JP5884765B2 - Work vehicle - Google Patents

Description

  The present invention relates to a work vehicle such as an agricultural tractor and a riding management machine, and more particularly to an oil supply structure for lubricating oil to an axle housing, a steering shaft case or the like that includes a transmission device for front wheels or rear wheels.

  Conventionally, in agricultural work vehicles equipped with a chemical tank, the oil supply port of the rear axle case, which is equipped with a transmission device for the rear wheels on the rear side of the traveling vehicle body, is located on the left and right outer sides in plan view than the chemical tank mounted on the traveling vehicle body. It is supposed that it is possible to change the oil of the rear axle case quickly with the chemical tank provided on the protruding portion (Patent Document 1).

JP 2012-5461 A

  However, the rear axle case is provided with a steering shaft case in the vertical direction at the left and right ends, and requires oil supply to the steering shaft case. However, only the disclosure of the configuration for refueling the rear axle case has been disclosed, and the bevel gear mechanism formed at the connecting portion between the front axle case and the steering shaft case causes flow resistance and smooth lubrication cannot be performed. There is room.

  In view of the above, the present invention facilitates refueling work by improving the refueling configuration.

The invention described in claim 1
A traveling vehicle body (2), an axle housing (88) that is provided below the traveling vehicle body (2) and houses an axle (92), and a vertical steering shaft connected to both ends of the axle housing (88) A steering shaft case (86) having (87) and a wheel shaft (94) are fitted to the lower side of the steering shaft case (86) and can be rotated around the steering shaft (87). A final case (93), a rotating member (80) provided on the top of the steering shaft case (86) and rotatable about the steering shaft (87) axis, and the rotating member (80) And a connecting member (89) for connecting the final case (93),
The rotating member (80) is configured to attach a knuckle arm that connects the left and right wheels or a tie rod that connects the front wheel (3) and the rear wheel (4).
An outer fitting annular portion (89a) that is fitted to the steering shaft case (86) is provided in the upper and lower middle portions of the connecting member (89),
An inner fitting annular portion (80a) that fits inside the opening of the steering shaft case (86) is formed in the rotating member (80). An oil supply port (121) for lubricating oil is opened at the upper part of 80a), the upper surface of the rotating member (80) is sealed with a fuel plug (122), and the center line (F) of the open oil supply port (121) is manipulated. It is assumed that the work vehicle is set at a position deviated by a predetermined distance (ε) outward of the vehicle body with respect to the axial extension line (C) of the direction axis (87) .

If comprised in this way, the oil filler opening can be set in the position close | similar from the outer side of a vehicle body with respect to what provided the fuel filler opening in the conventional axle housing.
Further, the fuel filler port 121 is set at a position where the center line F is deviated from the axial extension line C of the steering shaft 87 toward the outer side of the vehicle body by a predetermined distance ε, so that the location is closer to the outer side of the vehicle body. In this case, the fuel filler port 121 is provided.

According to the present invention, the oil supply port 121 is provided in the rotating member 80 provided in the upper part of the steering shaft case 86, so that even if there is a mounted object such as a chemical tank on the upper part, the oil supply work in the lower space is facilitated. This is possible, and the efficiency of refueling work is improved by eliminating the process of removing the load such as the chemical tank. Further, when the center line F of the fuel filler port 121 is set at a position deviated from the axial center extension line C of the steering shaft 87 by the distance ε toward the outside of the vehicle body, the above-described effect is more remarkable .

Whole side view of chemical spraying work vehicle Front view of a chemical spraying vehicle Rear view of chemical spraying work vehicle Top view of a chemical spraying work vehicle Front view showing spraying condition Side cross-sectional view of the transmission mechanism Front view around the transmission mechanism Plan view around the transmission mechanism Plan view with partial cross section of front axle and steering cylinder mechanism AA sectional view of FIG. A plan view with the front axle disassembled from side to side and a partial cross section Front view showing non-swinging state of front axle housing (A), front view showing swinging state (B) An enlarged plan view of a part of the front axle housing section Enlarged front view of front axle housing Perspective view of connecting wire locking part Enlarged front view of front axle housing Perspective view of different connecting wire locking parts Rear cross-sectional view of left front wheel transmission section (A), rear view of final case (B) Cross-sectional view of steering shaft case (A), partially enlarged side view of connecting member (B) Front view of front axle and steering cylinder mechanism Schematic rear view showing the fixed state of the left front wheel tie rod and ball joint Plan view showing steering and interlocking states of front and rear wheels Side view showing steering and interlocking states of front and rear wheels Rear cross-sectional view of left rear wheel transmission Enlarged rear view of left rear wheel transmission Whole perspective view with a part omitted of the chemical spray vehicle Whole perspective view with a part omitted of the chemical spray vehicle

  Hereinafter, a chemical solution spraying vehicle as an embodiment of the working vehicle of the present invention will be described with reference to the drawings. When there is a pair of left and right components, the symbol L indicates the left side and the symbol R indicates the right side.

  FIG. 1 is a side view of a working vehicle for spraying chemicals according to the present invention. FIG. 2 is a front view of the chemical spraying work vehicle according to the present invention. 1 and 2 show a state in which left and right spraying booms, which will be described later, are housed on both left and right side surfaces of the traveling vehicle body. On the other hand, FIG. 3 is a front view showing a state where the chemical solution spraying vehicle according to the present invention is spraying the chemical solution.

  As shown in FIGS. 1 and 2, the traveling vehicle body 2 of the chemical spraying work vehicle 1 is provided with a pair of left and right front wheels 3L and 3R and a pair of left and right rear wheels 4L and 4R. Is attached with a control spraying device 11.

As shown in FIG. 2, in the chemical solution spraying work vehicle 1 of the first embodiment, the minimum ground height H is high and the inter-wheel distance (tread) W is wide.
An engine E covered with a bonnet 5 is mounted above the pair of left and right front wheels 3L, 3R of the traveling vehicle body 2. A pilot seat 6 is provided above the pair of left and right front wheels 3L, 3R and the pair of left and right rear wheels 4L, 4R, and a handle 7 is provided in front of the pilot seat 6.

  When the steering wheel 7 is steered to the left and right, as will be described later, the pair of left and right front wheels 3L and 3R and the pair of left and right rear wheels 4L and 4R are simultaneously interlocked and steered in the opposite phase, so that a four-wheel steering configuration is possible. .

A chemical tank 9 is detachably provided so as to surround the cockpit 6, and a control pump 10 is provided below the cockpit 6.
Further, as shown in FIG. 4, the control spraying device 11 includes a center spraying boom 11C located in front of the machine body, and left and right side spraying booms 11L and 11R provided on the left and right sides of the center spraying boom 11C. .

  The control spraying device 11 is moved up and down by the lifting cylinder 15 (see FIG. 1), and the left and right side spraying booms 11L and 11R are independently protruded left and right by the open / close levers 17L and 17R (see FIG. 4). (See FIG. 5) and the vehicle body 2 is housed in a state along both sides of the traveling vehicle body 2 (see FIGS. 1 to 4).

  And the chemical | medical solution of the chemical | medical solution tank 9 is sent to the control spraying apparatus 11 by the control pump 10, and a chemical | medical solution sprays from the spray nozzles 14,14 ... provided in multiple numbers by the center spraying boom 11C and the left and right side spraying booms 11L, 11R. (See FIGS. 1 and 5).

  Next, a speed change transmission mechanism that receives power from the engine E and transmits the speed change power to each part will be described with reference to FIGS. A main clutch 23 is interposed between the output shaft 20 supported coaxially with the crankshaft (not shown) of the engine E and the transmission case 21 side transmission input shaft 22. The main clutch 23 has a known configuration in the form of a multi-plate clutch, and is configured such that the power in the normally connected state is interlocked with each other by stepping on the clutch pedal 23 a disposed in the step portion below the cockpit 6.

  The power passing through the main clutch 23 is linked to the transmission mechanism in the transmission case 21 via the speed change input shaft 22, and this transmission case 21 is configured to join the front and rear case portions 21f and 21r. The structure is such that various transmission shafts and the like are supported on the bearing wall portions around 21.

  The transmission input shaft 22 extends rearward and is supported in the transmission case 21 to form a transmission transmission shaft, and is provided with a plurality of transmission gears. The transmission input shaft 22 and a coaxial PTO shaft 24 are supported on the rear wall portion of the transmission case portion 21r, and a bearing is provided on the boss-like portion 24a at the front end to support the rear end of the transmission input shaft 22. . In this embodiment, the PTO shaft 24 is provided exclusively for driving the control pump 10 to be described later, and the input pulley 12 of the control pump 10 provided below the cockpit 6 from the pulley 31 at the shaft end can be belt-transmitted as described later. doing.

  A first counter shaft 25 is provided in parallel with the speed change input shaft 22. Then, by selecting a transmission gear group provided between the first counter shaft 25 and the input transmission shaft 22, a three-stage auxiliary transmission 26 serving as a first transmission is configured, and a second transmission is performed. A main transmission 27 that can select a forward-side high / low-second speed and a back-first speed is configured as a device. The power from the speed change input shaft 22 passes through the gear stage shifted by the first speed change device 26 (hereinafter referred to as the sub-transmission device 26), and then is transmitted by the second speed change device 27 (hereinafter referred to as the main speed change device 27). This is a configuration in which the front wheels 3 and the rear wheels 4 are driven through either one of the two forward speeds or the first speed of the back speed.

  That is, the auxiliary transmission 26 mainly accommodated in the rear case portion 21r of the transmission case 21 is provided with three auxiliary transmission gears 28a, 28b, and 28c fixed to the transmission input shaft 22 and having different gear diameters. A sub-transmission sliding gear 29 for selecting the sub-transmission gears 28a to 28c is provided on the counter shaft 25 side, and a large-diameter gear 29b of the two-stage gears of the sliding gear 29 meshes with the sub-transmission gear 28b. The small-diameter gear 29c meshes with the auxiliary transmission gear 28c, and the smallest-diameter small gear 29a formed integrally with the boss portion 29d of the sliding gear 29 is supported by the first counter shaft 25 so as to be freely rotatable. It is the structure which meshes with the internal gear part 30a of the counter gear 30 which always meshes with 28a. Since it is configured in this way, the auxiliary transmission first gear is obtained by sliding the auxiliary transmission sliding gear 29 and meshing the smallest diameter gear 29a with the internal gear portion 30a of the counter gear 30. The sub-shift second speed is obtained by meshing the large-diameter gear 29b of the step gear with the sub-transmission gear 28b, and the sub-transmission third speed is achieved by meshing the small-diameter gear 29c of the two-stage gear with the sub-transmission gear 28c. obtain.

  The boss portion 29d and the two-stage gear of the auxiliary transmission sliding gear 29 are separately formed, and the pawl clutch portion 29e is assembled in a constantly meshing state so as to be slidably fitted to a spline formed on the first counter shaft 25. I am letting.

  A main transmission device 27 is provided in a portion of the transmission case 21 accommodated in the front case portion 21f. The sub-shifted driving force of the first countershaft 25 is transmitted to the second countershaft 35 by selecting the main shift height, the second speed and the back speed.

  In other words, the back speed intermediate gear 36 is loosely fitted to the front end portion of the first counter shaft 25, and the low speed intermediate gear 37 is loosely fitted to the front side of the counter gear 30 on the auxiliary transmission 26 side. The main transmission sliding gear 38 that is slidable by being fitted to the spline portion of the second counter shaft 35 includes an internal gear 38b for the back speed and an intermediate internal gear 38c for the low speed centered on the high speed intermediate gear 38a. Formed back and forth. Further, a forward counter gear 39 is pivotally supported on the speed change input shaft 22 so as to be able to rotate independently of the rotation of the speed change input shaft 22. The counter counter gear 39 for normal rotation is formed with a counter gear 39a for low speed and a counter gear 39b for high speed having different diameters.

  The forward counter gear 39c formed integrally with the boss portion of the forward counter gear 39 is always meshed with the forward transmission gear 40 of the second counter shaft 35, and the back speed intermediate gear 36 is also a second gear. This is a configuration that always meshes with the transmission gear 41 for the back speed of the counter shaft 35.

  When the low-speed intermediate internal gear 38c of the main transmission sliding gear 38 is fitted to the low-speed intermediate gear 37, the sub-shifted rotational power of the first counter shaft 25 is converted to the low-speed intermediate gear 37, the low-speed counter gear. The forward transmission gear 40 is driven via the forward rotation counter gear 39c to transmit the low speed forward rotation power to the second counter shaft 35. When the high-speed intermediate gear 38a of the main transmission sliding gear 38 is engaged with the high-speed counter gear 39b, the power of the first counter shaft 25 passes through the high-speed intermediate gear 38a, the high-speed counter gear 39b, and the forward counter gear 39c. Then, the normal transmission gear 40 is driven to transmit high-speed normal rotation power to the second counter shaft 35.

  Further, when the back speed internal gear 38b of the main transmission sliding gear 38 is fitted to the back speed intermediate gear 36, the main-shifted rotational power of the first counter shaft 25 becomes the back speed intermediate gear 36, The speed transmission gear 41 is driven to transmit the back speed power to the second counter shaft 35.

  The main / sub-transmission driving force of the second countershaft 35 is transmitted to the travel transmission shaft 44 via the deceleration intermediate transmission gear groups 42 and 43. The traveling transmission shaft 44 projects forward and backward of the transmission case 21, and the rear spline shaft portion 44a drives the rear wheels 4L and 4R via the rear axle by interlocking with the rear wheel differential mechanism via the rear transmission shaft 44r. The spline shaft portion 44b on the side drives a front wheel differential mechanism 58, which will be described later, via the front transmission shaft 44f to drive the front wheels 3 and 3.

  The main transmission lever 46 of the main transmission device 27 and the auxiliary transmission lever 47 of the auxiliary transmission device 26 are provided on the left side of the cockpit 6 and can be shifted along a front-rear guide guide. The right side of the cockpit 6 is provided with a PTO lever 49 for switching a PTO clutch mechanism 48 disposed on the PTO shaft 24 between on and off.

  That is, the PTO clutch mechanism 48 is a clutch supported by an internal gear clutch 24b formed on the inner periphery of the front end of the boss-like portion 24a at the front end of the PTO shaft 24 and a spline portion formed on the rear portion of the transmission input shaft 22. A body 48a is provided, and the clutch body 48a is configured to engage and disengage the clutch body 48a with the internal gear clutch 24b as the shifter 48b moves back and forth. The shifter 48 b is configured to interlock with the PTO lever 49. The shifter stay 48c to which the shifter 48b is fixed is supported by the transmission case 21 so as to be reciprocally slidable in parallel with the transmission input shaft 22, and an interlocking link 48d is provided on the rear end side of the shifter stay 48c that protrudes rearward from the transmission case 21. Via the base end of the PTO lever 49. The PTO lever 49 has a base end side 49a rotatably attached to one side of the pair of left and right traveling frames 2L and 2R constituting the traveling vehicle body 2 (the right traveling frame 2R side in the illustrated example), and is gripped to be bent. The portion side 49b is provided so as to be swingable back and forth with the mounting base side 49a as an axis, and the meshing clutch mechanism 48 is entered by swinging forward and the reverse swinging operation is performed backward. The engagement clutch mechanism 48 is cut (FIG. 7).

  Brake means 45 is provided on a metal portion 21m that is detachably fastened and fixed to the rear wall of the transmission case 21 on the rear side of the traveling transmission shaft 44. The brake unit 45 is configured to brake the travel transmission shaft 44 by pressing a multi-plate brake shoe against the wall surface of the metal portion 21m. As a result, the front, rear, left and right four wheels are braked at once.

  As described above, the PTO shaft 24 is disposed behind the transmission case 21 by being provided coaxially with the main clutch 23, and the pulley 31 at the rear end of the shaft protruding rearward from the rear wall of the transmission case 21 is provided on the side. In this configuration, the pulley 10 of the approaching control pump 10 is driven by belt transmission. The control pump 10 is fixed by brackets 32 and 32 that have a size extending between the pair of travel frames 2L and 2R, and the body portion 10a is erected on the left travel frame 2L.

  By providing the PTO clutch mechanism 48 between the speed change input shaft 22 that receives engine power via the main clutch 23 and the PTO shaft 24, the control pump 10 can be operated even if the main clutch 23 is engaged. The PTO clutch mechanism 48 can be interlocked by 49 operations, and the operator can select and set the pump drive state / non-drive state arbitrarily.

  The PTO clutch mechanism 48 is supported by an internal gear clutch 24b formed on the inner periphery of the front end of the boss-like portion 24a at the front end of the PTO shaft 24 provided coaxially with the speed change input shaft 22, and a spline portion formed at the rear portion of the speed change input shaft 22. The clutch body 48a is engaged and disengaged with the forward and backward movement of the shifter 48b. Since the boss-like portion 24a originally supports the rear end of the transmission input shaft 22, the transmission case 21 does not require a special support structure, and the structure can be simplified and the cost can be reduced.

  A first transmission device is provided by selecting a transmission input shaft 22 and a first counter shaft 25 in parallel with the transmission input shaft 22 and selecting a transmission gear group provided between the first counter shaft 25 and the input transmission shaft 22. , And the second transmission, and after the power of the transmission input shaft 22 passes through the gear stage shifted by the first transmission 26, the second transmission 27 shifts forward high speed or low speed. Since the front wheels 3 and the rear wheels 4 are driven through the steps, the first and second transmissions are configured, but the shift output does not affect the rotation of the shift output shaft 22 and the PTO shaft 24.

  As shown in FIGS. 6 and 8, a clutch housing 34 that covers the casing 23 a of the main clutch 23 is provided. The clutch housing 34 is formed in a U shape in a plan view, and bases 34 a and 34 a are detachably mounted on the front wall of the transmission case 21, and a bearing portion 34 b is formed on a wall portion formed on the front side. The main clutch 23 body appears on the upper and lower surfaces, but the upper surface is covered with a thin plate member not shown. The bearing portion 34b supports the output shaft 20 that is linked to the crankshaft of the engine E. If comprised in this way, the support structure of the output shaft 20 will become integral with the mission case 21, and the improvement of the precision will be achieved when the main clutch 23 is assembled | attached.

  As shown in FIG. 7 and the like, the transmission case 21 is mounted on the traveling vehicle body 2 with a pair of left and right traveling frames 2L and 2R integrally provided with base members 2B and 2B, and the base members 2B and 2B. The transmission case 21 is fastened from the side.

  The pump mounting space varies widely and narrowly according to the change in the size of the control pump 10, but if the mounting position of the transmission case 21 can be changed in the front-rear direction with respect to the traveling frames 2L and 2R, the mounting space is reduced. It can be secured.

Next, the front wheel transmission mechanism and the steering mechanism will be described with reference to FIGS.
Here, FIG. 9 is a schematic plan view of a partial cross section of the front axle housing, and FIG. 10 is a schematic view showing the AA cross section of FIG.

A front axle housing 51 that houses a front axle 50 and the like for transmitting driving force to the pair of left and right front wheels 3 and 3 is disposed below the front side of the traveling vehicle body 2.
A cylindrical boss portion 51A that supports a front wheel input shaft 52 that is linked to the travel transmission shaft 44 via a front transmission shaft 44f is formed at the center rear portion of the front axle housing 51. The bevel gear 52a interlocks with a front wheel differential mechanism 53 disposed at the center of the axle housing 51. A front axle 50 extending left and right from the front wheel differential mechanism 53 is connected to a steering shaft 55 of a steering shaft case 54 connected to left and right ends of the axle housing 51 by bevel gears 56 and 57. Here, the bevel gear 56 is provided at the end portion of the front axle 50, and the bevel gear 57 is a driven bevel gear of the bevel gear 56 and is supported on the steering shaft 55.

Here, the front axle housing 51 will be described in detail.
FIG. 11 is an exploded plan view of the front axle housing 51 of FIG. 9. The front axle housing 51 is divided into left and right parts, of which the left divided half 51L includes the front and rear cylindrical bosses 51A and 51B. The front wheel input shaft 52 directly supported by the cylindrical boss portion 51A and the large-diameter bevel gear 100 that meshes with the pinion of the front wheel input shaft 52 are supported by bearings inside the front wheel differential. The mechanism 53 is accommodated, and the front axle 50 is configured to accommodate substantially the entire left front axle 50L and a part of the right front axle 50R. On the other hand, the right divided half 51R is formed so as to be able to accommodate the intermediate portion of the right front axle 50R and the differential lock mechanism 101.

  In the bearing 102 part of the large-diameter bevel gear 100 of the left split half 51L, the right split half 51R is joined to the flanges 99A and 99B and is detachable by the bolt 103, and the traveling direction axis X at the time of joining is the front axle housing 51. It is the left and right center line of the whole. Therefore, the front axle housing 51 can swing around the axis X with a good left / right balance. Moreover, since the split surface of the axle housing 51 is the bearing 102 portion of the large-diameter bevel gear 100, the strength of the split surface can be ensured.

  The left split half 51L of the front axle housing 51 is integrally formed with a frame fixing base 51aL on the upper surface of the intermediate part, and the right split half 51R is formed with a similar joint fixing base 51aR. These fixing bases 51aL and 51aR are for the case where the front axle housing 51 has the same specifications as the rear axle housing 88 described later, and the rear axle housing 88 is mounted on the mounting frame 104 provided on the traveling frames 2L and 2R of the traveling vehicle body 2. It is a possible configuration. On the other hand, when the front axle housing 51 is used, the function as a fixed base is not required, but it also has a function as a swing stopper by a swing operation around the front and rear axis X. That is, the fixing pedestal 51aL or 51aR can swing upward until it hits the traveling frame 2L or 2R (FIG. 12B), and these fixing pedestals 51aL and 51aR serve as stoppers. The stopper configuration is not required.

Further, flanges 51Lb and 51Rb for detachably joining a cylindrical upper portion 54a of the steering shaft case 54, which are described later, are integrally formed on the left and right divided half portions 51L and 51R, respectively.
An operation interlocking portion 105 of the differential lock mechanism 101 is provided in the right split half 51R of the front axle housing 51. An operating pin 105c is provided by being eccentrically arranged on the rotating body 105b that is fitted to the boss portion 105a and rotates, and the operating pin 105c moves left and right as the rotating body 105c rotates. Can be switched to the differential lock state or the non-diff lock state. Since the diff lock mechanism 101 is configured on the open side of the left split half 51L, it is easy to assemble. The rotating body 105b can be rotated by an external operation via the operating arm 105d and can be differentially locked. The operating arm 105 is normally biased by a spring 106 in the direction of releasing the differential lock.

  As described above, by forming the front axle housing 51 in the left and right split halves 51L and 51R, the configuration of the front and rear cylindrical bosses 51A and 51B formed in the left split halve 51L in particular is the pivot axis. High-precision coaxiality machining is required for manufacturing, but it is formed integrally with the front and rear co-partition left half 51L, and it is divided to facilitate handling, so the above accuracy is ensured in machining. Easy to do.

  Since the input shaft 52, the large-diameter bevel gear 100, the differential mechanism 53, and the left and right axles 50L and 50R are arranged in the divided left half 51L, input / output is performed in a state before the right divided half 51R is connected and joined. The rotation operation of the shaft can be confirmed.

  The connecting wire 107 that operates the operation interlocking unit 105 will be described. The rotating body 105b of the operation interlocking portion 105 is supported with the front wall surface of the front axle housing 51 penetrating, and the operating arm 105d is provided on the outer surface of the front wall so as to be rotatable left and right around the rotating body 105b. The connecting wire 107 is elongated to an inner wire 107a connected to the operating arm 105d through an L-shaped metal fitting 108, and a bracket 109 as a locking tool whose one end is detachably fixed to the outer surface of the front wall of the front axle housing 51. The outer wire 107b is fixed by tightening nuts 110 and 110 so that the mounting position can be adjusted in the direction. The other end of the connecting wire 107 is connected to a non-illustrated differential lock pedal or differential lock lever (FIG. 13).

  If comprised in this way, since the connecting wire 107, the locking tool 109, etc. will be arrange | positioned by the front wall outer surface of the front axle housing 51, and there is no member protruding on the lower surface of the front axle housing 51, it will damage crops. Or damaging the connecting wire 107, the locking tool 109, or the like.

  The other end of the connecting wire 107 is connected to one arm 116F of the arms 116 interlocked with the differential lock pedal 115 provided on the right side floor of the vehicle body. When the diff lock pedal 115 is depressed, the inner wire 107a is pulled to enter the diff lock state. The other arm 116R of the arm 116 is connected to a connecting wire of a diff lock mechanism incorporated in the rear axle housing 88. Therefore, the front and rear axles can be locked to the same rotation in the left and right directions at once by depressing the differential lock pedal 115.

  Another structure of the locking tool 109 will be described with reference to FIGS. An outer wire locking portion 111 is formed on the outer surface of the front wall of the front axle housing 51. The engaging portion 111 is formed with large and small concave portions 111a and 111b having different sizes so that the outer wire 107b and the inner wire 107a can be accommodated and disposed. The large concave portion 111b and the small concave portion 111a are in communication with each other. 107b can be fitted and mounted simultaneously. Since the boundary step between the large and small recesses 111a and 111b is formed, the end metal fittings of the outer wire 107b can be held without moving in the longitudinal direction in cooperation with the spring 106. It should be noted that in order to prevent outward disengagement, the presser plate 112 formed in the crank shape can be detachably fixed by a bolt 113.

  Further, in the example shown in FIGS. 16 and 17, the outer wire locking portion 114 is configured using flanges 99A and 99B that respectively form the left split half 51L and the right split half 51R of the front axle housing 51. doing. That is, of the flanges to be joined, one flange 99B close to the operation interlocking portion 105 is formed with a recess 114a on the outer peripheral portion, and the other flange 99A has a width through which the inner wire 107a can pass but the outer wire 107b cannot pass. The opening 114b and the through-hole 114c capable of holding the end of the outer wire 107b are formed in a continuous manner together with the recess 114a on the back side.

  As described above, when the outer wire locking portion 111 is formed integrally with the front axle housing 51 or the locking portion 114 is configured using the flanges 99A and 99B, a mounting bracket is separately prepared. Thus, since the concavo-convex portion is directly formed on the surface of the casting or is formed on the flange originally provided, it is possible to reduce the number of components and reduce the cost with the effect of reducing the protruding portion.

  In addition, although the structure of said differential lock demonstrated the case where it comprised on the front side outer surface of the front axle housing 51, you may comprise on the rear side outer surface. The same effect can be expected by configuring the rear axle housing 88 described later on the outer surfaces of the front and rear walls in the same manner.

  As shown in FIG. 18, the steering shaft case 54 includes an outer fitting portion to the terminal end side of the axle housing 51, a cylindrical upper portion 54 a that is connected via a flange of the axle housing 51 and protrudes upward, and a lower portion. A conical portion 54b formed so as to gradually become smaller in diameter and a cylindrical lower portion 54c that includes a bearing 58 and rotatably supports the final case 59 around the steering shaft 55. Bevel gears 56 and 57 from the end of the front axle 50 to the steering shaft 55 are provided. The final case 59 includes a front wheel shaft 66 that supports the right front wheel 3 and includes a bevel gear 60 at the lower end of the steering shaft 55 and a driven bevel gear 61 that meshes therewith. The final case 59 includes a fitting portion 59a for fitting the lower portion of the steering shaft case 54 to the outside and a side surface portion 59b for connecting the driven bevel gear 61 to the outside surface of the fitting portion 59a.

  The steering shaft 55 of the steering shaft case 54 is provided in an inclined state so that the lower end side is directed outward from the vehicle body with respect to the vertical line, and the final case 59, the transmission mechanism such as an internal bevel gear and the front wheel 3 are inclined. The shaft 55 is provided so as to be rotatable.

  A boss portion 54d is formed on the top of the cylindrical upper portion 54a of the steering shaft case 54, and a rotating member 62 and a final case 59 that are rotatably fitted to the boss portion 54d via a sleeve are provided. The steering shaft case 54 is detachably connected by a connecting member 63 in a suspended manner. An annular portion 63a is formed in the middle of the connecting member 63 in the vertical direction, and is externally fitted to the conical portion 54b of the steering shaft case 54. In other words, the flange-like annular portion 63a is rotatably fitted to the outside of the conical portion 54b via a sleeve. A knuckle arm 64 for rotating and steering the final case 59 in conjunction with a steering cylinder mechanism described later is attached to the upper surface of the annular portion 63a.

The upper and lower positions of the annular portion 63a of the connecting member 63 are directly below the portion where the thickness is large due to the pivotal support of the driven bevel gear 57 attached to the upper portion of the steering shaft 55. Of these, it is fitted to a relatively strong part. Therefore, the steering force from the steering cylinder mechanism transmitted through the knuckle arm 64 is received in a concentrated manner. However, since the connecting member 63 forms an annular portion 63a and is fitted outside the steering shaft case 54, the knuckle arm Since the steering load transmitted to 64 is shared and received by the steering shaft case 54, deformation and distortion of the connecting member 63 are prevented. In addition, by arranging the position of the annular member 63a in the vicinity of the thickened portion for the bearing portion that supports the steering shaft 55 and the bevel gear 57 of the steering shaft case 54, the above-described steering load is received. Since the reinforcing structure is exhibited, the conical portion 54b that does not directly receive the steering load can be formed as thin as possible.

  The front side surface 63af of the annular portion 63a has an inclined surface shape that is inclined by a predetermined angle β toward the left front wheel 3L side with respect to the traveling direction F of the traveling vehicle body 2. Further, the knuckle arm 64 fixed to the upper surface of the annular portion 63a is fixed with an inclination of a predetermined angle γ toward the left front wheel 3L side, similarly to the front side surface 63af of the annular portion 63a, with respect to the traveling direction F. (FIG. 19A).

  In agricultural work vehicles where the minimum ground height H needs to be as high as possible, it is necessary to make the structure so as not to obstruct as much as possible so as not to damage the crop. Since the crop flows smoothly in the lower part of the traveling vehicle body 2, the crop is hardly damaged.

  On the other hand, the knuckle arm is conventionally attached with an offset from the final case. However, the knuckle arm is either a rotatable rotating member provided on the upper part of the steering shaft case or a connecting member. When the height H is high, there is a problem in that the structure of each part for rotating the final case is subjected to strong bending stress and is easily damaged.

  On the other hand, according to the above configuration of the present embodiment, the upper side of the steering shaft case 54 has a height at which the knuckle arm 64 is disposed, and the annular portion 63a is not provided near this height. Further, unnecessary bending stress can be prevented from being applied to the connecting member 63 for rotating the final case 59. Further, by making the steering shaft case 54 into a substantially conical shape whose diameter decreases from the cylindrical upper portion 54a downward, the annular portion 63a and the lower cylindrical portion 54c can be configured with a small number of parts at low cost. Further, since the connecting member 63 and the annular portion 63a are integrated, this structure can be configured with a small number of parts and at a low cost.

Next, the configuration of the steering cylinder mechanism that steers the left and right front wheels and the rear wheels in conjunction with each other will be described.
A steering cylinder mechanism 70 for steering the pair of left and right front wheels 3L, 3R is disposed in front of the front vehicle body 2 at the front lower side of the traveling vehicle body 2. The piston rod 71 of the steering cylinder mechanism 70 is connected to the knuckle arms 64L and 64R via tie rods 72L and 72R, respectively. When pressure oil is supplied to one side of the steering cylinder mechanism 70, the piston rod 71 extends to the left side, the knuckle arm 64L is rotated to the left via the tie rod 72L, and the left front wheel 3L is turned to the left (solid arrow in FIG. 9). . At this time, as the piston rod 71 moves, the right tie rod 72R is pulled to pull the knuckle arm 64R, and the right front wheel 3R is also turned to the left (dotted line arrow). The tie rods 72L and 72R are connected to the left and right ends of the piston rod 71 by ball joints 73L and 73R, respectively. The knuckle arms 64L and 64R are rotatably connected to a pair of left and right tie rods 72L and 72R by a pair of left and right ball joints 74L and 74R.

  FIG. 19B shows a configuration for attaching the knuckle arm 64 to the annular portion 63a. A vertical mounting portion 64 a is added to the base of the knuckle arm 64 by means such as integral molding or welding, and is fixed to the base of the knuckle arm 64 with vertical bolts 67 and horizontal bolts 68. With this configuration, the knuckle arm 64 can be firmly attached to the connecting member 63 without loosening of the bolt.

  In FIG. 10, a cylinder portion 70a of the steering cylinder mechanism 70 is a sheet metal member bent in a channel shape, and a cylinder housing 75 in which about half of the outer peripheral surface of the cylindrical body of the cylinder portion 70a is accommodated and fixed in a concave portion thereof. Is provided.

  Further, in the center of the cylinder housing 75, a cylindrical fitting portion 76 extending rearward, that is, toward the front axle housing 51 is integrally provided by a welding structure in the illustrated example. The inside of the cylindrical fitting portion 76 is formed in a cylindrical internal space. On the other hand, in the center of the front axle housing 51, a cylindrical fitting portion 76 provided in the cylinder housing 75 is located at a symmetrical position on the front side with respect to the rear cylindrical boss portion 51A supporting the front wheel input shaft 52. A cylindrical boss portion 51B on the front side for fitting is integrally formed. And after the said cylindrical fitting part 76 is inserted in the cylindrical fitting boss | hub part 51B, the connection part is penetrated and fixed by the fixing pin 77 which is a fastening member for anti-detachment and rotation prevention. Yes.

  As described above, at the center of the front axle housing 51, a pair of front and rear supports are provided that are provided with a cylindrical boss portion 51B on the front side and a cylindrical boss portion 51A on the rear side so as to be rotatable about the axis X. Metals 78A and 78B are firmly attached by bolts and nuts, respectively. The end surfaces of the support metals 78A and 78B on the side away from the front axle housing 51 are small diameter portions, and the regulation end surfaces 78a and 78b formed by the small diameter portions are used as the cylindrical boss portion 51A and the cylindrical fitting. By facing the rear end surface and the front end surface of the combined boss portion 51B, the front axle housing 51 can be prevented from shifting in the front-rear direction.

  Here, the shape of the support metals 78A and 78B is the same as that of the cylindrical boss portions 51A and 51B formed on the front and rear sides of the front axle housing 51, respectively. The front and rear can be configured in common, and the number of parts can be reduced.

  In order to control the movement amount of the piston rod 71 of the steering cylinder mechanism 70, hydraulic hoses 79L and 79R for supplying and discharging hydraulic oil to and from the left chamber or the right chamber, which are spaces arranged on the left and right sides of the piston, are provided. The front support metal 78B is connected to the cylinder portion 70a of the steering cylinder mechanism 70 via the left and right sides.

  Note that the hydraulic cylinder mechanism 70 is configured so that the lower end edge of the hydraulic cylinder mechanism 70 does not become lower than the front axle housing 51 on the front side of the front axle housing 51, as shown in FIG. That is, when viewed from the front, the front cylindrical boss portion 51B is formed at the vertical center position of the front axle housing 51, and the lower edge of the steering cylinder mechanism 70 configured to be shorter than the vertical length of the front axle housing 51 is always the front axle. It is configured to be higher than the lower edge of the housing 51. Therefore, the steering cylinder mechanism 70 does not hinder the improvement of the ground height. Further, in this arrangement state, even if the front axle housing 51 swings about the axis X, the relationship between the two does not change. Performance can be improved.

  As shown in FIG. 20, a V-shaped configuration is formed in a front view by an angle θ formed by a straight line B passing through the steering shaft 55 axis and the rotating surface W including the ground contact point of the front wheel 3. And the extension line | wire of the steering shaft 55 axial center is provided in the relationship which cross | intersects C substantially in the vicinity of a grounding part. In this way, the steering resistance from the ground is reduced, and a large-capacity steering cylinder is not required. In addition, while ensuring the minimum ground height H, the outer peripheral surface of the axle housing 51 and the outer peripheral surface of the steering shaft case 54 have no relatively large ridges and are configured so as not to damage the crop.

Next, the connection structure between the pair of left and right knuckle arms 64L and 64R and the pair of left and right tie rods 72L and 72R will be further described with reference to FIGS.
FIG. 21 is a schematic rear view for explaining a fixed state between the tie rod 72L and the ball joint 74L connected to the left front wheel 3L side.

  As shown in FIG. 18A, the central axis B of the steering shaft 55 is inclined inward by an angle α with respect to the vertical line D. On the other hand, the steering cylinder mechanism 70 and the tie rods 72L and 72R In this embodiment, the ball joints 74L and 74R used to connect the tie rods 72L and 72R and the knuckle arms 64L and 64R are inclined by an angle α as shown in FIG. The tie rods 72L and 72R are fixed to the distal ends. This inclination angle α is made to coincide with the angle formed by the central axis B of the steering shaft 55 shown in FIG. With this configuration, the movement of the steering cylinder mechanism 70 is smoothly transmitted to the left and right front wheels 3L and 3R via the tie rods 72L and 72R, the ball joints 74L and 74R, the knuckle arms 72L and 72R, and the like.

  By the way, in the conventional structure, it is arrange | positioned perpendicularly | vertically with respect to the rotating shaft (refer steering shaft 55 of FIG. 18) originally inclined with respect to the ball joint fixed to the tie rod straightly and arrange | positioned horizontally. In order to connect the knuckle arm, it is necessary to make a part of the shape of the knuckle arm itself into an oblique shape in accordance with the connection surface with the ball joint. Therefore, conventionally, the left and right knuckle arms have different shapes.

  However, according to the configuration described above, the ball joints 74L and 74R themselves are inclined by the angle α as shown in FIG. 18, so that the knuckle arms 64L and 64R can be formed in the same shape on the left and right. The number of mold points and the types of parts can be reduced.

In the above-described configuration described with reference to FIGS. 18 and 21, the description has been made mainly on the left front wheel 3L side. However, since the configuration is the same on the right front wheel 3R side, the description thereof is omitted.
The above-described configuration centered on the pair of left and right front wheels 3L and 3R is basically applied in the same manner to the pair of left and right rear wheels 4L and 4R. As shown in FIG. 24, a steering shaft case 86 is attached to the left and right of a rear axle housing 88 that houses the rear axle 92, and the steering shaft 87 is pivotally supported in an inclined posture. A final case 93 is rotatably supported around the steering shaft 87 at the lower portion of the steering shaft case 86. At the top of the steering shaft case 86 is provided a rotating member 80 that can rotate around the axis of the steering shaft 87, and the rotating member 80 and the final case 93 are connected by a connecting member 89. Like the connecting member 63 of the front wheel 3, the connecting member 89 is configured with an annular portion 89 a into which the steering shaft case 86 is fitted in the middle with the same configuration as the connecting member 63 and the annular portion 63 a on the front wheel 3 side.

  That is, in FIG. 24, the steering shaft case 86 includes an outer fitting portion to the terminal end side of the axle housing 88, a cylindrical upper portion 86a that is connected via a flange of the axle housing 88 and protrudes upward, and a lower portion. A conical portion 86b formed so as to gradually become smaller in diameter and a cylindrical lower portion 86c that includes a bearing and rotatably supports the final case 99 around the steering shaft 87. The steering shaft 87 and the rear Bevel gears 95 and 96 from the end of the axle 92 to the steering shaft 87 are provided. The final case 99 includes a bevel gear 97 at the lower end of the steering shaft 87 and a driven bevel gear 98 that meshes with the rear wheel shaft 94 that supports the right rear wheel 4. The steering shaft 87 of the steering shaft case 86 is provided in an inclined state so that the lower end side is directed outward of the vehicle body with respect to the vertical line, and the final case 99, a transmission mechanism such as an internal bevel gear, and the rear wheel 4 are inclined. It is provided so as to be rotatable around a steering shaft 87. Further, a boss portion 86d is formed at the top of the cylindrical upper portion 86a of the steering shaft case 86, and a rotating member that is fitted to the boss portion 86d on the outside (or inside) so as to be rotatable via a sleeve. 80 and the final case 99 are detachably connected by a connecting member 89 in a suspended manner along the steering shaft case 86. An annular portion 89 a is formed in the middle of the connecting member 89 in the vertical direction, and is externally fitted to the conical portion 86 b of the steering shaft case 86.

  The driving force from the rear axle 92 reaches the rear wheel 4 through the steering shaft 87 and the rear wheel shaft 94 in the final case 93 in combination with the transmission by the bevel gear mechanism. Further, bevel gears 95 and 96 sets between the rear axle 92 and the steering shaft 87 and bevel gears 97 and 98 sets between the steering shaft 87 and the rear wheel shaft 94 are configured.

  In FIG. 25, a lubricating oil supply port 121 is opened in the lid-like rotating member 80 and sealed with an oil supply plug 122. That is, the rotating member 80 is formed with an annular portion 80a that fits inside the boss portion 86d of the steering shaft case 86, and the upper portion of the annular portion 80a is opened in a circular shape so that the fuel filler port 121 is formed. Form. Note that the center line F of the refueling port 121 that opens is set to a position that is offset by a distance ε outward of the vehicle body with respect to the axial extension line C of the steering shaft 87 as shown in the figure. The distance ε depends on the limit of the thickness of the annular portion 80a of the rotating member, but may be set in consideration of the thickness dimension t that can ensure the allowable strength of the annular portion 80a.

  A support bearing 123 for the bevel gear 95 provided at the end of the rear axle housing 88 and a support bearing 124 for the bevel gear 96 provided on the upper side of the steering shaft case 86 are provided on the cylindrical upper portion 86 a of the steering shaft case 86. In addition, a communication hole 125 is formed in an inclined shape in a state of bypassing the bearings 123 and 124 of the cylindrical upper portion 86a.

  The lubricating oil supplied from the oil supply port 121 is supplied to such an extent that the meshing portions of the bevel gears 95 and 96 provided between the rear axle 92 and the steering shaft 87 are immersed. It is supplied in an amount that reaches almost the whole and a part of the interior of the rear axle housing 88. At this time, when the steering shaft case 86 is filled, the bevel gear 96 portion of the steering shaft 87 and the bearing 124 portion thereof become resistance, and depending on the amount and momentum of the injection, the lubricating oil tends to be scattered. In combination with the configuration in which the height of the upper portion 86a is increased in the vertical direction and the steering shaft 87 side bevel gear 96 is engaged with the lower side of the rear axle 92 side bevel gear 95, the steering shaft 87 side is connected to the steering shaft 87 side. As a result of being able to form a large gap with the bevel gear 96, there is no fear of overflow from the oil filling port 121 due to the scattering.

  As described above, the bevel gear 96 part of the steering shaft 87 and the bearing 124 part thereof are limited in resistance and the amount of oil passing through the bearing 124 is limited, but from the peripheral part of the bevel gear 96 via the communication hole 125. That is, the lubricating oil can be guided under the steering shaft case 86 by bypassing the bearing 124, and also flows into the rear axle housing 88 side when the amount of oil increases.

  Conventionally, the rear axle housing has been provided with an oil filler opening. In this case, the bevel gear and the bearing at the end of the rear axle end became a resistance and wasted the oil supply time. However, the oil supply time can be shortened by the above configuration. . Further, by providing the communication hole 125, further oil supply can be performed more efficiently.

  As described above, the oil supply port 121 is provided in the rotating member 80 provided in the upper part of the steering shaft case 86. Therefore, even if the chemical liquid tank 9 is present at the upper part, the oil supply operation can be easily performed in the space below the chemical liquid tank. 9 The oil removal work efficiency is good by eliminating the removal process. Further, since the center line F of the fuel filler port 121 is set at a position deviated from the axial center extension line C of the steering shaft 87 by the distance ε toward the outside of the vehicle body, the above effect is more remarkable. In the example of FIG. 25, the lower edge 9A (shown by the cross-sectional line in FIG. 25) of the chemical tank 9 in the vicinity of the oil filler plug 122 is lower than the lower edge 9B (two-dot chain line) of the tank rear end side. The space S is secured by slightly rounding up and forming. In this regard, in the embodiment in which the oil filler plug 122 is provided on the upper portion of the rear axle housing 88, the chemical tank 9 is obstructive, in other words, the volume of the chemical tank 9 must be sacrificed.

In the above example, the oil supply port 121 is formed in parallel with the upper surface of the rotating member 80. However, if the oil supply port 121 is formed so as to face the outer side of the vehicle body as much as possible, the oil supply posture becomes more advantageous.
As will be described later, the rotating member 80 is a part of the structure for connecting to the end portion of the tie rod that connects the front wheel 3 and the rear wheel 4, but it is the same in the structure used as a knuckle arm for connecting the left and right wheels. The same effect can be obtained by the configuration.

Next, based on FIG. 22 and FIG. 23, an interlocking configuration by steering the front wheels 3 and the rear wheels 4 will be described.
The lid-like turning member 62 is extended to form a front and rear tie rod interlocking arm 65 for steering and interlocking the front and rear wheels. At this time, in the front wheels 3L and 3R, the interlocking arms 65L and 65R are both formed to extend inward of the traveling vehicle body 2 as shown in FIG. On the other hand, the interlocking arms 81L and 81R extending to the lid-like rotating members 80L and 80R of the rear wheels 4L and 4R are formed to extend outward of the traveling vehicle body 2.

  The interlocking arm 65L of the left front wheel 3L and the interlocking arm 81L of the left rear wheel 4L are connected by the front and rear tie rods 82L, and the interlocking arm 65R of the right front wheel 3R and the interlocking arm 81R of the right rear wheel 4R are connected by the front and rear tie rods 82R. . With this configuration, when the left and right front wheels 3L and 3R are steered to the left, the left and right rear wheels 4L and 4R are steered to the right via the front and rear tie rods 82L and 82R, resulting in a four-wheel steering state. A small left turn is possible (solid arrow in FIG. 22). Conversely, when the left and right front wheels 3L and 3R are steered to the right, the left and right rear wheels 4L and 4R are steered to the left and can turn right by a small amount (dotted arrows in the figure).

  The front and rear tie rods 82 </ b> L and 82 </ b> R extend rearward and outward from the front axle housing 51, pass through the lower front side of the chemical tank 9, and reach the rear axle housing 88. Of these, the left front and rear tie rods 82L extend back and forth via the support portion of the lifting step 85 on the left side of the traveling vehicle body 2.

  Each connection of the front and rear tie rods to the interlocking arm is performed by a ball joint. That is, the interlocking arms 65L and 65R of the front wheels 3L and 3R project the connecting part side such as the arms of the ball joints 83L and 83R on the upper ends of the arms 65L and 65R, and the interlocking arms 81L of the rear wheels 4L and 4R. , 81R project the arm joint connecting side of the ball joints 84L, 84R below the tip of the arms 81L, 81R. Therefore, the front end sides of the front and rear tie rods 82L and 82R are connected to the upper surface side of the interlocking arms 65L and 65R, while the rear end sides are connected to the lower surface side of the interlocking arms 81L and 81R. As described above, the central axis B of the steering shaft 55 of the steering shaft case 54 is provided so as to be inclined with respect to the vertical line D by the angle α so that the lower end side is directed outward of the vehicle body. The steering shaft case 86 is also configured so that the central axis of the steering shaft 87 in the interior is inclined, so that the front wheel 3L, 3R side interlocking arm 65L, 65R is in the lower position, and the rear wheel 4L, 4L side interlocking arm. 81L and 81R become high, and the arrangement of the ball joint as described above causes the front and rear tie rods 82L and 82R to have a substantially horizontal posture (FIG. 23), which is advantageous for securing a high position of the lowest ground clearance, and the chemical tank 9 Further, it is possible to facilitate the configuration for avoiding interference with the constituent members constituting the traveling vehicle body 2 such as the lifting step 85 and the lifting step 85. Therefore, troubles due to the interference can be prevented.

  As shown in FIGS. 2 and 4, the configuration in which the tie rod 82 passes further above the upper step portion of the lifting step 85 is likely to interfere with the lifting and lowering. Therefore, an additional step ( In the illustrated example, the third step) 85A is configured. The support means may be attached to the frame of the vehicle body (not shown) or attached to the tie rod 82 itself (FIG. 26).

In addition, as shown in FIG. 27, the tie rod 82 may be attached to the annular portion 63a of the connecting member 63 on the front wheel side and the annular portion 89a of the connecting member 89 on the rear wheel side.

  By the way, the rotating member 62 and the interlocking arm 65 on the front wheel 3 side are integrally formed, but the same shape as the integrally formed product of the rotating member 80 and the interlocking arm 81 on the rear wheel 4 side is used to reduce the production cost. I am trying. That is, the bolt insertion hole 63b for connecting the front wheel side connecting member 63 is necessary at a position symmetrical to the interlocking arm 65 of the rotating member 62 (FIG. 18A), while the bolt insertion of the rear wheel side connecting member 89 is inserted. Although the hole 89b is necessary at the base of the interlocking arm 81 (FIG. 24), the integrally formed product of the rotating member and the interlocking arm is manufactured in the same shape on both the front wheel 3 side and the rear wheel 4 side, depending on the mounting position. Thus, the bolt insertion hole 63b or 89b is drilled. The bolt insertion holes 63b and 89b can be processed together in advance. In this case, the man-hour for managing the number of parts can be reduced.

  The front axle housing 51 swings about the traveling direction axis X with respect to the traveling vehicle body 2, but one rear axle housing 88 is mounted integrally with the traveling vehicle body 2. However, the left and right errors can be absorbed by the connection by the ball joints 83L, 83R, 84L, 84R.

  As described above, the left fixed half 51L of the front axle housing 51 is integrally formed with the frame fixing and fixing base 51aL on the upper surface of the intermediate part, and the same fixed fixing base 51aR is formed on the right divided half 51R. The fixing pedestals 51aL and 51aR are for the case where the front axle housing 51 has the same specifications as the rear axle housing 88. The rear axle housing 88 is mounted on the mounting frame 104 provided on the traveling frames 2L and 2R of the traveling vehicle body 2. It is a possible configuration. That is, the front axle housing 51 and the rear axle housing 88 have the same specifications and the same internal structural parts. When the front wheel 3 is mounted on the front side of the traveling vehicle body 2 and the front wheel 3 is driven, When front axle housing 51 is configured by swingingly supporting 51B with support metals 78A and 78B and mounted on the rear side of traveling vehicle body 2 to drive rear wheel 4, front axle housing 51 is front and rear. In a state where the direction is reversed, the fixing bases 88aL and 88aR are joined to the mounting frames 104L and 104R of the traveling vehicle body 2, and bolts are fastened to form the rear axle housing 88. Here, the fixing pedestals 88La and 88Ra are provided with reference numerals for the rear axle housing 88, but have the same configuration as the fixing pedestals 51aL and 51aR.

  As described above, the common common axle housing is constructed by changing the mounting form for the front or rear, so that the parts can be made common, and the cost and the assembly man-hour are reduced.

  In addition, the steering shaft cases 86L and 86R connected to the left and right of the rear axle housing 88 are the same as the steering shaft cases 54L and 54R connected to the front axle housing 51.

  The interlocking arm 65 on the front wheel 3 side and the interlocking arm 81 on the rear wheel 4 side are substantially located in the projection planes of the front axle housing 51 and the rear axle housing 88, respectively, in plan view when the steering handle is in a straight traveling state. Is formed. When the vehicle body is inspected and maintained, the vehicle body is lifted by a crane, and a band or rope lifting band 90 is wound around the front axle housing 51 or the rear axle housing 88. In this case, since it is configured as described above, when the steering handle is set in a straight line and the lifting belt 90 is wound, the interlocking arms 65 and 81 are held in the straight movement state by the lifting belt 90, together with the crane lifting. Even if the wheels 3 and 4 become free and try to rotate around the steering shaft by their own weight, this is prevented, and the front wheels 3 and the rear wheels 4 can maintain a substantially straight traveling state, and the unexpected front and rear wheels 3 and 4 can be maintained. Inspection work can be performed safely without unbalanced load due to rotation. Reference numeral 91 denotes a wedge body that restricts swinging of the front axle housing due to its own weight. Normally, the wedge body 91 is removed, but when performing maintenance, the wedge body 91 is driven into a gap to restrict swinging of the front axle housing 51. .

2 traveling vehicle body 80 rotating member 80a annular portion 86 steering shaft case 86a cylindrical upper portion 87 steering shaft 88 axle housing (rear axle housing)
89 connecting member 92 axle (rear axle)
93 final case 94 wheel axle (rear wheel axle)
95 bevel gear 96 bevel gear 121 filler port 122 filler plug 123 bearing 124 bearing 125 communication hole

Claims (1)

A traveling vehicle body (2), an axle housing (88) that is provided below the traveling vehicle body (2) and houses an axle (92), and a vertical steering shaft connected to both ends of the axle housing (88) A steering shaft case (86) having (87) and a wheel shaft (94) are fitted to the lower side of the steering shaft case (86) and can be rotated around the steering shaft (87). A final case (93), a rotating member (80) provided on the top of the steering shaft case (86) and rotatable about the steering shaft (87) axis, and the rotating member (80) And a connecting member (89) for connecting the final case (93),
The rotating member (80) is configured to attach a knuckle arm that connects the left and right wheels or a tie rod that connects the front wheel (3) and the rear wheel (4).
An outer fitting annular portion (89a) that is fitted to the steering shaft case (86) is provided in the upper and lower middle portions of the connecting member (89),
An inner fitting annular portion (80a) that fits inside the opening of the steering shaft case (86) is formed in the rotating member (80). An oil supply port (121) for lubricating oil is opened at the upper part of 80a), the upper surface of the rotating member (80) is sealed with a fuel plug (122), and the center line (F) of the open oil supply port (121) is manipulated. A work vehicle set at a position deviated by a predetermined distance (ε) outward of the vehicle body with respect to the axial extension line (C) of the direction axis (87) .

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