output shaft 285 to the left ring gear 273 via a reversing gear 284, and a right input gear mechanism 283 connecting the steering output shaft 285 to the right ring gear 273. The rotational power of the slewing motor shaft 261 is transmitted to the steering counter shaft 280. The rotational power transmitted to the steering counter shaft 280 is transmitted to the left ring gear 273 as reverse rotational power via the left intermediate gear 287 and the reverse gear 284 on the steering output shaft 285 in the left input gear mechanism 282, while the rotational power is transmitted to the right ring gear 273 as forward rotational power via the right intermediate gear 288 on the steering output shaft 285 in the right input gear mechanism 283.

[0049] When the auxiliary transmission gear mechanism 251 is in the neutral position, power transmission from the straight motor 64b to the left and right planetary gear mechanisms 268 is blocked. When the auxiliary transmission gear mechanism 251 outputs an auxiliary transmission value other than neutral, power is transmitted from the straight motor 64b to the left and right planetary gear mechanisms 268 via the auxiliary low-speed gear 254, the auxiliary medium-speed gear 255, or the auxiliary high-speed gear 256. On the other hand, when the output of the slewing pump 70a is in the neutral position and the slewing brake 279 is engaged, power transmission from the slewing motor 70b to the left and right planetary gear mechanisms 268 is blocked. When the output of the slewing pump 70a is set to a state other than neutral and the slewing brake 279 is disengaged, the rotational power of the slewing motor 70b is transmitted to the left ring gear 273 via the left input gear mechanism 282 and the reversing gear 284, while it is transmitted to the right ring gear 273 via the right input gear mechanism 283.

[0050] As a result, when the slewing motor 70b rotates forward (or backward), the left ring gear 273 rotates in the opposite direction but at the same speed, while the right ring gear 273 rotates in the forward (or backward) direction. 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 via the sub-transmission gear mechanism 251 or the differential mechanism 257, respectively, and the vehicle speed (traveling speed) and direction of travel of the mobile body 1 are determined.

[0051] In other words, when the straight motor 64b is driven with the slewing motor 70b stopped and the left and right ring gears 273 fixed in place, the rotational output from the straight motor shaft 260 is transmitted to the left and right sun gears 271 at the same rotational speed on both sides. Through the planetary gears 272 and carriers 274, the left and right tracks 2 are driven in the same direction at the same rotational speed, causing the vehicle body 1 to travel in a straight line.

[0052] Conversely, when the straight-line motor 64b is stopped and the left and right sun gears 271 are fixed in place, and the slewing motor 70b is driven, the rotational power from the slewing motor shaft 261 causes the left ring gear 273 to rotate forward (reverse) and the right ring gear 273 to rotate backward (forward). As a result, one of the drive sprockets 51 of the left and right tracks 2 rotates forward and the other rotates backward, causing the vehicle body 1 to change direction in place (pivot spin turn).

[0053] Furthermore, by driving the left and right sun gears 271 with the straight motor 64b and driving the left and right ring gears 273 with the slewing motor 70b, a speed difference is created between the left and right tracks 2, causing the vehicle body 1 to turn left or right (U-turn) with a turning radius larger than the pivot turning radius while moving forward or backward. The turning radius at this time is determined according to 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 constantly transmitted to the left and right tracks 2.

[0054] Next, with reference to Figures 9 to 16, the working hydraulic circuit 180 and the traveling hydraulic circuit 200 in the conventional combine harvester of this embodiment will be described. As shown in Figures 9 to 14, the working hydraulic circuit 180 includes, as hydraulic actuators, a harvesting lifting hydraulic cylinder 4, left and right reel lifting hydraulic cylinders 27L and 27R that support the raking reel 14 so that it can be raised and lowered, an auger lifting hydraulic cylinder 55 that supports the grain discharge auger 164 so that it can be raised and lowered, left and right machine lifting hydraulic cylinders 56L and 56R that raise and lower the traveling machine body 1, a hydraulic oil tank 57 for storing hydraulic oil, a hydraulic pump 59 connected to the hydraulic oil tank 57 via an oil filter 58, and hydraulic valves 60A to 60E for switching the flow of hydraulic oil. The hydraulic valves 60A to 60E are incorporated into a hydraulic valve unit 60 mounted on the traveling machine body 1.

[0055] A hydraulic pump 59 is hydraulically connected to the harvesting lifting hydraulic cylinder 4 via a harvesting lifting hydraulic valve 60A. By tilting the harvesting posture lever (not shown) in the operating unit (operator's cab) 5 in the forward and backward directions, the harvesting lifting hydraulic cylinder 4 is activated, allowing the operator to raise and lower the harvesting unit 3 to any height (e.g., harvesting height or non-working height). On the other hand, a hydraulic pump 59 is hydraulically connected to the reel lifting hydraulic cylinders 27L and 27R via a reel lifting hydraulic valve 60B. By tilting the harvesting posture lever (not shown) in the left and right directions, the reel lifting hydraulic cylinders 27L and 27R are activated, allowing the operator to raise and lower the raking reel 14 to any height and harvest the unharvested grain stalks in the field.

[0056] A hydraulic pump 59 is hydraulically connected to the auger lifting hydraulic cylinder 55 via the auger lifting hydraulic valve 60C. By tilting the grain discharge lever 155 in the operating unit (operator's cab) 5 in the forward and backward directions, the auger lifting hydraulic cylinder 55 is activated, allowing the operator to raise and lower the grain discharge opening of the grain discharge auger 164 on the grain discharge conveyor 8 to any desired height. The electric motor 165 rotates the grain discharge auger 164 horizontally together with the vertical feed auger 162 and the bevel gear mechanism 163, moving the grain discharge opening laterally. In other words, the grain discharge opening is positioned above the truck bed or container, and the grain from the grain tank 6 is discharged into the truck bed or container.

[0057] The hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the left machine lifting hydraulic cylinder 56L via the left machine lifting hydraulic valve 60D. On the other hand, the hydraulic oil tank 57 and the work hydraulic pump 59 are hydraulically connected to the right machine lifting hydraulic cylinder 56R via the right machine lifting hydraulic valve 60E. By operating the left and right machine lifting hydraulic cylinders 56L and 56R independently of each other, the left and right sides of the traveling machine 1 are raised and lowered independently.

[0058] Therefore, when the hydraulic cylinders 56L and 56R for raising and lowering the left and right track frames 50, 50 are simultaneously operated, the vehicle body 1 moves upward (rises) relative to the contact points of the tracks 2, 2 on both sides, and the relative height (vehicle height) of the vehicle body 1 relative to the contact points of the tracks 2, 2 increases. Conversely, when the left and right track frames 50, 50 are simultaneously raised relative to the vehicle body 1, the vehicle body 1 moves closer to the contact points of the tracks 2, 2 on both sides (descends), and the relative height (vehicle height) of the vehicle body 1 relative to the contact points of the tracks 2, 2 decreases.

[0059] Then, by activating the left hydraulic cylinder 56L for lifting the left body to lower the left track frame 50 relative to the vehicle body 1, or by activating the right hydraulic cylinder 56R for lifting the right track frame 50 relative to the vehicle body 1 (or by performing both actions simultaneously), the vehicle body 1 will tilt downwards to the right. Conversely, by activating the right hydraulic cylinder 56R for lifting the right body to lower the right track frame 50 relative to the vehicle body 1, or by activating the left hydraulic cylinder 56L for lifting the right track frame 50 relative to the vehicle body 1 (or by performing both actions simultaneously), the vehicle body 1 will tilt downwards to the left.

[0060] The hydraulic oil tank 57, hydraulic pump 59, and hydraulic valve unit 60 are each mounted on the traveling body 1 and are connected to each other via hydraulic piping 181 to 183. On the traveling body 1, the hydraulic oil tank 57 is installed on the front left side, while the hydraulic pump 59 is fixed to the front of the engine 7 mounted on the front right side, and the oil filter 58 housed inside the hydraulic oil tank 57 and the hydraulic pump 59 are connected by hydraulic piping 181. Furthermore, the hydraulic valve unit 60 is positioned on the traveling body 1 behind the engine 7, and the discharge side of the hydraulic pump 59 is connected to the hydraulic valve unit 60 via hydraulic piping 182. In addition, the hydraulic valve unit 60 is connected to the hydraulic oil tank 57 via hydraulic piping 183, which serves as a hydraulic oil return pipe.

[0061] The hydraulic oil tank 57 is installed on the traveling machine body 1 in a space enclosed by the feeder house 11 and the beater 18, with the engine 7 and the hydraulic oil tank 57 positioned side by side at the front of the traveling machine body 1. In other words, the hydraulic oil tank 57 is located in the space enclosed by the feeder house 11 and the machine housing of the threshing unit 9, which prevents dust from the harvesting unit 3 from accumulating in the hydraulic oil tank 57 and prevents contamination of the hydraulic oil by dust entering from the oil inlet 184, etc. Furthermore, because cooling air from the engine 7 flows into the space where the hydraulic oil tank 57 is installed, the rise in hydraulic oil temperature can be suppressed without installing an oil cooler on the working hydraulic circuit 180, and each hydraulic component can be driven properly.

[0062] The hydraulic oil tank 57 has an oil filler port 184 protruding to the left side (outside the machine) on its left side (outside the machine), and houses an oil filter 58 that can be inserted and removed from the left side. Therefore, by removing the threshing cover 185 located on the left side (outside the machine) of the threshing unit 9, the oil filler port 184 and the oil filter 58 can be easily accessed. As a result, refueling the hydraulic oil tank 57 and replacing the oil filter 58 becomes easier, and the maintainability of the hydraulic circuit 180 is improved.

[0063] Furthermore, hydraulic pipes 181 and 183, which connect to the hydraulic oil tank 57, are routed to the left and right in front of the hydraulic oil tank 57 and the engine 7, with hydraulic pipe 182 connecting the hydraulic pump 59 and the oil filter 58, which are located in front of the engine 7. In other words, hydraulic pipes 181 and 183 bypass the front of the engine 7 and extend towards the hydraulic oil tank 57 along the output shaft 65 of the engine 7. Also, hydraulic pipes 182 and 183 extend to the rear, passing below the cooling fan located on the right side of the engine 7, and are connected to the hydraulic valve unit 60. Therefore, hydraulic pipes 181 to 183 are arranged in a position where they are less affected by radiant heat from the engine 7 and have a shorter pipe length, thereby suppressing the temperature of the hydraulic oil flowing through the hydraulic pipes from rising.

[0064] As shown in Figures 14 to 16, the travel hydraulic circuit 200 includes a straight pump 64a, a straight motor 64b, a slewing pump 70a, a slewing motor 70b, a transmission charge pump 151, an oil filter 152, and an oil cooler 153. In the straight hydraulic continuously variable transmission 64, the straight pump 64a and the straight motor 64b are connected in a closed loop by a straight closed oil passage 201. On the other hand, in the slewing hydraulic continuously variable transmission 70, the slewing pump 70a and the slewing motor 70b are connected in a closed loop by a slewing closed oil passage 202. The rotational power of engine 7 drives the linear pump 64a and the swivel pump 70a, and by controlling the swash plate angle of the linear pump 64a and the swivel pump 70a, the discharge direction and discharge amount of hydraulic fluid to the linear motor 64b and the swivel motor 70b are changed, causing the linear motor 64b and the swivel motor 70b to operate in forward and reverse directions.

[0065] The drive hydraulic circuit 200 includes a straight valve 203 that switches in response to manual operation of the main shift lever 44, and a straight cylinder 204 connected to the transmission charge pump 151 via the straight valve 203. When the straight valve 203 is switched, the straight cylinder 204 operates, changing the swash plate angle of the straight pump 64a, and performing a straight-line shift operation that continuously changes or reverses the rotation speed of the straight motor shaft 260 of the straight motor 64b.

[0066] The travel hydraulic circuit 200 includes a slewing valve 206 that switches in response to manual operation of the steering handle 43, and a slewing cylinder 207 connected to the transmission charge pump 151 via the slewing valve 206. When the slewing valve 206 is switched in, the slewing cylinder 207 operates, changing the swash plate angle of the slewing pump 70a, and performing a left-right slewing operation by continuously changing or reversing the rotation speed of the slewing motor shaft 261 of the slewing motor 70b, causing the travel machine 1 to change direction left or right, allowing it to change direction or correct its course at the headland of the field.

[0067] The intake side of the transmission charge pump 151 is connected to a strainer 217 located inside the transmission case 63 via a hydraulic pipe 208. The discharge side of the transmission charge pump 151 is connected to a charge introduction oil passage 218 via a hydraulic pipe 209, and an oil filter 152 is installed along the hydraulic pipe 209. A charge branch oil passage 219, which is connected to both closed oil passages 201 and 202, is connected downstream of the charge introduction oil passage 218. Therefore, while the engine 7 is running, hydraulic fluid from the transmission charge pump 151 is constantly supplied to both closed oil passages 201 and 202.

[0068] Furthermore, the charge branch oil passage 219 is connected to the straight cylinder 204 via the straight valve 203 and to the swivel cylinder 207 via the swivel valve 206. In addition, the charge branch oil passage 219 is connected to the transmission case 63 via the excess relief valve 220 and the hydraulic piping 210, and an oil cooler 153 is installed along the hydraulic piping 210. Therefore, when excess hydraulic fluid from the transmission charge pump 151 is returned to the transmission case 63 via the excess relief valve 220, it is cooled by the oil cooler 153.

[0069] Next, the engine room 146 in which the engine 7 is installed will be described with reference to Figures 8, 13, and 14. As shown in Figures 8, 13, and 14, a pair of left and right engine room support columns 147 are erected on the upper surface of the traveling machine 1, behind the driver's cab 5, and a back panel 148 is stretched between the left and right engine room support columns 147 to cover the rear of the engine room 146 below the driver's seat 42. In addition, a box-shaped wind tunnel case 170 is erected on the right engine room support column 147, which is located at the right end of the driver's cab 5 on the traveling machine 1, via an opening / closing pivot shaft 171. A dust removal net is stretched over the outer opening on the right side of the wind tunnel case 170, and the presence of the dust removal net prevents straw and other debris from entering the inside of the wind tunnel case 170 and, consequently, the inside of the engine room 146.

[0070] A water-cooling radiator 154 is erected inside the wind tunnel case 170 on the upper side of the traveling body 1, and the radiator 154 is positioned opposite the cooling fan 149 of the engine 7. A shroud 150 is installed to cover the entire ventilation range of the radiator 154, and the cooling fan 149 is positioned in an opening formed in this shroud 150. An oil cooler 153 is also installed inside the wind tunnel case 170. The rotation of the cooling fan 149 draws in outside air (cooling air) into the wind tunnel case 170 from the outer opening on the right side of the wind tunnel case 170, and sends the dust-removed cooling air into the engine room 146 from the inner opening on the left side of the wind tunnel case 170. As a result, the oil cooler 153, radiator 154, and engine 7 are cooled by the cooling air flowing into the engine room 146.

[0071] Next, the configuration around the harvesting support frame 36, which forms part of the machine housing 9b of the threshing unit 9, will be explained with reference to Figures 5, 6, 8, and 11 to 14. As shown in Figures 5, 6, 8, and 11 to 14, the harvesting support frame 36 has left and right harvesting support columns (front support frames) 36a erected from the upper surface of the traveling machine body 1 at the front positions of each of the left and right threshing machine housing columns (rear support frames) 34, and upper and lower harvesting support frame beam frames 36b and 36c that connect the left and right threshing machine housing columns 34 and the left and right harvesting support columns 36a at the front and rear. The harvesting support frame beam frames 36b and 36c are installed on the upper and middle ends and intermediate parts, respectively, of the harvesting support columns 36a and threshing machine housing columns 34, which are positioned at the front and rear.

[0072] The ends of the left and right beater bearing bodies 38 are connected at the midpoint of the upper and lower harvesting support frame beam frames 36b and 36c, which are provided on the left and right sides, and the beater 18 is pivotally supported within the harvesting support frame 36 by the left and right beater bearing bodies 38. The harvesting support frame 36 is provided with side plates 186 that cover the left and right sides of the beater 18, a top plate 187 that covers the top of the beater 18, a front plate 188 that covers the front of the beater 18, and a bottom plate 189 that covers the bottom of the beater 18. In other words, the harvesting support frame 36 has a closed space above the lower beam frame 36c that connects the rear end of the feeder house 11 and the threshing opening 9a. The beater 18 is installed in this closed space to smoothly guide the grain stalks from the supply conveyor 17 to the threshing opening 9a.

[0073] The side plate 186 is installed to seal the area enclosed by the support columns 34, 36a and the beam frames 36b, 36c, and has a hole through which the beater shaft 82, which is pivotally supported by the beater bearing body 38 located outside the side plate 186, passes. The top plate 187 is mounted on the left and right beam frames 36b, and the threshing drum drive case 71 is installed on its upper surface. The front plate 188 is connected to the front edge and upper edge of the top plate 187 and extends downward toward the feeder house 11. The front edge of the bottom plate 189 is connected to the rear edge of the bottom plate 190 of the feeder house 11, and the rear edge of the bottom plate 189 is connected to the front edge of the bottom surface of the threshing opening 9a in front of the threshing drum 21, and the bottom plate 189 acts as a guide plate for the grain stalks from the feeder house 11 to the threshing opening 9a.

[0074] A hydraulic oil tank 57 is installed in the space below the space where the beater 18 is installed in the harvesting support frame 36, and the top of the hydraulic oil tank 57 is covered by a bottom plate 189. The front of the hydraulic oil tank 57 is covered by a front cover plate 191 connected to the bottom plate 189. A fan-shaped winnowing machine 29 is provided behind the hydraulic oil tank 57, and the outer circumference of the winnowing machine 29 is covered by a winnowing machine cover plate 192. Therefore, within the harvesting support frame 36, the hydraulic oil tank 57 is installed in the space enclosed by the bottom plate 189, the front cover plate 191, and the winnowing machine cover plate 192.

[0075] The space for installing the hydraulic oil tank 57, formed by the bottom plate 189, the front cover plate 191, and the winnowing cover plate 192, forms a passage with openings on both sides and communicates with the engine room 146 on the right side. The machine housing 9b of the threshing unit 9 is equipped with left and right threshing side plates 193, and the front edge of the right threshing side plate 193 is fixed to the right threshing machine housing support 34, which is located in front of the engine room support 147. Therefore, a portion of the cooling air taken in from the outside by the cooling fan 149 passes through the engine room 146 and flows into the space for installing the hydraulic oil tank 57 in the harvesting support frame 36, cooling the hydraulic oil tank 57.

[0076] Furthermore, a portion of the cooling air passing through the engine room 146 flows into the air passage formed by the winnowing machine cover plate 192 at the rear of the space where the hydraulic oil tank 57 is installed, due to the rotation of the winnowing machine 29. This creates an airflow that flows in the front-rear direction in the space between the engine room 146 and the threshing unit 9, and outside air is drawn in from the front of the traveling machine 1, guided by this front-rear airflow. This outside air flows from the front of the traveling machine 1 into the space where the hydraulic oil tank 57 is installed, and together with a portion of the cooling air from the engine room 146, it cools the hydraulic oil tank 57. In other words, the exhaust air from the engine 7 flows actively towards the winnowing machine 29, causing outside air to flow into the space where the hydraulic oil tank 57 is installed along with a portion of the cooling air from the engine 7, thereby enhancing the cooling effect of the hydraulic oil tank 57.

[0077] As described above, by configuring the cooling air from the engine compartment 146 to pass through the hydraulic oil tank 57, it is possible to suppress the rise in the temperature of the working oil circulating in the working hydraulic circuit 180, including the hydraulic oil tank 57. Therefore, not only is it unnecessary to provide an oil cooler in the working hydraulic circuit 180, but by making the working hydraulic circuit 180 and the drive hydraulic circuit 200 separate systems, it is possible to provide an oil cooler 153 only in the drive hydraulic circuit 200. As a result, the capacity of the oil cooler 153 can be reduced, and the cooling efficiency of the radiator 154 and engine 7, which are located downstream of the oil cooler 153 in the cooling airflow, can be improved.

[0078] Furthermore, a sub-counter shaft 104, which receives driving force from the engine 7, is pivotally supported on the threshing machine casing support (rear support frame) 34, and the beater shaft 82 of the beater 18 is pivotally supported by a beater bearing body 38 connected to the upper and lower harvesting support frame beam frames 36b, 36c. A harvesting input shaft 89, pivotally supported at a position forward of the harvesting support column (front support frame) 36a, penetrates the feeder house 11. The machine is equipped with a first power transmission mechanism (a beater drive mechanism using drive pulleys 107, 108 and a harvesting drive belt 114) that transmits the rotational power of the sub-counter shaft 104 to the beater shaft 82, and a second power transmission mechanism (a harvesting drive mechanism using a harvesting drive chain 115 and sprockets 116, 117) that transmits the rotational power of the beater shaft 82 to the harvesting input shaft 89. Furthermore, the oil inlet 184 of the hydraulic oil tank 57 and the oil filter 58 are located in the area enclosed by the first and second power transmission mechanisms and the front harvesting support column 36a. This allows for refueling the hydraulic oil tank 57 and replacing the oil filter 58 without removing the transmission material (chain or belt) in the first and second power transmission mechanisms, thereby improving the maintainability of the hydraulic circuit 180.

[0079] Furthermore, the threshing unit 9 pivotally supports the winnowing machine 29 on the rear side of the threshing machine casing support (rear support frame) 34, and a main counter shaft 76, which is rotatable relative to the winnowing machine shaft 100 of the winnowing machine 29, passes through the inside of the winnowing machine shaft 100. The main counter shaft 76 receives power from the engine 7 and transmits power to the sub-counter shaft 104, and the rotational power of the sub-counter shaft 104 is branched and transmitted to the winnowing machine shaft 100 and the beater shaft 82, respectively. The drive system for driving the harvesting unit 3, the grain sorting mechanism 10, and the winnowing machine 29 is concentrated on the left side (outside the machine) of the threshing unit 9, allowing the front right side (inside the machine) of the threshing unit 9 to be opened. Therefore, the right side of the space for installing the hydraulic oil tank 57 at the front lower side of the threshing unit 9 can be opened, allowing a large amount of cooling air to be guided into the hydraulic oil tank 57 space.

[0080] Next, the structure of the fuel tank 61 and its surroundings will be described with reference to Figures 17 to 24. The fuel tank 61 comprises a first fuel tank 301 (fuel tank) and a second fuel tank 302 (separate fuel tank) arranged side by side in the left-right direction on the traveling body 1. The internal spaces of the first and second fuel tanks 301 and 302 are connected to each other. The first fuel tank 301 is located at the rear of the traveling body 1, between the grain tank 6 (grain tank) and the threshing unit 9. The second fuel tank 302 is located below and behind the threshing unit 9.

[0081] Since the first fuel tank 301 is located between the grain tank 6 and the threshing unit 9, the space between the grain tank 6 and the threshing unit 9 can be effectively utilized, and the first fuel tank 301 can be placed on the vehicle body 1 without increasing its size. Also, since the second fuel tank 302 is located below the rear of the threshing unit 9, the space below the threshing unit 9 can be effectively utilized, and the second fuel tank 302 can be placed on the vehicle body 1 without increasing its size. Furthermore, since the fuel tank 61 is divided into the first fuel tank 301 and the second fuel tank 302, the total capacity of the fuel tank 61 can be increased while effectively utilizing the available space on the vehicle body 1.

[0082] The first fuel tank 301 has a roughly rectangular parallelepiped shape that is elongated from front to back. The rear end of the first fuel tank 301 is located behind the dust outlet 23 of the threshing unit 9. The area behind the dust outlet 23 is covered by a dust outlet cover body 23a, which has openings on its front, bottom, and lower rear sides. In this embodiment, the openings of the dust outlet cover body 23a do not constitute the dust outlet 23. Also, as shown in Figure 18, in plan view, the front and rear corners of the left side 301a (the side facing the dust outlet 23) of the first fuel tank 301 are cut out. As a result, a rearward-sloping left side 301b (sloping surface) is formed on the rear end side of the left side 301a of the first fuel tank 301, and a frontward-sloping left side 301c is formed on the front end side of the left side 301a. In plan view, the rearward-sloping left side 301b slopes from front to rear toward the opposite side from the dust outlet 23. Furthermore, the front-sloping left side 301c slopes from rear to front in a plan view, away from the threshing section 9.

[0083] A portion of the rearward-sloping left side 301b of the first fuel tank 301 is positioned behind the dust outlet 23 of the threshing unit 9. This prevents the diffusion of straw debris, including stalks, discharged from the dust outlet 23 from being obstructed by the first fuel tank 301. It also reduces the impact of straw debris discharged from the dust outlet 23 onto the first fuel tank 301, thereby reducing damage to the first fuel tank 301 by straw debris and the adhesion of straw debris to the first fuel tank 301.

[0084] As shown in Figure 18, the front-sloping left side surface 301c of the first fuel tank 301 is positioned behind the base end of the second reinforcing conveyor 33 of the threshing unit 9. The formation of the front-sloping left side surface 301c allows the first fuel tank 301 to be positioned within the space enclosed by the traveling machine 1, the grain tank 6, and the threshing unit 9 without interfering with the second reinforcing conveyor 33. Furthermore, the formation of the front-sloping left side surface 301c provides space between the threshing unit 9 and the first fuel tank 301 for guiding the fuel supply pipe 331, described later, from below the second fuel tank 302 to above the traveling machine 1.

[0085] The upper rear portion 301d of the first fuel tank 301 slopes downward from front to rear. A cylindrical fuel filler port 303, whose tip is sloped backward, is provided projecting from the upper rear portion 301d. In addition to the fuel filler port 303 for refueling the first fuel tank 301 being located at the rear end of the vehicle body 1, the fuel filler port 303 is sloped upward and backward, which improves the convenience of refueling operations performed from the rear of the vehicle body 1.

[0086] Furthermore, because the rear upper portion 301d slopes downward from front to rear, the fuel filler port 303, which protrudes perpendicular to the surface of the rear upper portion 301d, has its tip inclined backward. As a result, the angle of the fuel filler port 303 can be adjusted to a desired angle by adjusting the degree of inclination of the rear upper portion 301d, without having to inclin the central axis of the substantially cylindrical fuel filler port 303 in the direction perpendicular to the surface of the rear upper portion 301d. Therefore, compared to curving the fuel filler port to obtain a desired fuel filler port angle or inclining the fuel filler port relative to the surface to which it is connected, the first fuel tank 301 can simplify the shape of the fuel filler port 303 and the connection structure with the rear upper portion 301d, thereby reducing manufacturing costs and improving connection strength.

[0087] Incidentally, as explained with reference to Figures 10 to 14, the fuel inlet 184 of the hydraulic oil tank 57 is located on the traveling machine body 1 in the space enclosed by the feeder house 11 and the beater 18, that is, in the front left area of ​​the traveling machine body 1. Also, as shown in Figures 1 and 13, the left side of the hydraulic oil tank 57 is covered by a removable threshing cover 185 that constitutes the machine housing. On the other hand, the fuel inlet 303 of the fuel tank 61, which has the first and second fuel tanks 301 and 302, is located at the rear of the traveling machine body 1. In this way, the fuel inlet 184 of the hydraulic oil tank 57 and the fuel inlet 303 of the fuel tank 61 are located at positions far apart from each other on the traveling machine body 1, so that fuel refueling operators do not accidentally refuel the hydraulic oil tank 57.

[0088] Furthermore, the hydraulic oil tank 57 is covered by a threshing cover 185, and when supplying hydraulic oil to the hydraulic oil tank 57 through the fuel inlet 184, it is usually necessary to remove the threshing cover 185. On the other hand, as shown in Figure 17, the fuel inlet 303 of the fuel tank 61 (first fuel tank 301) is exposed at the rear of the traveling machine body 1, and it is not necessary to remove the threshing cover 185 or other cover when supplying fuel to the fuel tank 61. In this way, by making the refueling process for the hydraulic oil tank 57 and the refueling process for the fuel tank 61 significantly different, it is possible to prevent the refueling operator from mistakenly supplying hydraulic oil or fuel to the hydraulic oil tank 57 and the fuel tank 61.

[0089] As shown in Figure 17, the upper right portion 301e of the first fuel tank 301 is inclined downward from left to right. The upper right portion 301e is positioned along the inclined surface of the lower left side of the grain tank 6. As a result, the first fuel tank 301 is housed within the space enclosed by the traveling body 1, the grain tank 6, and the threshing unit 9 without interfering with the grain tank 6, and this space is effectively utilized.

[0090] As shown in Figures 17 to 19, the second fuel tank 302 has a roughly rectangular parallelepiped shape that is elongated horizontally. The capacity of the second fuel tank 302 is larger than that of the first fuel tank 301. The second fuel tank 302 is located in the rear left region of the traveling body 1, below the rear of the oscillating sorting plate 26 of the threshing unit 9. The rear upper portion 302a of the second fuel tank 302 is inclined downward from front to rear along the dust discharge flow guide plate 23b provided at the dust discharge port 23 of the threshing unit 9. This allows for effective use of the space inside the threshing unit 9 below the dust discharge flow guide plate 23b.

[0091] As shown in Figures 18 and 20, a first fuel tank side connection port 301f located on the lower left side of the first fuel tank 301 and a second fuel tank side connection port 302b located on the lower right side of the second fuel tank 302 are connected by a connecting pipe 304. The connecting pipe 304 passes through the internal spaces of both the first fuel tank 301 and the second fuel tank 302. This allows fuel to flow between the first fuel tank 301 and the second fuel tank 302 via the connecting pipe 304.

[0092] As shown in Figures 20 to 23, the first fuel tank 301 has a protrusion 301g on its lower surface. On the lower surface of the first fuel tank 301, a lower step portion 301k is formed between the rear inclined left side 301b, the right side 301h, the front side 301i, and the rear side 301j and the protrusion 301g. The second fuel tank 302 also has a protrusion 302c on its lower surface. On the lower surface of the second fuel tank 302, a lower step portion 302f is formed between the front side 302d and the rear side 302e and the protrusion 302c.

[0093] At the rear of the mobile body 1, there are front and rear mobile body frames 305 extending in the front-rear direction and a pair of first and second left and right mobile body frames 306 and 307 extending in the left-right direction. The mobile body 1 has the following frames arranged in order from the right side: right frame 308, center right frame 309, center left frame 310, and left frame 311. These frames 308 to 311 extend from the front to the rear of the mobile body 1 and are arranged parallel to each other. The rear ends of the right frame 308 and the center right frame 309 are positioned further back than the rear ends of the center left frame 310 and the left frame 311.

[0094] The first and second left and right fuselage frames 306 and 307 are positioned perpendicular to frames 308-311 and connected to the upper surfaces of frames 308-311. The first left and right fuselage frames 306 are positioned behind the second left and right fuselage frames 307 and are positioned on the upper surfaces of the rear ends of the right frame 308 and the central right frame 309, and on the upper surfaces of both rear ends of the central left frame 310 and the left frame 311.

[0095] The front and rear aircraft frames 305 are positioned above the central right frame 309, between the first left and right aircraft frames 306 and the second left and right aircraft frames 307, and are positioned along the central right frame 309. The front and rear aircraft frames 305 have an inverted U-shaped cross-section, and the inner walls of the left and right lower ends of the front and rear aircraft frames 305 are fixed to the upper left and right sides of the central right frame 309. The upper surfaces of the front and rear aircraft frames 305 are positioned at a height slightly lower than or at the same height as the upper surfaces of the first and second left and right aircraft frames 306 and 307.

[0096] The rear ends of the right frame 308 and the central right frame 309 are positioned behind the first left and right machine frame 306 and are connected by the rear left and right frames 312, which are positioned parallel to the first left and right machine frame 306. The rear left and right frames 312 are connected to the upper surfaces of the rear ends of the right frame 308 and the central right frame 309. A vertical feed auger support member 162a, which rotatably supports the lower end of the case body of the bevel gear mechanism 161, is fixed to the upper central surface of the rear left and right frames 312. A connecting member 313 with a roughly L-shaped cross-section is connected to the intersection of the rear left and right frames 312 and the central right frame 309. The connecting member 313 is connected to the rear end and left side of the central right frame 309 and to the left end surface and rear side of the rear left and right frames 312.

[0097] As shown in Figures 20 to 22, the first fuel tank 301 is positioned relative to the mobile body 1 by having a protruding portion 301g fitted onto the mobile body frames 305, 306, and 307 from the upper side. The lower stepped portion 301k of the first fuel tank 301 is positioned on the upper surface of the mobile body frames 305, 306, and 307 via three first buffer members 314 provided for each of the mobile body frames 305, 306, and 307. Since the first fuel tank 301 is positioned by having the protruding portion 301g fitted onto the mobile body frames 305, 306, and 307, it becomes easy to align the first fuel tank 301 when it is placed on the mobile body 1. In addition, the protruding portion 301g restricts the movement of the first fuel tank 301 in the front-rear and rightward directions, so that the position of the first fuel tank 301 placed on the mobile body 1 is prevented.

[0098] As shown in Figures 20 and 23, the second fuel tank 302 is positioned relative to the vehicle body 1 by having its protruding portion 302c fitted onto the first and second left and right vehicle body frames 306 and 307 from the upper side. The lower stepped portion 302f of the second fuel tank 302 is positioned on the upper surface of the first and second left and right vehicle body frames 306 and 307 via two second buffer members 315 provided for each of the first and second left and right vehicle body frames 306 and 307. Since the second fuel tank 302 is positioned by having its protruding portion 302c fitted onto the first and second left and right vehicle body frames 306 and 307, alignment of the second fuel tank 302 when it is placed on the vehicle body 1 becomes easier. In addition, the protruding portion 302c restricts the movement of the second fuel tank 302 in the front-rear direction, so displacement of the second fuel tank 302 when it is placed on the vehicle body 1 is prevented. The cushioning members 314 and 315 are made of elastic materials such as rubber.

[0099] Furthermore, as shown in Figures 17 to 19 and Figures 21 to 23, the first and second fuel tanks 301 and 302 are fixed to the vehicle body 1 by fastening bands 316 or 317 that are attached along the front-rear direction. One first fastening band 316 or two second fastening bands 317 are attached in a half-wrap manner to the upper surface of the first and second fuel tanks 301 and 302. A first hook body 316a or a second hook body 317a is fixed to the front end of the first and second fastening bands 316 and 317. The first and second hook bodies 316a and 317a are hooked onto a first band fastening member 318 or a second band fastening member 321 fixed to the upper front side of the second left and right vehicle body frames 307.

[0100] The rear end of the first fastening band 316 is fixed to a substantially L-shaped fixing bracket 319 fixed to the left side of the connecting member 313 via a first adjustment bolt 320a. The first adjustment bolt 320a is inserted from the bottom to the top into a hole provided in the horizontal portion 319a of the fixing bracket 319. The rear end of the second fastening band 317 is connected to the first left and right aircraft frame 306 via a second adjustment bolt 322a. The second adjustment bolt 322a is inserted through holes provided on the top and bottom surfaces of the first left and right aircraft frame 306, respectively, from the bottom to the top of the first left and right aircraft frame 306.

[0101] A first nut 316b or a second nut 317b is fixed to the upper surface of the rear end of the first and second fastening bands 316 and 317. The first and second nuts 316b and 317b are fitted onto the tip of the first adjustment bolt 320a or the second adjustment bolt 322a and secured by the first fixing nut 320b or the second fixing nut 322b.

[0102] As shown in Figures 20 to 23, the lower surfaces of the first and second fuel tanks 301 and 302 are covered by three fuel tank lower cover bodies 323. Each fuel tank lower cover body 323 is connected to the front side of the first left and right airframe frame 306 and the rear side of the second left and right airframe frame 307 via mounting brackets. The fuel tank lower cover bodies 323 prevent foreign matter from coming into contact with or adhering to the first and second fuel tanks 301 and 302 and the connecting pipe 304 from below. In addition, since the rear end of the central right frame 309 is positioned below the rear right portion of the first fuel tank 301, the central right frame 309 prevents foreign matter from coming into contact with or adhering to the rear lower surface of the first fuel tank 301.

[0103] As shown in Figures 10 and 17-19, a first vent pipe 324 or a second vent pipe 325 is connected to the upper surfaces of the first and second fuel tanks 301 and 302. One end of the first vent pipe 324 is connected to a first vent hole 301m located on the left side of the upper surface of the first fuel tank 301. One end of the second vent pipe 325 is connected to a second vent hole 302h located on the right side of the upper surface of the second fuel tank 302. The other ends of the first and second vent pipes 324 and 325 are guided upward from the lower part of the rear right side of the threshing unit 9 along the right side of the threshing unit 9, and are curved so that their ends face downward at the middle of the right side of the threshing unit 9, and are supported on the right side of the threshing unit 9.

[0104] As shown in Figures 10, 18, and 20, an oil-water separator 328 is positioned in front of the first fuel tank 301. The oil-water separator 328 removes water contained in the fuel supplied to the engine 7 from the second fuel tank 302. The oil-water separator 328 is bolted to a support bracket body 329 that is fixed to the front side of the second left and right body frames 307 and erected upwards. Also, as shown in Figure 10, a fuel filter 330 is positioned behind the upper left portion of the engine 7. The fuel filter 330 removes foreign matter contained in the fuel supplied to the engine 7.

[0105] As shown in Figure 20, a fuel outlet 302g is provided on the lower surface of the protruding portion 302c of the second fuel tank 302. As shown in Figures 18 and 20, a fuel return port 301l is provided on the lower right portion of the front side surface 301i of the first fuel tank 301. In addition, fuel piping such as a fuel supply pipe 331, a fuel delivery pipe 332, and a fuel return pipe 333 are provided. The fuel supply pipe 331 connects the fuel outlet 302g to the oil-water separator 328. The fuel delivery pipe 332 connects the oil-water separator 328 to the fuel filter 330. The fuel return pipe 333 connects the fuel return fitting provided on the fuel filter 330 to the fuel return port 301l.

[0106] The fuel supply pipe 331 is led from the fuel outlet 302g on the underside of the second fuel tank 302, downwards through the second fuel tank 302, and between the threshing section 9 and the front inclined left side 301c of the first fuel tank 301, upwards through the traveling machine 1, and connected to the oil-water separator 328. The fuel feed pipe 332 is led downwards from the oil-water separator 328 toward the central right frame 309, and is bent forward near the central right frame 309. Furthermore, the fuel feed pipe 332 is led downwards along the frame of the traveling machine 1 toward the fuel filter 330, bent upwards, and connected to the fuel filter 330. The fuel return pipe 333 is led from the fuel return joint of the fuel filter 330, roughly along the fuel feed pipe 332, to the fuel return port 301l.

[0107] Fuel in the second fuel tank 302 is supplied from the fuel outlet 302g to the fuel supply pump located at the rear of the engine 7 via the fuel supply pipe 331, oil-water separator 328, fuel feed pipe 332, and fuel filter 330. Excess fuel from the engine 7 is returned to the first fuel tank 301 via the fuel return fitting, fuel return pipe 333, and fuel return port 301l of the fuel filter 330.

[0108] Furthermore, as shown in Figure 24, a screw-type fuel cap 334 is detachably fitted to the tip of the fuel filler port 303 of the first fuel tank 301. A cap projection member 335 is provided protruding from the center of the upper surface of the fuel cap 334. A cap cover member 336 that covers the upper surface and sides of the fuel cap 334 is detachably attached to the fuel cap 334.

[0109] The cap cover member 336 has a substantially hemispherical shape with a through hole 336a formed at its top. The diameter of the through hole 336a is larger than the diameter of the cap projection member 335. When the cap cover member 336 is attached to the fuel cap 334, the through hole 336a is loosely fitted into the cap projection member 335, so that the cap cover member 336 can be detachably attached to the fuel cap 334. The cap cover member 336 is rotatably attached to the fuel cap 334.

[0110] A through hole 335a is provided at the protruding tip of the cap projection member 335, substantially perpendicular to the direction of protrusion of the cap projection member 335. The lock member 337 is locked when the latch of a lock member 337, for example, a padlock, is inserted into the through hole 335a. The lock member 337 prevents the cap cover member 336 from being removed from the fuel cap 334. Furthermore, the cap cover member 336 is rotatably attached to the fuel cap 334. Therefore, even if the cap cover member 336 is grasped and rotated, the fuel cap 334 cannot be rotated, preventing unintended removal of the fuel cap 334 and preventing fuel theft.

[0111] As shown in Figures 25 and 26, a concave fuel reservoir 302i is formed near the fuel outlet 302g in the center of the internal bottom surface of the second fuel tank 302, with a portion of the lower surface of the protrusion 302c bulging outwards from the tank. This reservoir is concave when viewed from the inside of the tank. Around the fuel reservoir 302i, a roughly U-shaped convex portion 302j is formed, which is concave inwards from a portion of the lower surface of the protrusion 302c and is convex when viewed from the inside of the tank, with the left side open in a plan view. The fuel outlet 302g is located on the right side surface 302k of the recess, which is inclined to be lower on the left and higher on the right between the bottom surface of the fuel reservoir 302i and the upper surface of the convex portion 302j.

[0112] A liquid level detection sensor 338 for detecting the fuel level inside the second fuel tank 302 is positioned in the center of the upper surface of the second fuel tank 302. Inside the second fuel tank 302, a float 340 is connected to the liquid level detection sensor 338 via an arm 339. The arm 339 has its movable end on the float 340 side and its base end is rotatably supported by the liquid level detection sensor 338. The height position of the float 340 is displaced according to the fuel level in the second fuel tank 302, and when the fuel level is lower than the upper surface of the protrusion 302j, the float 340 contacts the upper surface of the protrusion 302j. If the float 340 remains in the position where it contacts the upper surface of the protrusion 302j for a certain period of time or longer, a fuel level warning lamp (not shown) provided on the control column 41 (see Figures 1 to 3) illuminates. Initially after the illumination of this fuel level warning lamp, there is still fuel remaining in the second fuel tank 302.

[0113] In this embodiment, a roughly U-shaped protrusion 302j is formed around the concave fuel reservoir 302i, with the left side open in a plan view. Therefore, even when the vehicle body 1 and the second fuel tank 302 are tilted to a left-high, right-low position while the fuel level in the second fuel tank 302 is lower than the upper surface of the protrusion 302j, the fuel can be retained at the position of the fuel outlet 302g surrounded by the U-shaped protrusion 302j and supplied to the engine 7 via the fuel supply pipe 331, etc.

[0114] Furthermore, on the inner bottom surface of the second fuel tank 302, a portion of the lower surface of the protruding portion 302c is recessed toward the inside of the tank, and a convex fuel supply pipe arrangement portion 302l and a fuel flow suppression portion 302m are formed when viewed from the inside of the tank. The fuel supply pipe arrangement portion 302l is formed from the convex portion 302j toward the right side of the protruding portion 302c, and the fuel supply pipe 331 can be accommodated along the recess formed on the outer wall surface of the protruding portion 302c in accordance with the convex fuel supply pipe arrangement portion 302l. The fuel flow suppression portion 302m extends in the front-rear direction at a distance from the convex portion 302j near the left side of the fuel reservoir portion 302i, and suppresses the flow of fuel in the left-right direction within the second fuel tank 302. Furthermore, the fuel flow suppression unit 302m is positioned near the left side of the fuel reservoir unit 302i, thereby suppressing the flow of fuel that overflows from the fuel reservoir unit 302i to the left when the fuel level in the second fuel tank 302 is low, making it easier for fuel to accumulate in the fuel reservoir unit 302i.

[0115] Furthermore, a recess 301n is formed near the first fuel tank side connection port 301f on the inner bottom surface of the first fuel tank 301, and a recess 302n is formed near the second fuel tank side connection port 302b on the inner bottom surface of the second fuel tank 302. The recesses 301n and 302n, which are formed by a portion of the lower surface of the protrusions 301g and 302c bulging downwards from the tank, allow the fuel tank side connection ports 301f and 302b to be positioned close to the lower surfaces of the fuel tanks 301 and 302, so that even when the amount of fuel in the first fuel tank 301 becomes small, fuel can flow from the first fuel tank 301 to the second fuel tank 302.

[0116] Furthermore, the configuration of each part in the present invention is not limited to the illustrated embodiment, and various modifications are possible without departing from the spirit of the present invention.

[0117] <Notes on the invention> A combine harvester according to one embodiment comprises a threshing unit, a grain tank positioned alongside the threshing unit, a grain discharge device for discharging grain from the grain tank, and a fuel tank positioned between the threshing unit and the grain tank. The grain discharge device has a vertical auger located behind the grain tank, the vertical auger is supported from below by a machine frame located behind the grain tank, and the rear end of the fuel tank is positioned in front of the rear end of the machine frame.

[0118] With this configuration, the rear end of the fuel tank is positioned forward of the rear end of the robust airframe that supports the longitudinal auger from below. This allows the airframe to absorb the impact when an impact is applied from the rear of the airframe, thus preventing damage to the fuel tank.

[0119] In the above-described combine harvester, the fuel tanks are located on the upper surfaces of the first left and right airframes, which are positioned in front of the airframe.

[0120] In the above-described combine harvester, the front end of the fuel tank is positioned on the upper surface of the second left and right airframes, which are located in front of the first left and right airframes.

[0121] In the above-mentioned combine harvester, a fuel filler port is provided on the top surface of the fuel tank, protruding towards the rear, and the rear end of the fuel filler port is located in front of the rear end of the machine frame.

[0122] A combine harvester according to one embodiment comprises a threshing unit, a grain tank, a fuel tank, and a support frame. The grain tank is positioned side-by-side with the threshing unit. The fuel tank is positioned between the threshing unit and the grain tank. The support frame supports the fuel tank from below. In a plan view, the support frame is positioned to overlap the fuel tank from its front end to its rear end. [Explanation of Symbols]

[0123] 1. Mobile Unit 3 Reaping part 6. Grain tanks 7 Engine 9. Threshing section 21. 23 Dust exhaust port 301 First Fuel Tank (Fuel Tank) 301a Left side (side facing the dust outlet) 301b Rear inclined left side (slanted surface) 301d Upper posterior area 301g protrusion 302 Second fuel tank (separate fuel tank) 303 Fuel filler cap 305 Front and rear aircraft frame 306 First left and right airframe 307 Second left and right airframe 309 Center right frame (support frame)

Claims

1. The vehicle and A harvesting unit mounted on the front of the aforementioned traveling machine, The aforementioned mobile body includes an engine and a hydraulic oil tank positioned forward of the center in the longitudinal direction, The threshing unit and grain tank are arranged side by side in the left-right direction of the aforementioned traveling machine, The aforementioned mobile body includes a fuel tank positioned rearward from the center in the longitudinal direction, The fuel tank is positioned between the threshing unit and the grain tank in the left-right direction of the traveling machine. combine.

2. The engine and the hydraulic oil tank are arranged side by side in the left-right direction of the traveling machine. The combine harvester according to claim 1.

3. The following further comprises a feeder house for transporting the harvested grain stalks from the harvesting unit to the threshing unit: The hydraulic fluid tank is installed on the traveling machine body in a space below the feeder house. The combine harvester according to claim 1 or 2.

4. The first fuel tank, which serves as the fuel tank, and the second fuel tank, which communicates with the first fuel tank, are arranged side by side in the left-right direction of the traveling body. A combine harvester according to any one of claims 1 to 3.

5. The hydraulic piping connected to the aforementioned hydraulic fluid tank extends along the front-to-back direction through the central part of the traveling machine in the left-to-right direction. A combine harvester according to any one of claims 1 to 4.

6. The system further comprises a hydraulic valve unit positioned between the engine and the fuel tank in the front-rear direction. A combine harvester according to any one of claims 1 to 5.

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