JP7516225B2 - Work Machine - Google Patents

Description

The present invention relates to a work machine such as a backhoe.

A conventional working machine is disclosed in Patent Document 1. In the working machine disclosed in Patent Document 1, multiple fuel devices, such as a fuel pre-filter, a fuel pump, and a main fuel filter, which are connected to a pipe through which fuel flows, are attached to a mounting member (bracket). The mounting member is fixed to the side of a hydraulic oil tank with bolts.

Patent No. 5704034

However, in the technology disclosed in Patent Document 1, bosses or the like for attaching the mounting member to the tank must be fixed in advance to the side of the tank by welding or the like, which causes problems such as an increase in the number of steps required for manufacturing the work machine, a need to manage the welding process so as not to cause distortion in the hydraulic oil tank, and an increase in the number of parts.
In view of the above problems, an object of the present invention is to provide a work machine that allows multiple devices to be easily and appropriately attached to a tank.

A work machine according to one embodiment of the present invention comprises a body, a tank provided within the body for storing liquid, a lid body that is detachable from the tank and attached to the tank to close an opening of the tank, and a mounting member to which a plurality of devices provided in at least one of a piping system and an electrical wiring system are attached , wherein the mounting member and the lid body are an inseparable integral body, and the plurality of devices are fixed to the mounting member at a position spaced upward from the upper wall of the tank and the lid body .

According to the above configuration, by attaching the lid to the tank, multiple devices attached to the mounting member integrated with the lid can be attached to the tank. Therefore, there is no need to fix bosses or the like for attaching the mounting member to the tank in advance, and it is possible to provide a work machine that can easily and appropriately attach multiple devices to the tank.

FIG. 2 is a perspective view of the upper part of the control panel from the rear. FIG. 2 is a rear view of the internal structure of the control platform. This is a perspective view of the upper part of the internal structure of the cockpit seen from the rear. FIG. 2 is a front view of the upper part of the internal structure of the control platform. This is a front perspective view of the upper part of the internal structure of the control console. FIG. 4 is a rear perspective view of the upper portion of the support frame. FIG. 4 is a cross-sectional view of the lock mechanism in a locked state. FIG. 4 is a cross-sectional view of the lock mechanism in an unlocked state. FIG. 13 is a cross-sectional view of a modified locking mechanism in a locked state. FIG. 13 is a cross-sectional view of a modified locking mechanism in an unlocked state. This is a schematic diagram of the internal structure of the aircraft and the electrical circuits and flow paths. FIG. 2 is a front perspective view of the vicinity of the hydraulic oil tank. FIG. 2 is a plan view of the vicinity of the hydraulic oil tank. FIG. 4 is a rear view of the vicinity of the hydraulic oil tank. FIG. 4 is a front view of the vicinity of the mounting member. 13 is a front view of the vicinity of a mounting member of another example. FIG. FIG. FIG. FIG. FIG. FIG. FIG. FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
First, the overall configuration of the work machine 1 according to this embodiment will be described.
Fig. 17 is a schematic side view showing the overall configuration of the working machine 1. Fig. 18 is a schematic front view of the working machine 1. Fig. 19 is a schematic side view of the upper part of the working machine 1. Fig. 20 is a schematic plan view of the upper part of the working machine 1. In this embodiment, a backhoe, which is a rotating working machine, is exemplified as the working machine 1.

As shown in Fig. 17, the work machine 1 includes a machine body (swivel base) 2, a traveling device 3, and a work device 4. A driver's seat 6 is mounted on the machine body 2, in which a driver (operator) D (see Figs. 19 and 20) is seated.
In this embodiment, the front side of the driver D seated in the driver's seat 6 of the work machine 1 (in the direction of arrow A1 in Figures 17 and 19) will be described as the front, the rear side of the driver D (in the direction of arrow A2 in Figures 17 and 19) will be described as the rear, the left side of the driver D (in the direction of arrow B1 in Figures 18 and 20) will be described as the left side, and the right side of the driver D (in the direction of arrow B2 in Figures 18 and 20) will be described as the right side.

The horizontal direction perpendicular to the longitudinal direction K1 is described as the aircraft width direction (the width direction from left to right of the aircraft 2) K2 (see Figures 18 and 20). Furthermore, the direction from the center of the aircraft 2 toward the right or left is described as the aircraft outside. In other words, the aircraft outside is the aircraft width direction K2, and is the direction away from the center of the aircraft 2 to the left or right. The direction opposite to the aircraft outside is described as the aircraft inside. In other words, the aircraft inside is the aircraft width direction K2, and is the direction approaching the center from the left or right of the aircraft 2.

As shown in Figures 17 and 18, the traveling device 3 is a device that supports the machine body 2 so that it can travel. This traveling device 3 has a traveling frame 3A, a first traveling device 3L provided on the left side of the traveling frame 3A, and a second traveling device 3R (Figure 18) provided on the right side of the traveling frame 3A. The first traveling device 3L and the second traveling device 3R are crawler-type traveling devices. The first traveling device 3L is driven by a first traveling motor (traveling motor) M1. The second traveling device 3R is driven by a second traveling motor (traveling motor) M2. The first traveling motor M1 and the second traveling motor M2 are configured by hydraulic motors (hydraulic actuators).

17, a dozer device 7 is attached to the front of the traveling device 3. The dozer device 7 can be raised and lowered (raised and lowered the blade) by extending and contracting a dozer cylinder C1 (hydraulic actuator).
The machine body 2 is supported on the traveling frame 3A via a swivel bearing 8 so as to be rotatable about a vertical axis (an axis extending in the up-down direction). The machine body 2 is driven in the swivel direction by a swivel motor M3, which is a hydraulic motor (hydraulic actuator). The machine body 2 has a base plate 9 (hereinafter referred to as a swivel base plate) that swivels about the vertical axis, and a weight 10. The swivel base plate 9 is made of a steel plate or the like, and is connected to the swivel bearing 8. The weight 10 is provided at the rear of the machine body 2.

A prime mover Eg is mounted on the rear of the aircraft body 2. The prime mover Eg is a diesel engine. Note that the prime mover Eg may be a gasoline engine, an LPG engine, an electric motor, or the like, or may be a hybrid prime mover having an engine and an electric motor.
The prime mover Eg is covered by a bonnet 5. A driver's seat 6 is provided on the bonnet 5.

20 , the center of the driver's seat 6 in the vehicle width direction K2 substantially coincides with the center of the bonnet 5 in the vehicle width direction K2. In addition, both sides (left and right sides) of the bonnet 5 in the vehicle width direction K2 protrude from the driver's seat 6 to the outside of the vehicle.
A support bracket 13 is provided at the front of the body 2. The support bracket 13 is installed slightly to the right of the center in the body width direction K2.

17 , a swing bracket 14 is attached to the support bracket 13 so as to be swingable about a vertical axis. The working device 4 is attached to the swing bracket 14. In other words, the working device 4 is supported at the front part of the machine body 2.
Note that the working device 4 is also shown in FIG. 18, but for the sake of convenience, the positions of the various parts of the working device 4 in the height direction are different between FIG. 18 and FIG.

As shown in FIG. 17, the working device 4 has a boom 15, an arm 16, and a bucket (working tool) 17. The base of the boom 15 is pivotally attached to the swing bracket 14 so as to be rotatable about a horizontal axis (an axis extending in the machine body width direction K2). This allows the boom 15 to swing up and down. The arm 16 is pivotally attached to the tip side of the boom 15 so as to be rotatable about a horizontal axis. This allows the arm 16 to swing back and forth or up and down.

The bucket 17 is provided at the tip of the arm 16 so that it can perform scooping and dumping operations. The work machine 1 can be equipped with other work tools (hydraulic attachments) that can be driven by a hydraulic actuator instead of or in addition to the bucket 17. Examples of other work tools include hydraulic breakers, hydraulic crushers, angle brooms, earth augers, pallet forks, sweepers, mowers, snow blowers, etc.

The swing bracket 14 can be swung by the extension and retraction of a swing cylinder C2 provided in the machine body 2. The boom 15 can be swung by the extension and retraction of a boom cylinder C3. The arm 16 can be swung by the extension and retraction of an arm cylinder C4. The bucket 17 can perform scooping and dumping operations by the extension and retraction of a bucket cylinder (tool cylinder) C5.

The dozer cylinder C1, the swing cylinder C2, the boom cylinder C3, the arm cylinder C4, and the bucket cylinder C5 are configured by hydraulic cylinders (hydraulic actuators). The boom cylinder C3, the arm cylinder C4, and the bucket cylinder C5 are hydraulic actuators for driving the work implement 4.
The working machine 1 is equipped with a control device 21 that controls the working machine 1. The control device 21 has a control stand 23. The control stand 23 is provided on the machine body 2, behind the working machine 4 and in front of the driver's seat 6 and the bonnet 5.

An aisle 22 is provided between the control console 23 and the driver's seat 6 and bonnet 5. The aisle 22 is formed at a predetermined interval on the floor 24 between the control console 23 and the bonnet 5. The aisle 22 is also open to the left and right of the machine body 2, and is walkable through in the machine body width direction K2. Therefore, the driver D can get on and off the work machine 1 from either the left or right side of the work machine 1 via the aisle 22, and can sit in and leave the driver's seat 6.

The control platform 23 has a cover 26. The cover 26 has a first cover 26F provided on the working device 4 side (front A1 side) and a second cover 26B provided on the driver's seat 6 side (rear A2 side).
Fig. 1 is a perspective view of the upper part of the control console 23 as seen from the rear (the driver's seat 6 side in Figs. 17 to 20). Fig. 2 is a rear view of the internal structure of the control console 23 (as seen from the driver's seat 6 side in Figs. 17 to 20). Fig. 1 shows both the first cover 26F and the second cover 26B, but Fig. 2 shows the state in which the second cover 26B has been removed.

1, 17, etc., the first cover 26F and the second cover 26B are combined in the front-rear direction K1 to form a housing of the control console 23. The cover 26 covers the internal structure of the control console 23 as shown in FIG.
2, the internal structure of the control console 23 includes a support frame 25 that serves as the skeleton of the control console 23. The first cover 26F and the second cover 26B are fixed to the support frame 25 by fastening members such as bolts and nuts (not shown).

As shown in FIG. 1, the rear surface 26a of the second cover 26B of the control platform 23 is provided with multiple windows 26c, 26d. Each window 26c, 26d is a through hole of a predetermined size. Each window 26c, 26d is provided with a lid 26g, 26h that can be opened and closed using a hinge structure. FIG. 1 shows a state in which the lid 26g is open and the window 26c is open, and a state in which the lid 26h is closed and the window 26d is closed. As shown in FIG. 1, by opening the window 26c, part or all of the locking mechanism 114 described below can be exposed.

Further, electrical components 18s such as various warning lamps are provided on a rear surface 26a of the second cover 26B.
As shown in Figures 17 and 18, a protective member (ROPS) 19 is attached to the control console 23. The protective member 19 protects the driver D seated in the driver's seat 6. The protective member 19 has an attachment portion 19A, vertical portions 19L, 19R, horizontal portions 19B, 19C, and connecting portions 19D, 19E. For convenience, the protective member 19 is not shown in Figures 19 and 20.

As shown in FIG. 18, the mounting portion 19A is disposed in front of the first cover 26F, A1, and on both the left and right sides. A support plate 20L is interposed between the left side portion 19g of the mounting portion 19A and the left side wall 26L of the first cover 26F. A support plate 20R is interposed between the right side portion 19h of the mounting portion 19A and the right side wall 26R of the first cover 26F. Each support plate 20L, 20R is erected on the aircraft body 2.

The left side 19g of the mounting portion 19A is fixed to the support plate 20L and the first vertical member 27 (Fig. 2) of the support frame 25 by fastening members 200. The right side 19h of the mounting portion 19A is fixed to the support plate 20R and the second vertical member 28 (see Fig. 2) of the support frame 25 by fastening members 200. Each fastening member 200 penetrates both side walls 26L, 26R of the first cover 26F. Both side walls 26L, 26R of the first cover 26F may or may not be fixed to both side parts 19g, 19h of the mounting portion 19A and the support plates 20L, 20R.

As shown in Figures 17 and 18, vertical portions 19L and 19R extend upward from both side portions 19g and 19h of the mounting portion 19A. Horizontal portions 19B and 19C extend from the upper ends of the vertical portions 19L and 19R toward the rear A2. The rear ends of the horizontal portions 19B and 19C are connected by a connecting portion 19D that extends in the aircraft width direction K2. The vertical portions 19L and 19R are connected by a connecting portion 19E that extends in the aircraft width direction K2.

The attachment portion 19A is disposed in the front A1 of the first cover 26F, but is not disposed in the rear A2 of the second cover 26B. Therefore, in a state where the protective member 19 is attached as shown in Figs. 17 and 18, the second cover 26B can be removed, but the first cover 26A cannot be removed.
Next, the configuration and structure of the control device 21 will be described.

Fig. 3 is a perspective view of the upper part of the internal structure of the control console 23 as viewed from the rear (driver's seat 6 side). Fig. 4 is a front view of the upper part of the internal structure of the control console 23. Fig. 5 is a perspective view of the upper part of the internal structure of the control console 23 as viewed from the front of the machine body 2 (working device 4 side). Fig. 6 is a perspective view of the upper part of the support frame 25 as viewed from the rear.
As shown in Figures 2 to 6, the support frame 25 of the pilot stand 23 has a first vertical member 27 constituting the left portion, a second vertical member 28 constituting the right portion, and a connector 29 connecting these two vertical members 27, 28. The first vertical member 27 and the second vertical member 28 are formed in a plate shape. The first vertical member 27 and the second vertical member 28 are erected on the aircraft 2 with their respective plate surfaces facing the aircraft width direction K2. The first vertical member 27 and the second vertical member 28 face each other with a predetermined gap therebetween in the aircraft width direction K2.

The connector 29 is provided between the upper parts of the first vertical member 27 and the second vertical member 28. The connector 29 has a first connector 30, a second connector 31, and a third connector 32.
The first connecting member 30 is connected to an upper portion of the first vertical member 27. The second connecting member 31 is connected to an upper portion of the second vertical member 28. The first connecting member 30 and the second connecting member 31 are provided with a gap therebetween in the width direction K2 of the aircraft body. The third connecting member 32 connects the first connecting member 30 and the second connecting member 31 together.

As shown in FIG. 6 etc., the first connecting member 30 is disposed on the second vertical member 28 side of the first vertical member 27 and is connected to the first vertical member 27. The first connecting member 30 has a first wall 30a and a second wall 30b. The first wall 30a is fixed along the first vertical member 27. A first bearing sleeve 69L is disposed below the first wall 30a. The first bearing sleeve 69L is provided in a penetrating manner in the first vertical member 27 and has an axis extending in the aircraft width direction K2.

The second wall 30b extends from a front end of the first wall 30a into the aircraft body. A first support tube 68L is provided penetrating the second wall 30b. The first support tube 68L has an axis extending in the front-rear direction K1.
The second connecting member 31 is disposed on the first vertical member 27 side with respect to the second vertical member 28, and is connected to the second vertical member 28. The second connecting member 31 has a first wall 31a and a second wall 31b. The first wall 31a is fixed along the second vertical member 28. As shown in Figures 4 and 5, a second bearing sleeve 69R is disposed below the first wall 31a. The second bearing sleeve 69R is provided in a penetrating manner in the second vertical member 28, and has an axis extending in the aircraft width direction K2.

The second wall 31b extends from a front end of the first wall 31a into the aircraft body. A second support tube 68R is provided penetrating the second wall 31b. The second support tube 68R has an axis extending in the front-rear direction K1.
As shown in FIG. 6, the third connecting member 32 has a first wall portion 32a, a second wall portion 32b, and a lower base portion 32c behind the first connecting member 30 and the second connecting member 31 (toward the driver's seat 6). The first wall portion 32a is fixed to the second wall 30b of the first connecting member 30 in a protruding manner toward the rear from the right end rear surface of the second wall 30b. The second wall portion 32b is fixed to the second wall 31b of the second connecting member 31 in a protruding manner toward the rear from the left end rear surface of the second wall 31b. The first wall portion 32a and the second wall portion 32b protrude downward from the first connecting member 30 and the second connecting member 31. The lower base portion 32c connects the lower end of the first wall portion 32a and the lower end of the second wall portion 32b. The lower base portion 32c is plate-shaped, and each plate surface faces upward or downward.

As shown in FIG. 4, the third connecting member 32 has a third wall 32d, a fourth wall 32e, and a front base 32f in front of the first connecting member 30 and the second connecting member 31 (toward the working device 4). The third wall 32d is fixed to the front surface of the second wall 30b of the first connecting member 30 in a protruding manner toward the front. The fourth wall 32e is fixed to the front surface of the second wall 31b of the second connecting member 31 in a protruding manner toward the front. The front base 32f connects the front end of the third wall 32d and the front end of the fourth wall 32e. The front base 32f is plate-shaped, and each plate surface faces forward or backward. For convenience, the third wall 32d, the fourth wall 32e, and the front base 32f are omitted from FIG. 5.

The third wall 32d, the fourth wall 32e, and the front base 32f are separate from the first wall 32a, the second wall 32b, and the lower base 32c of the third connecting member 32. However, in order to improve the rigidity of the third connecting member 32 and the support frame 25, the walls 32a, 32b, 32d, 32e, and 32f of the third connecting member 32 may be integrated with the bases 32c and 32f.
An operation spindle 34 is provided on the upper part of the support frame 25. The operation spindle 34 has an axis extending in the machine body width direction K2. The operation spindle 34 is supported by the support frame 25 so as to be rotatable about the axis. In addition, the operation spindle 34 is located above the lower base 32c of the third connecting member 32.

Base plates 53L, 53R are connected to both ends of the operating support shaft 34. As shown in FIG. 17, the base plate 53L on the left side is disposed closer to the second cover 26B than the root portion 19t of the vertical portion 19L that is connected to the mounting portion 19A of the protective member 19. Similarly, the base plate 53R on the right side is disposed closer to the second cover 26B than the root portion 19t of the vertical portion 19R (not shown). Therefore, the operating support shaft 34 is also disposed closer to the second cover 26B than the root portions 19t of the vertical portions 19L, 19R.

As shown in FIG. 4, the operating shaft 34 has a first shaft 34A and a second shaft 34B. The first shaft 34A passes through the first bearing sleeve 69L and penetrates the first walls 30a, 31a of the first and second connecting members 30, 31 and the first wall portion 32a and the second wall portion 32b of the third connecting member 32. The first shaft 34A is supported by the first bearing sleeve 69L and the first wall portion 32a and the second wall portion 32b of the third connecting member 32 so as to be rotatable around the axis of the first bearing sleeve 69L.

The second shaft 34B is disposed concentrically to the right of the first shaft 34A. The second shaft 34B passes through the second bearing sleeve 69R. The second shaft 34B is supported by the second bearing sleeve 69R so as to be rotatable about the axis of the second bearing sleeve 69R.
The first shaft 34A and the second shaft 34B are disposed at an interval in the machine body width direction K2. As shown in Fig. 6 and other figures, a connecting member 11 is provided between the first shaft 34A and the second shaft 34B. The first shaft 34A and the second shaft 34B are connected by the connecting member 11 so as to be rotatable together.

As described above, the operating support shaft 34 consisting of the first shaft 34A and the second shaft 34B is supported by the first wall portion 32a of the first vertical member 27, the second vertical member 28, the first connecting member 30, the second connecting member 31, and the third connecting member 32.
The operation support shaft 34 may be formed of a single shaft.
The connecting member 11 has a first side wall 11A connected to the first shaft 34A, a second side wall 11B connected to the second shaft 34B, a connecting wall 11C connecting the first side wall 11A and the second side wall 11B, and an extension portion 11D extending upward from the second side wall 11B. The first side wall 11A and the second side wall 11B are arranged at a predetermined interval in the aircraft width direction K2. The connecting wall 11C connects the rear ends of the first side wall 11A and the second side wall 11B to each other.

The first side wall 11A is provided with a connecting tube 64. The right end of the first shaft 34A is inserted into the connecting tube 64 and fixed to the connecting tube 64. This allows the first shaft 34A and the first side wall 11A to rotate integrally.
The second shaft 34B is fixed to the second side wall 11B by welding or the like. The extension 11D is provided with a contact plate 11E and a first spring hook 70. The first spring hook 70 is made of a pin and protrudes from the extension 11D towards the first shaft 34A.

As shown in Figures 4 and 5, a second spring hook 72 is provided below the second wall 31b of the second connecting member 31. The second spring hook 72 is made of a bent pin and is fixed to a holding plate 100. The holding plate 100 is fixed to the plate surface of the second vertical member 28 on the inside side of the aircraft, and protrudes forward from the second vertical member 28. The second spring hook 72 protrudes from the holding plate 100 toward the first shaft 34A and is bent forward.

As shown in FIG. 6 etc., a cylindrical body 39L is fitted to the left part of the first shaft 34A (between the first wall 30a of the first connecting member 30 and the first wall portion 32a of the third connecting member 32). The cylindrical body 39L is fixed to the first shaft 34A by a pin or the like and can rotate together with the first shaft 34A. A cylindrical spacer 39R is fitted to the right part of the first shaft 34A (between the second wall portion 32b of the third connecting member 32 and the connecting member 11). The spacer 39R is fixed to the first shaft 34A by a pin or the like.

2, the control platform 23 is provided with a control valve 35. This control valve 35 is an assembly of a plurality of control valves V1 to V10 that control the hydraulic actuators provided in the work machine 1, and is provided between the lower parts of the first vertical member 27 and the second vertical member 28.
Each of the control valves V1 to V10 is a direct-acting spool-type directional control valve. The spool of each of the control valves V1 to V10 is held in a neutral position by the biasing force of a biasing spring housed in the valve body, and is operated up and down from the neutral position against the biasing force of the biasing spring. The multiple control valves are the first control valve V1 to the tenth control valve V10. The first control valve V1 to the tenth control valve V10 are mechanically operated directional control valves in which the spool is manually switched.

The first control valve V1 is a speed change control valve that controls a swash plate angle cylinder (not shown) that changes the tilt angle of the swash plates of the first travel motor M1 and the second travel motor M2 (Figure 2). The second control valve V2 is a swing control valve that controls the swing motor M3 (Figure 1). The third control valve V3 is an arm control valve that controls the arm cylinder C4 (Figure 1). The fourth control valve V4 is a first travel control valve (travel control valve) that controls the first travel motor M1 (Figure 1). The fifth control valve V5 is a dozer control valve that controls the dozer cylinder C1 (Figure 1). The sixth control valve V6 is a spare control valve that controls a hydraulic attachment. The seventh control valve V7 is a second travel control valve (travel control valve) that controls the second travel motor M2 (Figure 2). The eighth control valve V8 is a swing control valve that controls the swing cylinder C2 (Figure 1). The ninth control valve V9 is a bucket control valve that controls the bucket cylinder C5 (Figure 1). The tenth control valve V10 is a boom control valve that controls the boom cylinder C3 (Figure 1). The third control valve V3, the ninth control valve V9, and the tenth control valve V10 are work control valves that control the hydraulic actuator that drives the work implement 4 (Figure 1).

The control platform 23 is provided with an operating shaft 33. The operating shaft 33 is provided below the connector 29 and the operating support shaft 34 and above the control valve 35. The operating shaft 33 has an axis extending in the aircraft width direction K2 and is provided across the first vertical member 27 and the second vertical member 28. The operating shaft 33 is supported by the first vertical member 27 and the second vertical member 28 so as to be rotatable around the axis. The right portion of the operating shaft 33 protrudes outward from the aircraft from the second vertical member 28.

2 and 3, a first rotating cylinder 38A to a fifth rotating cylinder 38E are fitted onto the operating shaft 33. The third rotating cylinder 38C rotates integrally with the operating shaft 33, and the other rotating cylinders 38A, 38B, 38D, and 38E rotate relative to the operating shaft 33.
As shown in Fig. 3, a first relay piece 91A is provided at the rear of the first rotating cylinder 38A so as to protrude rearward. A second relay piece 91B is provided at the rear of the second rotating cylinder 38B so as to protrude rearward. A third relay piece 91C is provided at the rear of the fourth rotating cylinder 38D so as to protrude rearward. A fourth relay piece 91D is provided at the rear of the fifth rotating cylinder 38E so as to protrude rearward.

As shown in FIG. 5, a first arm 39A is provided at the front of the first rotating cylinder 38A so as to protrude forward. A second arm 39B is provided at the front of the second rotating cylinder 38B so as to protrude forward. A third arm 39C is provided at the front of the fourth rotating cylinder 38D so as to protrude forward. A fourth arm 39D is provided at the front of the fifth rotating cylinder 38E so as to protrude forward.

The first rotating cylinder 38A is interlocked with the spool S2 of the second control valve V2 via an arm 39A and a link 40A. The second rotating cylinder 38B is interlocked with the spool S3 of the third control valve V3 via an arm 39B and a link 40B. The third rotating cylinder 38C is interlocked with the spool S5 of the fifth control valve V5 via an arm 39C and a link 40C. The fourth rotating cylinder 38D is interlocked with the spool S9 of the ninth control valve V9 via an arm 39D and a link 40D. The fifth rotating cylinder 38E is interlocked with the spool S10 of the tenth control valve V109 via an arm 39E and a link 40E.

The control platform 23 is provided with a plurality of levers, pedals, etc. for operating the working device 4, the traveling device 3, and other devices provided on the working machine 1.
A dozer lever 66 for operating the dozer device 7 (FIG. 1) is provided on the right side B2 of the control platform 23. The base of the dozer lever 66 is fixed to the right part of the operating shaft 33. By swinging the dozer lever 66 back and forth, the operating shaft 33 and the third rotating cylinder 38C rotate, and the spool S5 of the fifth control valve V5 is pushed and pulled via the arm 39C and the link 40C. This controls the dozer cylinder C1 to drive the dozer device 7.

On the left side B1 of the control stand 23, an accelerator lever 67 for controlling the rotation speed of the prime mover Eg is provided. As shown in FIG. 2, a first pedal support part 74 and a second pedal support part 75 are provided on the lower part of the first vertical member 27. The first pedal support part 74 supports a speed change pedal (not shown) for operating the first control valve V1. The second pedal support part 75 supports an SP pedal (not shown) for operating the sixth control valve V6. A third pedal support part 76 is provided on the lower part of the second vertical member 28. The third pedal support part 76 supports a swing pedal (not shown) for operating the eighth control valve V8.

An operating member 41 and a control member 71 are provided above the control platform 23 .
The operating member 41 constitutes a travel lever that operates the traveling device 3 (travel control valve). The operating member 41 is disposed on the upper part of the operation stand 23 and in the center in the vehicle width direction K2. The operating member 41 includes a left first traveling lever 41L and a right second traveling lever 41R. The first traveling lever 41L and the second traveling lever 41R are disposed side by side in the vehicle width direction K2. The first traveling lever 41L operates the first traveling device 3L, and the second traveling lever 41R operates the second traveling device 3R. The first traveling lever 41L is located inside the vehicle body of the first operation lever 71L described later. The second traveling lever 41R is located inside the vehicle body of the second operation lever 71R described later.

The first travel lever 41L has a lever body 43L having a grip 42L at its tip (upper portion), and a cylindrical first base portion 44L provided at the lower portion of the lever body 43L.
As shown in Figures 5 and 6, the first base 44L is disposed between the first connecting member 30 and the second connecting member 31. The first shaft 34A of the operation support shaft 34 is inserted through the first base 44L. That is, the first base 44L is disposed around the first shaft 34A. The first base 44L is supported so as to be rotatable relative to the first shaft 34A around the axis of the first shaft 34A. As a result, the first travel lever 41L is supported by the operation support shaft 34 so as to be rotatable around the axis of the operation support shaft 34, and can be swung in the front-rear direction K1.

The first arm 45X, made of a plate material, is provided on the first base 44L so as to protrude forward. The first arm 45X rotates integrally with the first travel lever 41L. One end (upper part) of the connecting rod 48L is connected to the first arm 45X via a ball joint 49L. The other end (lower part) of the connecting rod 48L is connected to the spool S4 of the fourth control valve V4. When the first travel lever 41L is swung back and forth, the first arm 45X swings up and down, and the spool S4 of the fourth control valve V4 is pushed and pulled via the connecting rod 48L. This controls the first travel motor M1 to drive the first travel device 3L.

As shown in FIG. 2, the second travel lever 41R has a lever body 43R having a grip 42R at its tip (upper part), and a cylindrical second base part 44R provided at the base (lower part) of the lever body 43R.
As shown in Figures 5 and 6, the second base 44R is disposed between the first connecting member 30 and the second connecting member 31. The first shaft 34A of the operation support shaft 34 is inserted into the second base 44R. That is, the second base 44R is disposed around the first shaft 34A. The second base 44R is supported so as to be rotatable relative to the first shaft 34A around the axis of the first shaft 34A. As a result, the second travel lever 41R is supported by the operation support shaft 34 so as to be rotatable around the axis of the operation support shaft 34, and can be swung back and forth.

The second base 44R has a first arm 45X made of a plate material protruding forward. The second arm 45Y is arranged in parallel with the first arm 45X in the axial direction of the operation shaft 34. The second arm 45Y rotates together with the second travel lever 41R. One end (upper part) of the connecting rod 48R is connected to the second arm 45Y via a ball joint 49R. The other end (lower part) of the connecting rod 48R is connected to the spool S7 of the seventh control valve V7. When the second travel lever 41R is swung back and forth, the second arm 45Y swings up and down, and the spool S7 of the seventh control valve V7 is pushed and pulled via the connecting rod 48R. This controls the second travel motor M2 to drive the second travel device 3R.

The control member 71 shown in FIG. 2 is a lever that controls the working device 4 and the machine body 2. The control member 71 includes a first control lever 71L (left) provided on one side of the machine body in the width direction K2, and a second control lever 71R (right) provided on the other side of the machine body in the width direction K2. The first control lever 71L and the second control lever 71R are arranged on the upper part of the control platform 23 and on the outer side of the machine body of the operation member 41. The first control lever 71L is arranged on the outer side of the machine body (left side) of the first traveling lever 41L. The second control lever 71R is arranged on the outer side of the machine body (right side) of the second traveling lever 41R. The first control lever 71L is used to operate, for example, the arm 16 and the machine body 2. The second control lever 71R is used to operate, for example, the boom 15 and the bucket 17.

The first control lever 71L has a grip 78L at its tip (upper part). The base (lower part) of the first control lever 71L is supported by the support frame 25 via the first support 77L so that it can swing in any swing direction. The second control lever 71R has a grip 78R at its tip (upper part). The base (lower part) of the second control lever 71R is supported by the support frame 25 via the second support 77R so that it can swing in any swing direction. The swing directions of the first control lever 71L and the second control lever 71R are the front-rear direction K1, the aircraft width direction K2, and the diagonal direction between the front-rear direction K1 and the aircraft width direction K2. The structure for swinging the control member 71 is similar to known technology, so a description is omitted.

2, 3, and 5, by swinging the first control lever 71L in the width direction K2 of the aircraft, the spool S2 of the second control valve V2 is pushed and pulled via the first interlocking member 89A, the first relay piece 91A, the first rotating cylinder 38A, the first arm 39A, the link 40A, etc. This controls the rotation motor M3 to drive (rotate) the aircraft 2. Also, by swinging the first control lever 71L in the front-rear direction K1, the spool S3 of the third control valve V3 is pushed and pulled via the second interlocking member 89B, the second relay piece 91B, the second rotating cylinder 38B, the second arm 39B, the link 40B, etc. This controls the arm cylinder C4 to drive (swing) the arm 16.

By swinging the second control lever 71R in the width direction K2 of the machine body, the spool S9 of the ninth control valve V9 is pushed or pulled via the third interlocking member 89C, the third relay piece 91C, the fourth rotating cylinder 38D, the fourth arm 39D, and the link 40D. This controls the bucket cylinder C5 to drive (swing) the bucket 17. Also, by swinging the second control lever 71R in the front-rear direction K1, the spool S10 of the tenth control valve V10 is pushed or pulled via the fourth interlocking member 89D, the fourth relay piece 91D, the fifth rotating cylinder 38E, the fifth arm 39E, and the link 40E. This controls the boom cylinder C3 to drive (swing) the boom 15.

2, 3, 6, and the like, electrical components 140L and 140R are provided between the operation member 41 and the steering member 71. In Fig. 5, the electrical components 140L and 140R are omitted from the illustration.
The electrical components 140L, 140R are located inside the control platform 23 and are therefore covered by the cover 26. The electrical components 140L, 140R operate in response to the operation of the operating member 41. Specifically, the first electrical component 140L on the left side is a sensor that detects the operating position (swing position) of the first travel lever 41L. The second electrical component 140R on the right side is a sensor that detects the operating position (swing position) of the second travel lever 41R.

The electrical components 140L, 140R are disposed above the operation shaft 34 and near the bases 44L, 44R of the operation member 41. Electrical wiring (not shown) that supplies power to the electrical components 140L, 140R and electrical wiring (not shown) that transmits electrical signals output by the electrical components 140L, 140R to an electronic control device (not shown) provided in the work machine 1 are also disposed above the operation shaft 34 and near the bases 44L, 44R of the operation member 41.

1 and 2, a lock lever 50 is provided on the left and right sides of the control console 23. This lock lever 50 is a member for locking (mechanically restraining) and unlocking (releasing the mechanical restraint so that they can move) the operating member 41 and the control member 71.
The lock lever 50 includes a first lever 50L located on the left side of the control console 23 and a second lever 50R located on the right side of the control console 23. The first lever 50L is disposed on the outer side of the aircraft body of the first control lever 71L. The second lever 50R is disposed on the outer side of the aircraft body of the second control lever 71R.

As shown in FIG. 2, the first lever 50L has a lever body 52L with a grip 51L at its tip (upper part) and a first base plate 53L fixed to the base (lower part) of the lever body 52L. The second lever 50R has a lever body 52R with a grip 51R at its tip (upper part) and a second base plate 53R fixed to the base (lower part) of the lever body 52R.

As shown in FIG. 6, the lever body 52L of the first lever 50L is fixed to one end of the first base plate 53L, and the left end of the first shaft 34A of the operating shaft 34 is fixed to the other end. The lever body 52R of the second lever 50R is fixed to one end of the second base plate 53R, and the right end of the second shaft 34B of the operating shaft 34 is fixed to the other end. This allows the first lever 50L and second lever 50R (lock lever 50) to rotate integrally with the operating shaft 34, and to be oscillated up and down as shown in FIG. 19.

The lock lever 50 can be moved up and down to a first position X1 and a second position X2 shown in FIGS.
The first position X1 is a position where the lock lever 50 is raised (a state where the lock lever 50 faces upward from the base to the tip) and is a position where the driver D is not prevented from getting on and off through the aisle 22 (a position where getting on and off is permitted). In other words, the first position X1 is a position to the side of the control console 23 and is a position where the aisle 22 is opened.

The second position X2 is a position where the lock lever 50 is lowered (where the lock lever 50 faces rearward from the base to the tip) and is a position that prevents the driver D from getting on and off through the aisle 22 (a position that prevents getting on and off). In other words, the second position X2 is a position that extends from the cockpit 23 toward the rear of the aircraft and is a position that blocks the aisle 22.

When the lock lever 50 is in the first position X1, the operating member 41 and the steering member 71 are locked, and the operating member 41 and the steering member 71 cannot be operated. When the lock lever 50 is in the second position X2, the operating member 41 and the steering member 71 are unlocked, and the operating member 41 and the steering member 71 can be operated.
When the operating member 41 and the steering member 71 are locked, the first lever 50L and the second lever 50R do not prevent the driver D from getting in and out of the driver's seat 6 via the aisle 22. When the operating member 41 and the steering member 71 are not locked, the first lever 50L and the second lever 50R prevent the driver D from getting in and out of the driver's seat 6 via the aisle 22. This makes it clear whether the operating member 41 and the steering member 71 are locked or unlocked.

As shown in Figures 4 and 6, a positioning mechanism 96 for the lock lever 50 is provided inside the machine body at the top of the first vertical member 27. The positioning mechanism 96 has an abutment member 97, a first stopper 98, and a second stopper 99. The abutment member 97 is provided so as to protrude radially from the cylindrical body 39L. The first shaft 34A of the operating support shaft 34 is inserted inside the cylindrical body 39L. The cylindrical body 39L and the first shaft 34A are fixed. Therefore, the cylindrical body 39L and the abutment member 97 rotate integrally with the operating support shaft 34.

The first stopper 98 is a bolt. It is screwed into a threaded hole (not shown) formed through the second wall 30b of the first connecting member 30. The threaded hole is a hole with a female thread on the inner circumference. A first lock nut 102 (FIG. 5) that fixes the axial position of the first stopper 98 is screwed into the first stopper 98. When the lock lever 50 is in the first position X1, the abutment member 97 abuts against the first stopper 98.

When the lock lever 50 is rotated and the abutting member 97 abuts against the first stopper 98, the rotation of the lock lever 50 in the direction from the second position X2 to the first position X1 (locking direction F1 in FIG. 7A described later) is restricted. As a result, the lock lever 50 is positioned at the first position X1.
The second stopper 99 is a bolt. The second stopper 99 is screwed into a screw hole (not shown) that penetrates a holding plate 101. The holding plate 101 is fixed to a plate surface on the inside side of the aircraft of the first vertical member 27 so as to protrude inwardly into the aircraft. A second lock nut 104 that fixes the axial position of the second stopper 99 is screwed into the second stopper 99. When the lock lever 50 is in the second position X2, the abutment member 97 abuts against the second stopper 99.

When the lock lever 50 is rotated and the abutting member 97 abuts against the second stopper 99, the rotation of the lock lever 50 in the direction from the first position X1 to the second position X2 (the unlocking direction F2 in FIG. 7B described later) is restricted. As a result, the lock lever 50 is positioned at the second position X2.
By screwing the first stopper 98 forward or backward, the contact position between the contact member 97 and the first stopper 98 can be changed. This makes it possible to adjust the position of the lock lever 50 around the operation spindle 34 at the first position X1 (the angle of the lock lever 50). Furthermore, by screwing the second stopper 99 forward or backward, the contact position between the contact member 97 and the second stopper 99 can be changed. This makes it possible to adjust the position of the lock lever 50 around the operation spindle 34 at the second position X2 (the angle of the lock lever 50).

The operating force applied to the lock lever 50 is received by the flat surface via the abutment surface when the abutment member 97 abuts against the first stopper 98 or the second stopper 99. This prevents the lock lever 50 from shifting position around the axis of the operating shaft 34.
An urging member 106 that holds the lock lever 50 at the first position X1 and the second position X2 is provided inside the machine body at an upper portion of the second vertical member 28. The urging member 106 is a tension coil spring. One end of the urging member 106 is hooked to a first spring hook portion 70 (FIG. 6) provided on the connecting member 11. The other end of the urging member 106 is hooked to a second spring hook portion 72 (FIGS. 4 and 5) fixed to the second vertical member 28 via a holding plate 100.

The biasing force of the biasing member 106 acts on the lock lever 50 in a different direction depending on whether the lock lever 50 is located at the first position X1 or the second position X2.
That is, when the lock lever 50 is in the first position X1, the axis of the biasing member 106 is located above (closer to the first position X1) the axis of the operation shaft 34. Therefore, when the lock lever 50 is in the first position X1, the biasing force of the biasing member 106 acts to rotate the lock lever 50 in a direction to raise the lock lever 50 (the upward direction of the grips 51L, 51R, the locking direction F1 in FIG. 7A). This biasing force holds the lock lever 50 in the first position X1.

When the lock lever 50 is in the second position X2, the axis of the biasing member 106 is located below (towards the second position X2) the axis of the operating shaft 34. Therefore, when the lock lever 50 is in the second position X2, the biasing force of the biasing member 106 acts to rotate the lock lever 50 in a direction that tilts it down (the downward direction of the grips 51L, 51R, the unlocking direction F2 in FIG. 7B). This biasing force holds the lock lever 50 in the second position X2.

As shown in FIG. 6, a third stopper 105 is provided in front of the contact plate 11E of the connecting member 11. The third stopper 105 is a bolt. The third stopper 105 is screwed into a screw hole (not shown) formed through the second wall 31b of the second connecting member 31. A third lock nut 108 (FIG. 5) that fixes the position of the third stopper 105 is screwed into the third stopper 105. When the lock lever 50 is in the first position X1, the contact plate 11E abuts against the third stopper 105. This also restricts the rotation of the lock lever 50 in the upward direction.

As described above, when the first stopper 98 is screwed forward and backward to adjust the position of the lock lever 50 around the operation support shaft 34 at the first position X1, the third stopper 105 is also screwed forward and backward in the same way.
3 and other figures, a locking mechanism 114 for locking or unlocking the operating member 41 is provided near the center of the operation spindle 34. Locking mechanisms 112 and 113 for locking or unlocking the operating member 71 are provided on both the left and right sides of the locking mechanism 114. The structure and operation of the locking mechanisms 112 and 113 for the operating member 71 are similar to those of known technology, and therefore will not be described.

Next, the lock mechanism 114 will be described.
Fig. 7A is a cross-sectional view showing a locked state of the lock mechanism 114. Fig. 7B is a cross-sectional view showing the unlocked state of the lock mechanism 114.
The lock mechanism 114 can be switched between a locked state in which the movement of the operating member 41 is restricted and an unlocked state in which the movement of the operating member 41 is permitted. As shown in FIGS. 6 to 7B, the lock mechanism 114 has engagement portions 45L, 45R, a locking body 126, a locking shaft 128, and a drive portion 131.

As shown in FIG. 6, the first engagement portion 45L is provided so as to protrude rearward from the first base portion 44L of the first travel lever 41L, radially outward from the first base portion 44L and the operating shaft 34. The second engagement portion 45R is provided so as to protrude rearward from the second base portion 44R of the second travel lever 41R, radially outward from the second base portion 44R and the operating shaft 34. Therefore, the first engagement portion 45L rotates integrally with the first travel lever 41L, and the second engagement portion 45R rotates integrally with the second travel lever 41R. That is, the engagement portions 45L and 45R rotate integrally with the operating member 41.

A first engagement groove 46L is formed at the tip of the first engagement portion 45L. A second engagement groove 46R is formed at the tip of the second engagement portion 45R. The first engagement groove 46L and the second engagement groove 46R are recessed radially inward of the operation support shaft 34 from the rear to the front. In other words, the first engagement groove 46L and the second engagement groove 46R are grooves that are open on the rear side and recessed from the tips of the first engagement portion 45L and the second engagement portion 45R toward the operation support shaft 34. As shown in Figures 7A and 7B, above and below the front parts of the first engagement groove 46L and the second engagement groove 46R are provided with inclined surfaces 47 that form a taper in which the distance between them increases as they move rearward.

As shown in FIG. 6, an attachment plate 129 is fixed to the lower base 32c of the third connecting member 32. The attachment plate 129 protrudes rearward from the lower base 32c. Each plate surface of the attachment plate 129 faces upward or downward. A first support piece 129B and a second support piece 129C are fixed to the upper surface of the attachment plate 129 so as to protrude upward. The first support piece 129B and the second support piece 129C are provided at a distance from each other in the aircraft width direction K2.

The lock spindle 128 is inserted between the first support piece 129B and the second support piece 129C, and is thereby supported by the lower base 32c via the mounting plate 129. The lock spindle 128 is disposed below the operation spindle 34. The lock spindle 128 has an axis extending in the machine body width direction K2, and is disposed parallel to the operation spindle 34.
The locking body 126 has a base tube 126A, a locking arm 126B, and a locking pin 126C. The base tube 126A constitutes the lower end (one end) of the locking body 126. The base tube 126A is attached around the locking shaft 128 so as to be rotatable about its axis. In other words, one end of the locking body 126 is rotatably supported by the locking shaft 128. The locking body 126 is also disposed below the electrical components 140L, 140R with a predetermined gap therebetween.

The lock arm 126B is provided on the base tube 126A radially outward and protruding upward. The lock arm 126B also bends forward as it moves upward. The lock arm 126B and the base tube 126A are provided at a corresponding position between the first engagement portion 45L and the second engagement portion 45R. When the base tube 126A rotates around the axis of the lock support shaft 128, the lock arm 126B swings back and forth.

The lock pin 126C is provided in the middle between one end located below the lock arm 126B and the other end located above. The lock pin 126C is fixed to the lock arm 126B while penetrating the middle part of the lock arm 126B from left to right. That is, the lock pin 126C protrudes from the middle part of the lock arm 126B to both sides in the aircraft width direction K2. The left protruding length and right protruding length of the lock pin 126C from the lock arm 126B are equal.

A cylinder 127 is provided between the first base 44L of the first travel lever 41L and the second base 44R of the second travel lever 41R. The cylinder 127 is attached around the first shaft 34A of the operation support shaft 34 and fixed to the first shaft 34A.
The driving unit 131 applies a driving force to the upper end (other end) of the lock body 126, and has an interlocking unit 132 and a connecting member 133. The interlocking unit 132 is provided on the cylindrical body 127 attached around the operation support shaft 34 so as to protrude radially outward and obliquely upward from the cylindrical body 127. In other words, the interlocking unit 132 is provided on the operation support shaft 34 via the cylindrical body 127. The cylindrical body 127 and the interlocking unit 132 rotate integrally with the operation support shaft 34. As another example, the interlocking unit 132 may be provided on the operation support shaft 34 itself.

The connecting member 133 is disposed above the operation shaft 34, and connects the interlocking portion 132 and the locking body 126. More specifically, the front end of the connecting member 133 is rotatably connected to the interlocking portion 132 via a pin 135. The rear end of the connecting member 133 is rotatably connected to the upper end of the locking body 126 via a pin 136.
7A, when the lock lever 50 is in the first position X1, the lock pin 126C is engaged (inserted) into the first engagement groove 46L and the second engagement groove 46R. This restricts (prevents) the vertical movement of the first engagement portion 45L and the second engagement portion 45R, and therefore restricts the movement of the first travel lever 41L and the second travel lever 41R, making it impossible to swing these operating members 41.

7A, the lock body 126 is in an engagement position P1 where it engages with the first engagement portion 45L and the second engagement portion 45R to restrict the movement of the operating member 41. Also, the lock mechanism 114 is in a locked state where it restricts the movement of the operating member 41.
The position of the lock pin 126C relative to the first engagement groove 46L and the second engagement groove 46R can be adjusted by adjusting the attachment position of the attachment plate 129 relative to the lower base 32c of the third connecting member 32. Furthermore, the insertion depth of the lock pin 126C relative to the first engagement groove 46L and the second engagement groove 46R can be adjusted by adjusting the abutment position of the first stopper 98 and the abutment member 97.

From the locked state of FIG. 7A, the lock lever 50 is operated to tilt sideways backward (toward the driver's seat 6 in FIG. 17, etc.) to the second position X2. Then, the drive unit 131 transmits the operating force for changing the position of the lock lever 50 as a driving force to the upper end of the lock body 126, causing the lock body 126 to rotate around the axis of the lock spindle 128. Specifically, the operating force applied to the lock lever 50 causes the operating spindle 34, the cylinder 127, and the interlocking unit 132 to rotate in the unlocking direction F2. Then, as shown in FIG. 7B, the interlocking unit 132 moves the connecting member 133 backward, and the connecting member 133 moves the upper end of the lock arm 126B backward. As a result, the lock arm 126B rotates (swings) around the axis of the lock spindle 128 in the unlocking direction F2. Then, the lock pin 126C moves rearward and disengages from the first engagement groove 46L and the second engagement groove 46R.

This allows the first engagement portion 45L and the second engagement portion 45R to move vertically (removes the constraint), thereby allowing the first driving lever 41L and the second driving lever 41R to move, making it possible to swing these operating members 41.
7B, the lock body 126 is in a disengaged position P2 that disengages from the first engagement portion 45L and the second engagement portion 45R and allows movement of the operating member 41. Also, the lock mechanism 114 is in an unlocked state that allows movement of the operating member 41.

From the unlocked state of FIG. 7B, the lock lever 50 is raised upward to the first position X1. Then, the driving unit 131 transmits the operating force for changing the position of the lock lever 50 as a driving force to the upper end of the lock body 126, and rotates the lock body 126 around the axis of the lock support shaft 128. Specifically, the operating force applied to the lock lever 50 rotates the operating support shaft 34, the cylindrical body 127, and the interlocking unit 132 in the lock direction F1. Then, as shown in FIG. 7A, the interlocking unit 132 moves the connecting member 133 forward, and the connecting member 133 moves the upper end of the lock arm 126B forward. Therefore, the lock arm 126B rotates (swings) around the axis of the lock support shaft 128 in the lock direction F1. Then, the lock pin 126C moves forward and engages with the first engagement groove 46L and the second engagement groove 46R.

As a result, the vertical movement of the first engagement portion 45L and the second engagement portion 45R and the movement of the first travel lever 41L and the second travel lever 41R are restricted, making it impossible to swing the operating member 41.
That is, the lock body 126 changes position (moves) from the disengaged position P2 shown in Fig. 7B to the engaged position P1 as shown in Fig. 7A where the lock body 126 engages with the first engaging portion 45L and the second engaging portion 45R to restrict the movement of the operating member 41. Also, the lock mechanism 114 returns to a state where the operating member 41 is locked.

As described above, the locking body 126 is movable between the engagement position P1 shown in FIG. 7A and the disengagement position P2 shown in FIG. 7B.
In the unlocked state shown in FIG. 7B, the lock mechanism 114 is closer to the second cover 26B side, i.e., the driver's seat 6 side (rearward) than the operation support shaft 34. That is, the lock mechanism 114 is located on the driver's seat 6 side (rearward) from the same position as the operation support shaft 34 (position in the front-rear direction K1) as viewed from the vehicle width direction K2. In other words, in the unlocked state, the lock mechanism 114 is located on the second cover 26B side, i.e., the driver's seat 6 side (rearward) with respect to the portion (front end) of the operation support shaft 34 that is located on the most forward side (first cover 26A side). In the case of this embodiment, as shown in FIG. 7B, in the unlocked state, a part of the lock mechanism 114 (front end of the interlocking portion 132) overlaps with the operation support shaft 34 in the front-rear direction K1, but is located rearward with respect to the front end of the operation support shaft 34.

In the locked state shown in FIG. 7A, the interlocking portion 132 of the locking mechanism 114 and the other members and parts other than the front end of the connecting member 133 are located toward the second cover 26B side (driver's seat 6 side) from the operation support shaft 34. That is, the center to rear end of the connecting member 133, the lock body 126, the lock support shaft 128, and the engagement portions 45L and 45R are located toward the driver's seat 6 side from a position equivalent to the operation support shaft 34 when viewed from the vehicle width direction K2. In other words, in the locked state, the interlocking portion 132 of the locking mechanism 114 and the other members and parts other than the front end of the connecting member 133 are located toward the second cover 26B side, that is, toward the driver's seat 6 side (rearward), with respect to the front end of the operation support shaft 34.

7A and 7B, the lock body 126, the lock shaft 128, and the engaging portions 45L, 45R are always disposed on the second cover 26B side with respect to the operation shaft 34. In other words, the lock shaft 128 and the engaging portions 45L, 45R are always located on the driver's seat 6 side (rearward) of the operation shaft 34 when viewed from the vehicle body width direction K2.
Further, each portion of the locking mechanism 114 is disposed near the joint portion 26X of the first cover 26F and the second cover 26B.

As another example, the shape of each part of the locking mechanism 114 may be changed so that each part of the locking mechanism 114 is closer to the second cover 26B side (driver's seat 6 side) from the operating spindle 34 in both the locked and unlocked states. Also, in at least one of the locked and unlocked states, each part of the locking mechanism 114 may be closer to the driver's seat 6 side than the operating spindle 34. Furthermore, all or most of the locking mechanism 114 may be positioned on the second cover 26B side of the joint 26X between the first cover 26F and the second cover 26B.

The locking mechanism 114 is normally covered by the cover 26. However, as shown in FIG. 2, the locking mechanism 114 is exposed by removing the second cover 26B from the support frame 25, the first cover 26F, and the like. The locking mechanism 114 can also be exposed by opening the lid 26g provided on the rear surface 26a of the second cover 26B and opening the window 26c, as shown in FIG. 1. In other words, the second cover 26B is provided so that the locking mechanism 114 can be exposed on the driver's seat 6 side.

In the above embodiment, the operating force of the lock lever 50 is used as the driving force of the drive unit 131. However, instead of this, the driving force may be generated by an actuator 139 provided in the drive unit 131 as shown in FIGS. 8A and 8B.
Fig. 8A is a cross-sectional view showing a modified lock mechanism 114 in a locked state. Fig. 8B is a cross-sectional view showing a modified lock mechanism 114 in an unlocked state.

8A and 8B includes an actuator 139 that generates a driving force. The actuator 139 may be, for example, a hydraulic actuator such as a hydraulic cylinder, or an electric actuator such as a solenoid.
A cylindrical body 137 is provided around the operation support shaft 34. The cylindrical body 137 is rotatable relative to the operation support shaft 34. The cylindrical body 137 is provided with interlocking portions 132a, 132b. The interlocking portion 132a protrudes obliquely upward from the radially outer side of the cylindrical body 137. A front end portion of a connecting member 133 is rotatably connected to the interlocking portion 132a via a pin 135.

The interlocking portion 132b protrudes diagonally downward from the radially outer side of the cylinder 137. A pin 138a included in a link mechanism 138 is engaged with a long hole 132c formed in the interlocking portion 132b. The link mechanism 138 is connected to an operator 139a of an actuator 139. The link mechanism 138 transmits the driving force generated by the actuator 139 to the interlocking portion 132b. The main body 139b of the actuator 139 is fixed to, for example, the front base 32f (Figure 4) of the third connecting member 32.

An operating tool such as a button, a switch, or a lever for driving the actuator 139 may be provided on the operation console 23. A control unit for controlling the operation of the actuator 139 may also be provided on the operation console 23.
In the state shown in Fig. 8A, the actuator 139 generates a driving force by means of an elastic member (not shown), such as a built-in spring, that causes the operating element 139a to protrude toward the rear A2 of the aircraft body 2. Therefore, the driving force of the actuator 139 is transmitted in order to the link mechanism 138, the interlocking portion 132b, the cylindrical body 137, the interlocking portion 132a, the connecting member 133, and the locking body 126, so that the locking body 126 is rotated in the locking direction F1. Also, the locking pin 126C is engaged with the engagement grooves 46L and 46R. That is, in Fig. 8A, the locking body 126 is in the engagement position P1, and the locking mechanism 114 is in a state of locking the operating member 41.

From this locked state, the actuator 139 is driven to move the operating element 139a toward the front A1 of the machine body 2 (retracted into the main body 139b). The driving force is then transmitted in order to the interlocking portion 132b, the cylinder 137, the interlocking portion 132a, the connecting member 133, and the locking body 126, causing the locking body 126 to rotate in the unlocking direction F2, as shown in FIG. 8B. Then, the locking pin 126C disengages from the engagement grooves 46L and 46R. That is, in FIG. 8B, the locking body 126 has moved to the disengagement position P1, and the locking mechanism 114 has unlocked the operating member 41.

In addition to the above, for example, the link mechanism 138, interlocking parts 132a, 132b, cylinder 137, and connecting member 133 may be omitted, and the operator 139a of the actuator 139 may be directly or indirectly connected to the upper end of the locking body 126. In this case, the driving force of the actuator 139 is directly or indirectly applied to the locking body 126, causing the locking body 126 to rotate in the locking direction F1 or the unlocking direction F2, and the locking pin 126C can engage with or disengage from the engagement grooves 46L, 46R.

Next, the internal structure of the fuselage 2 will be described.
FIG. 9 is a schematic diagram showing the internal structure of the body 2 and the electrical paths and flow paths.
Inside the machine body 2 of the work machine 1, there are provided a swing cylinder C2, a swing motor M3, a prime mover Eg, an alternator Ot, a cooling device Rg, an oil cooler Oc, hydraulic pumps Q1, Q2, a battery Bt, a hydraulic oil tank T1, a fuel tank T2, electric circuits 320, 321, flow paths 230, 280, 300, 302, 310, and various devices 201 to 209. These are fixed by a frame and other members provided inside the machine body 2.

For convenience, in FIG. 9, the control valve 35 is shown inside the aircraft body 2, but as shown in FIG. 2 and other figures, the control valve 35 is provided on the control stand 23 installed on the aircraft body 2. For convenience, the electrical equipment 330 is also shown inside the aircraft body 2, but this electrical equipment 330 includes electrical components 18s, 140L, 140R (FIGS. 1 and 2, etc.) provided on the control stand 23, and other electrical equipment (not shown) such as lighting provided in other locations on the work machine 1.

The swing motor M3 is disposed near the center of the machine body 2. The swing cylinder C2 is disposed at the front right portion of the machine body 2. The prime mover Eg is disposed behind the swing motor M3. The alternator Ot is disposed above the prime mover Eg. The prime mover Eg is a drive source that drives the hydraulic pumps Q1, Q2, the alternator Ot, etc.
The alternator Ot is driven by the driving force of the prime mover Eg to generate electricity. The electricity generated by the alternator Ot is charged into the battery Bt through an electric circuit 321. The battery Bt is a storage battery. The battery Bt and the alternator Ot are a power source. The electric circuit 321 is formed of an electric harness.

The cooling device Rg is disposed to the right B2 of the prime mover Eg. The cooling device Rg is composed of a radiator and a cooling fan. A coolant flow path 302 is disposed from the radiator of the cooling device Rg to the periphery of the prime mover Eg. The coolant flow path 302 is composed of a hose or a steel pipe. The radiator of the cooling device Rg cools the prime mover Eg by circulating the coolant through the coolant flow path 302.

The hydraulic pumps Q1 and Q2 are located to the left B1 of the prime mover Eg. The hydraulic oil tank T1 is located behind the prime mover Eg at the rear A2 of the machine body 2. The hydraulic oil tank T1 stores hydraulic oil for operating hydraulic actuators such as the hydraulic motors M1-M3 (first travel motor M1, second travel motor M2, swing motor M3) and hydraulic cylinders C1-C5 (dozer cylinder C1, swing cylinder C2, boom cylinder C3, arm cylinder C4, bucket cylinder C5) of the work machine 1 to operate the work device 4 and the travel device 3. For convenience, FIG. 9 shows the travel motors M1 and M2 at the top and the hydraulic cylinders C1, C3, C4, and C5 on the left, but the installation positions of these hydraulic actuators are as shown in FIG. 17 and FIG. 18.

The hydraulic pump Q1 is driven by the driving force of the prime mover Eg, and draws hydraulic oil from the hydraulic oil tank T1 through the hydraulic oil flow path 230, and discharges it to the hydraulic actuators M1-M3 and C1-C5. The hydraulic actuators M1-M3 and C1-C5 are driven by the hydraulic oil pressure from this hydraulic pump Q1. The hydraulic pump Q2 is driven by the driving force of the prime mover Eg, and discharges the pilot hydraulic oil pressure and signal hydraulic oil pressure that operate the control valve 35 through the hydraulic oil flow path 230. The hydraulic oil flow path 230 is made of a hose or steel pipe.

The oil cooler Oc is disposed to the right B2 of the cooling device Rg. The oil cooler Oc cools the hydraulic oil returning from the hydraulic actuators M1 to M3, C1 to C5 and the control valve 35 through the hydraulic oil passage 230 to the hydraulic oil tank T1.
The battery Bt is disposed above the hydraulic oil tank T1. The battery Bt supplies power to the electric equipment 330 provided in the work machine 1, an ignition device (not shown) provided in the prime mover Eg, and electric equipment 203, 204, 205 (described later), etc. The battery Bt is also included in the electric equipment. The battery Bt, the hydraulic oil tank T1, and the prime mover Eg are disposed within the bonnet 5. A driver's seat 6 (FIG. 17) is disposed above the bonnet 5.

The fuel tank T2 is disposed near the front of the left portion of the fuselage 2. The fuel tank T2 stores fuel for driving the prime mover Eg.
Between the hydraulic oil tank T1 and the prime mover Eg, there are arranged a plurality of devices 201, 202, 203, 204, 205, 208 (a second fuel filter (fuel device) 201, a fuel pump (fuel device) 202, an isolator (electrical device) 203, a fuse box (electrical device) 204, a timer (electrical device) 205, and a first fuel filter (fuel device) 208). Of these, the second fuel filter 201, the fuel pump 202, and the first fuel filter 208 are fuel devices provided in a fuel flow path 280 that supplies fuel from the fuel tank T2 to the prime mover Eg.

Specifically, the fuel pump 202 sends fuel from a fuel tank T2 to the prime mover Eg through a fuel flow passage 280. The first fuel filter 208 and the second fuel filter 201 remove foreign matter mixed in the fuel flowing through the fuel flow passage 280. The fuel flow passage 280 is formed of a hose.
The isolator 203, the fuse box 204, and the timer 205 are provided on an electric path 320 extending from the battery Bt. A current flows through the electric devices 203, 204, and 205 through the electric path 320. The electric path 320 is formed of electric wires, a harness, and the like.

The isolator 203 blocks the current from the battery Bt from flowing to other electrical equipment 330 during maintenance or emergencies. The fuse box 204 contains multiple fuses that prevent overcurrent from flowing from the battery Bt to other electrical equipment 330. The isolator 203 is located on the negative terminal -bt side of the battery Bt, and the fuse box 204 is located on the positive terminal +bt side of the battery Bt. The timer 205 is used to check whether the remaining fuel warning lamp (not shown) and the water temperature warning lamp (not shown) have burned out.

A reserve tank (cooling equipment) 206 and a hose 207 are arranged above the right side of the hydraulic oil tank T1. Of these, the reserve tank 206 stores the cooling liquid for the cooling device Rg. The hose 207 constitutes part of the cooling liquid flow path 300. The cooling liquid flow path 300 is a flow path through which the cooling liquid flows between the reserve tank 206 and the cooling device Rg. The reserve tank 206 is provided in the cooling liquid flow path 300.

An air cleaner 209 is disposed behind the fuel tank T2 A2 and to the left of the hydraulic pumps Q1, Q2 B1. The air cleaner 209 purifies the air around the prime mover Eg through an intake air flow path 310. Exhaust from the air cleaner 209 passes through the exhaust air flow path 310 and is discharged to the outside through an air vent (not shown) provided on the right side of the aircraft body 2.

The above-mentioned multiple devices 201-209, Bt are broadly divided into first devices 203, 204, 205 (isolator 203, fuse box 204, timer 205, battery Bt) provided in electrical circuit 320 that conducts electricity, and second devices 201, 202, 206, 207, 208, 209 (second fuel filter 201, fuel pump 202, reserve tank 206, hose 207, first fuel filter 208, air cleaner 209) provided in flow paths 230, 280, 300, 310 that pass fluids such as oil, fuel, coolant, and air. In other words, these multiple devices 201-209, Bt include devices provided in different piping systems (flow paths 230, 280, 300, 310) or wiring systems (electrical circuit 320).

Moreover, the electric wires and harnesses provided in the electric circuit 320 and constituting the electric circuit are included in the first devices in the wiring system. The hoses, steel pipes, etc. provided in the flow paths 230, 280, 300, 310 and constituting the flow paths are included in the second devices in the piping system.
Fig. 10 is a perspective view of the vicinity of the hydraulic oil tank T1 as seen from the front, Fig. 11 is a plan view of the vicinity of the hydraulic oil tank T1, and Fig. 12 is a rear view of the vicinity of the hydraulic oil tank T1.

As shown in FIG. 10, the hydraulic oil tank T1 is formed in an L-shape when viewed in the front-rear direction K1. The hydraulic oil tank T1 has a tank lower part 211 and a tank upper part 212. The width of the tank lower part 211 parallel to the aircraft width direction K2 is wider than the width of the tank upper part 212. The tank upper part 212 protrudes upward from the left part of the tank lower part 211 (the end part on the B1 direction side in FIG. 10).

11 , the front-to-rear width of the tank lower part 211 and the front-to-rear width of the tank upper part 212 are equal to each other in the front-to-rear direction K1 of the vehicle body 2. The internal space of the tank lower part 211 and the internal space of the tank upper part 212 are continuous (not shown).
As shown in Fig. 10, the hydraulic oil tank T1 has an inclined sidewall 213 at the lower left part of the tank lower part 211. The inclined sidewall 213 is recessed toward the center of the tank lower part 211 from the front wall 211f and the left side wall 211L of the tank lower part 211, and faces the left front of the aircraft body 2. An opening 214 consisting of a through hole is formed in the inclined sidewall 213. In addition, a lid 220 that closes the opening 214 is attached to the inclined sidewall 213.

A cylindrical connection part 221 is integrally provided in the center of the lid body 220. The connection part 221 penetrates the lid body 220. One end of the connection part 221 exposed from the lid body 220 is connected to one end of a hose 231. The other end of the connection part 221 protrudes into the internal space of the tank lower part 211. A filter (not shown) that removes foreign matter mixed in with the hydraulic oil is attached to the other end of this connection part 221.

The hose 231 constitutes a part of the hydraulic oil flow path 230 shown in Fig. 9. The other end of the hose 231 is connected to the hydraulic pumps Q1, Q2. The internal space of the hose 231, the internal space of the connection part 221, and the internal space of the tank lower part 211 are continuous with each other. The opening 214 of the tank lower part 211 is an outlet port for discharging the hydraulic oil from inside the hydraulic oil tank T1.
A pedestal 215 is formed integrally with the tank lower portion 211 so as to protrude upward on the right portion of the upper wall 211u of the tank lower portion 211. A mounting member 240 is attached to the top of the pedestal 215.

Fig. 13A is a front view of the vicinity of the mounting member 240 in Fig. 10 etc. Fig. 14 is a front perspective view of the mounting member 240. Fig. 15 is a plan view of the mounting member 240. Fig. 16 is a rear view of the mounting member 240.
As shown in Figs. 14 to 16, the mounting member 240 is integrated with the lid 244. The mounting member 240 also has a base portion 241 and a support portion 250. The base portion 241 is provided between the lid 244 and the support portion 250. The lid 244 and the support portion 250 are formed integrally with the base portion 241. The lid 244, the support portion 250, and the base portion 241 are fixed to each other by welding or the like, and are configured as an inseparable integrated member. In other words, the mounting member 240 is configured as an integrated member in which the positional relationship between the lid 244, the support portion 250, and the base portion 241 is fixed.

The base portion 241 has a first wall 242 and a second wall 243. The first wall 242 extends parallel to the front-rear direction K1. The second wall 243 extends from a front end of the first wall 242 to the left B1.
The cover 244 is formed in a substantially circular plate shape. A first wall 242 and a second wall 243 of the base portion 241 are provided in an upwardly protruding manner from the center of the cover 244.

Four or more through holes 246 are formed at predetermined intervals on the periphery of the cover 244. As shown in Fig. 10, an opening 216 consisting of through holes is formed in the base 215 of the hydraulic oil tank T1. A plurality of screw holes (not shown) are formed on the periphery of the opening 216 at the same intervals as the through holes 246 of the cover 244.
The lid body 244 is placed on the upper surface 215u (FIGS. 12 and 13A) of the base 215, and fastening members 217 such as bolts (some reference numbers omitted) are inserted into the through holes 246 of the lid body 244 and screwed into the screw holes of the opening 216. As a result, the lid body 244 is fixed to the upper surface 215u, the opening 216 is closed by the lid body 244, and the mounting member 240 is attached to the base 215 of the hydraulic oil tank T1.

Furthermore, by removing the fastening members 217 from the screw holes of the opening 216 and the through holes 246 of the lid 244, the lid 244 can be detached from the upper surface 215u of the base 215, and the mounting member 240 can be removed from the hydraulic oil tank T1. That is, the lid 244 and the mounting member 240 are detachable from the hydraulic oil tank T1.
With the same structure as above, a lid 220 is attached to an opening 214 formed in the lower right portion of the hydraulic oil tank T1. The lid 220 is detachable from the hydraulic oil tank T1.

When the lid 244 is fixed to the base 215 and the mounting member 240 is attached to the hydraulic oil tank T1, the base 241 protrudes from the lid 244 to the side opposite the upper surface 215u of the base 215. The battery Bt is disposed between the first wall 242 of the base 241 and the tank upper portion 212 and above the tank lower portion 211. The second wall 243 of the base 241 is located A1 forward of the battery Bt.

As shown in Figures 14 and 16, a cylindrical connection part 247 is integrally formed in the center of the lid body 244 of the mounting member 240. The connection part 247 penetrates the lid body 244. One end of the connection part 247 protruding upward from the lid body 244 is located to the right B2 of the base part 241 and bends diagonally toward the front right. One end of the hose 232 is connected to one end of the connection part 247 as shown in Figures 12 and 13A.

14 and 16, the other end of the connection part 247 protruding downward from the lid body 244 protrudes through the opening 216 into the internal space of the tank lower part 211 when the lid body 244 is in the fixed state shown in Fig. 10 etc. A filter (not shown) is attached to the other end of this connection part 247 to remove foreign matter mixed in with the hydraulic oil.
The hose 232 constitutes a part of the hydraulic oil flow path 230 shown in Fig. 9. The other end of the hose 232 is connected to the oil cooler Oc (Fig. 9). The internal space of the hose 232, the internal space of the connection part 247, and the internal space of the tank lower part 211 are continuous with each other. The hose 232 constitutes a part of the flow path 230 that returns hydraulic oil from the oil cooler Oc to the hydraulic oil tank T1. The opening 216 of the tank lower part 211 is an inlet that returns hydraulic oil to the hydraulic oil tank T1. The opening 216 also serves as a supply port that supplies hydraulic oil to the hydraulic oil tank T1.

As shown in Figures 14 to 16, the support portion 250 of the mounting member 240 includes a plurality of support plates 248, 249 and support portions 251 to 259 (electrical equipment support portions 251, 253, 255, fuel equipment support portions 252, 254, a tank support portion 256, a hose support portion 257, and a second battery support portion 259).
14, the first support plate 248 is provided on an upper front surface of the second wall 243 of the base portion 241, integrally with and parallel to the second wall 243. The first support plate 248 extends to the left B1, to the right B2, and upward beyond the second wall 243.

An electric equipment support part (first support part) 251 is provided integrally with the first support plate 248 at the center of the front surface of the first support plate 248. That is, the electric equipment support part 251 is integral with the base part 241. The electric equipment support part 251 has an upper half part spaced a predetermined distance from the first support plate 248, and a through hole 262 that penetrates the upper half part in the front-rear direction K1.
As shown in Figures 10 and 11, the fuse box 204 is supported on the front side of the first support plate 248 by the electric equipment support part 251. Specifically, for example, a protrusion provided on the back surface of the fuse box 204 is inserted into the through hole 262 of the electric equipment support part 251, and a fastening member such as a nut (not shown) is screwed into a threaded portion formed on the circumferential surface of the protrusion. In this way, the fuse box 204 is fixed to the front surface of the electric equipment support part 251. That is, the fuse box 204 is restrained by the electric equipment support part 251 in three orthogonal axial directions, i.e., front-rear, left-right, and up-down.

The electric device support portion 251 is disposed adjacent to the negative terminal -bt of the battery Bt, and the fuse box 204 is also disposed adjacent to the negative terminal -bt.
As shown in Figures 14 to 16, a fuel equipment support part (second support part) 252 is formed integrally with the first support plate 248 on the left front part of the first support plate 248. That is, the fuel equipment support part 252 is integral with the base part 241. The fuel equipment support part 252 also has a cut 263 and through holes 264, 265. The cut 263 is formed at a predetermined length downward from the upper end of the support part 252. The through holes 264, 265 are formed on the left and right of the cut 263 (in the aircraft width direction K2).

The fuel equipment support part 252 is inclined at a predetermined angle forward A1 with respect to the first support plate 248. The left part of the fuel equipment support part 252 is inclined at a predetermined angle backward A2 with respect to the notch 263. Therefore, the left part and the right part of the fuel equipment support part 252 are misaligned with respect to the notch 263 in the front-rear direction K1.
10 and 11 , the second fuel filter 201 is supported on the front side of the first support plate 248 by the fuel equipment support portion 252. Specifically, the second fuel filter 201 is fixed to the front surface of the second support portion 252 by fastening members (not shown) such as bolts and nuts passing through through holes 264, 265 of the fuel equipment support portion 252. That is, the second fuel filter 201 is restrained in three orthogonal axial directions by the fuel equipment support portion 252. The inclination and positional deviation of the fuel equipment support portion 252 described above are intended to stably support each portion of the second fuel filter 201 at a predetermined angle.

The second fuel filter 201 and the fuse box 204 are supported by a fuel device support portion 252 and an electric device support portion 251, respectively, in a state in which they are close to each other on the front side of the mounting member 240.
14 to 16, an electric equipment support part (first support part) 253 is formed integrally with the first support plate 248 on the right side B2 of the first support plate 248. That is, the electric equipment support part 253 is integral with the base part 241. As shown in FIG. 15, the electric equipment support part 253 has extension parts 266, 267, 268, receiving parts 269, 270, and screw holes 271, 272.

The first extending portion 266 extends forward A1 from the right end portion of the first support plate 248. The second extending portion 267 extends diagonally forward right from the tip of the first extending portion 266. The third extending portion 268 extends right B2 from the tip of the second extending portion 267.
The first receiving portion 269 is provided from the right rear surface of the first support plate 248, via the right side surface of the first extending portion 266, to the left rear surface of the second extending portion 267. The first receiving portion 269 also protrudes perpendicularly to the first support plate 248, the first extending portion 266, and the second extending portion 267. The second receiving portion 270 protrudes perpendicularly from the right rear surface of the third extending portion 268 toward the rear A2.

The screw hole 271 consists of a through hole (reference number omitted) formed in the right part of the first receiving part 269 and a screw hole (reference number omitted) of a nut fixed to the right part of the underside of the first receiving part 269 so as to be continuous with the through hole. The screw hole 272 consists of a through hole (reference number omitted) formed in the second receiving part 270 and a screw hole (reference number omitted) of a nut fixed to the underside of the second receiving part 270 so as to be continuous with the through hole. The axial direction of each screw hole 271, 272 is parallel to the vertical direction.

As shown in Figs. 10 and 11, the isolator 203 is supported on the right front side of the first support plate 248 by the electric equipment support part 253. Specifically, the left and right side parts of the isolator 203 are placed on the upper surfaces of the first receiving part 269 and the second receiving part 270 of the electric equipment support part 253. Then, fastening members such as bolts (reference numbers omitted) are inserted through the through holes (not shown) formed on the left and right sides of the isolator 203, and then screwed into the screw holes 271, 272. As a result, the isolator 203 is fixed to the upper surfaces of the first receiving part 269 and the second receiving part 270 of the electric equipment support part 253. That is, the isolator 203 is restrained in three orthogonal axial directions by the electric equipment support part 253.

The electric device support portion 253 is disposed on the negative terminal -bt side of the battery Bt, so that the isolator 203 is also disposed on the negative terminal -bt side.
14 to 16, the second support plate 249 is provided on the right side surface of the first wall 242 of the base portion 241, integrally with the first wall 242 and perpendicular to the first wall 242. The second support plate 249 is spaced apart from the second wall 243 and the first receiving portion 269 by a predetermined distance, and extends to the right B2 in the same manner as the first support plate 248 (FIG. 15).

As shown in FIG. 14, a fuel equipment support section (second support section) 254 is formed integrally with the second support plate 249 on the front surface of the second support plate 249. That is, the fuel equipment support section 254 is integral with the base section 241. The fuel equipment support section 254 is also made up of the front surface of the second support plate 249 and through holes 273, 274 formed in the second support plate 249. The through holes 273, 274 are formed at a predetermined interval in the vertical direction on the right end portion of the second support plate 249.

As shown in Figures 10 and 13A, the fuel pump 202 is supported on the front side of the second support plate 249 by such a fuel equipment support part 254. Specifically, the fuel pump 202 is fixed to the front side of the second support plate 249 by fastening members (reference numbers omitted) such as bolts and nuts that pass through the through holes 273 and 274 of the fuel equipment support part 254. In other words, the fuel pump 202 is restrained in three orthogonal axial directions by the fuel equipment support part 254.

As shown in FIG. 10, one end of hose 282 and one end of hose 283 are connected to fuel pump 202. The other end of hose 283 and one end of hose 284 are connected to second fuel filter 201. The other end of hose 284 is connected to prime mover Eg (FIG. 9). The other end of hose 282 and one end of hose 281 are connected to first fuel filter 208. The other end of hose 281 is connected to fuel tank T2 (FIG. 9). Hoses 281 to 284 like these form fuel flow path 280.

10 and 11 , the first fuel filter 208 is supported on the front side of the tank upper part 212 of the hydraulic oil tank T1 by a bracket 218 fixed to the front surface of the tank upper part 212. The bracket 218 is integral with the tank upper part 212.
As another example, the fuel device support portion that supports the first fuel filter 208 may be provided integrally with the base portion 241 or the cover body 244 of the mounting member 240 .

As shown in Figures 15 and 16, an electrical equipment support part (first support part) 255 is formed integrally with the second support plate 249 on the upper part of the rear surface of the second support plate 249. In other words, the electrical equipment support part 255 is integral with the base part 241. The electrical equipment support part 255 also protrudes rearward A2 from the rear surface of the second support plate 249 and has a screw hole 275 (Figure 16). The axial direction of the screw hole 275 is parallel to the front-rear direction K1.

As shown in Figs. 11 and 12, the timer 205 is supported on the rear side of the second support plate 249 by the electrical equipment support part 255. Specifically, a fastening member (reference number omitted) such as a bolt fixed to the timer 205 is screwed into a screw hole 275 of the electrical equipment support part 255. This fixes the timer 205 to the timer support part 255. In other words, the timer 205 is restrained in three orthogonal axial directions by the electrical equipment support part 255.

As shown in Figures 14 to 16, on the right side B2 of the second support plate 249, a tank support portion (second support portion) 256 is formed integrally with the second support plate 249. That is, the tank support portion 256 is integral with the base portion 241. The tank support portion 256 also has a curved beam 276 and a pressing plate 277. As shown in Figures 14 and 16, the curved beam 276 is bent in an S-shape. The lower end of the curved beam 276 is fixed to the lower right end of the second support plate 249. The front surface of the pressing plate 277 is fixed to the upper end of the curved beam 276.

As shown in Figs. 10 and 13A, the reserve tank 206 is supported from the front side by the tank support part 256. More specifically, a pressing plate 277 of the tank support part 256 engages with a recessed engagement part 206a formed on the front side of the reserve tank 206. As a result, the reserve tank 206 is pressed from the front side by the pressing plate 277 and does not come into contact with the isolator 203 or other parts of the mounting member 240. In other words, the reserve tank 206 is restrained in a diagonally forward left direction (one direction) by the tank support part 256. The reserve tank 206 is fixed to a frame provided inside the aircraft 2 by a member separate from the mounting member 240 (not shown).

One end of each of hoses 301 and 207 is connected to an upper portion of the reserve tank 206. The other end of each of the hoses 301 and 207 is connected to a radiator of the cooling device Rg. The hoses 301 and 207 form the coolant flow path 300 shown in FIG.
As shown in Figures 14 to 16, a hose support portion (second support portion) 257 is formed integrally with the first wall 242 at the rear end portion of the first wall 242 of the base portion 241. That is, the hose support portion 257 is integral with the base portion 241. As shown in Figure 15, the hose support portion 257 is formed in an L-shape. The hose support portion 257 has a right protruding portion (reference number omitted) that protrudes parallel to the second support plate 249 to the right B2 of the first wall 242, and a through hole 278 (Figure 16) formed in the right protruding portion. The axis of the through hole 278 is parallel to the front-rear direction K1.

As shown in Figs. 11 and 12, the hose 207 is supported by the hose support part 257. Specifically, for example, a sleeve-shaped engaging member 227 attached to the hose 207 is engaged with the through hole 278, thereby engaging the hose 207 with the hose support part 257. The engaging member 227 may be hooked onto the hose support part 257 by inserting a portion of it into the through hole 278, or may be fixed to the hose support part 257. As another example, the hose 207 may be fixed to the hose support part 257 using a string-shaped engaging member. That is, the hose 207 is restrained by the hose support part 257 in at least one axial direction among the front-rear, left-right, or up-down directions.

As shown in Figures 14 to 16, a hose support portion 258 is formed integrally with the second support plate 249 on the right front side of the second support plate 249. That is, the hose support portion 258 is integral with the base portion 241. The hose support portion 258 also has a curved beam 290, an engagement piece 291, and a through hole 292. As shown in Figure 14, the curved beam 290 is bent in an S shape. The left end of the curved beam 290 is fixed to the upper front surface of the second support plate 249. The right end of the curved beam 290 is located lower than the left end. The engagement piece 291 is fixed to the right end of the curved beam 290 and protrudes forward. The through hole 292 is formed in the engagement piece 291. The axis of the through hole 292 is parallel to the up-down direction.

13A, in the work machine 1, the hose support part 258 is a spare support part that does not support anything. However, the hose support part 258 can support a hose located near the hydraulic oil tank T1, similar to the hose support part 257 described above.
13B is a front view of the vicinity of another example of the mounting member 240. For example, when the hose 210 through which the hydraulic oil flows is routed to the upper right portion of the tank lower portion 211 of the hydraulic oil tank T1, the hose 210 can be supported by the hose guide portion 258.

Specifically, for example, a sleeve-shaped engaging member 228 attached to the hose 210 engages with a through hole 292 of the hose support part 258, thereby engaging the hose 210 with the hose support part 258. The hose 210 is guided by the hose support part 258 so that the axial direction of the hose 210 faces a predetermined direction. As another example, the hose 210 may be fixed to the hose support part 258 using a string-shaped engaging member. That is, the hose 207 is restrained by the hose support part 258 in three orthogonal axial directions.

The hose 210 is provided in the hydraulic oil flow path 230 and constitutes the hydraulic oil flow path 230. The hose 210 is also included in the second device and hydraulic device in the piping system. As another example, a hydraulic device other than the hose 210 may be supported by the hose support part 258. For example, an electric wire, harness, or electric device provided in an electric circuit, or a device provided in another flow path may be supported by the hose support part 258.

As shown in Figures 10 and 12, above the tank lower part 211 of the hydraulic oil tank T1 and to the right B2 of the tank upper part 212, a first battery support part 219 is formed integrally with the tank upper part 212 and the tank lower part 211. The first battery support part 219 supports from below the end part (left end part) of the positive terminal +bt of the battery Bt arranged above the tank lower part 211. An insulating member 225 is provided between the first battery support part 219 and the battery Bt.

As shown in Figures 15 and 16, to the left B1 of the first wall 242 of the base portion 241 and to the rear A2 of the second wall 243, a second battery support portion 259 is formed integrally with the first wall 242 and the second wall 243. That is, the second battery support portion 259 is integral with the base portion 241. In addition, the second battery support portion 259 protrudes vertically from the lower portion of the first wall 242 and the second wall 243, and is parallel to the cover body 244.

As shown in FIG. 12, the second battery support part 259 supports the end part (right end part) of the battery Bt on the negative terminal -bt side from below. An insulating member 226 is provided between the second battery support part 259 and the battery Bt. An insulating member 224 is provided between each wall 242, 243 of the base part 241 and the battery Bt. The battery Bt is spaced apart from the tank lower part 211 and the tank upper part 212 and is insulated from them.

When installing the above-mentioned mounting member 240, the multiple devices 201-207 (second fuel filter 201, fuel pump 202, isolator 203, fuse box 204, timer 205, reserve tank 206, hose 207), and battery Bt, for example, first attach the mounting member 240 to the hydraulic oil tank T1. Then, the multiple devices 201-207 and battery Bt are supported by the respective support parts 251-257, 259 of the mounting member 240. Also, for example, the isolator 203, fuse box 204, fuel pump 202, or second fuel filter 201 may be supported (fixed) by the respective support parts 253, 251, 254, 252 of the mounting member 240, and then the mounting member 240 may be attached to the hydraulic oil tank T1.

As another example, the air cleaner 209 and air flow path 310 shown in Figure 9 may be arranged between the hydraulic oil tank T1 and the prime mover Eg, and a support portion for individually supporting the air cleaner 209 or the air flow path 310 may be provided on the mounting member 240.
In addition, an electric equipment support section for supporting electric equipment (including harnesses, electric wires, electronic components, etc.) other than the above-mentioned electric equipment 203, 204, 205, a fuel equipment support section for supporting fuel equipment other than the above-mentioned fuel equipment 201, 202, 208, a cooling equipment support section for supporting cooling equipment other than the above-mentioned reserve tank 206, and a support section for supporting equipment (including hoses, etc.) provided in other flow paths may be provided on the mounting member 240. Furthermore, a support section for supporting hydraulic equipment (hydraulic equipment for operating the working device 4 and arranged inside the machine body 2) provided in the hydraulic oil flow path 230 may be provided on the mounting member 240.

Also, a mounting member may be provided that is integrated with a cover that is detachably attached to the fuel tank T2 and closes the opening of the fuel tank T2, and two or more types of equipment, such as electrical equipment, fuel equipment, cooling equipment, and hydraulic equipment, may be attached to the mounting member.
The work machine 1 of this embodiment provides the following effects.
First, the configuration and effects associated with the lock mechanism 114 will be described below.

The working machine 1 according to this embodiment includes a machine body 2, a driver's seat 6 provided on the machine body 2, and a control stand 23 provided in front of the driver's seat 6. The control stand 23 has an operation support shaft 34 extending in the width direction of the machine body 2, an operation member 41 supported so as to be rotatable relative to the operation support shaft 34 around the axis of the operation support shaft 34, and a lock mechanism 114 that can be switched between a locked state that restricts the movement of the operation member 41 and an unlocked state that allows the movement of the operation member 41. The lock mechanism 114 has engagement parts 45L and 45R that rotate together with the operation member 41, and an engaged part (locking The locking body 126 includes a locking pin 126C, a locking shaft 128 that rotatably supports one end of the locking body 126, and a driving unit 131 that applies a driving force to the other end of the locking body 126. The engaged portion 126C is formed in the middle between the one end and the other end of the locking body 126. When a driving force is applied by the driving unit 131, the locking body 126 rotates around the axis of the locking shaft 128, and can be moved between an engagement position P1 where the engaged portion 126C engages with the engaging portions 45L and 45R and a disengagement position P2 where the engaged portion 126C disengages from the engaging portions 45L and 45R.

According to the above configuration, the engaged portion 126C is provided in the intermediate portion between one end, which is the fixed end, and the other end, which is the free end, of the cantilever-supported locking body 126. Therefore, compared to the conventional configuration in which the engaged portion 126C is provided at the free end of the locking body 126, it is possible to suppress deviations in the relative position and relative angle of the engaged portion 126C with respect to the engaging portions 45L and 45R, thereby improving the operating accuracy of the locking mechanism 114 that locks or unlocks the movement of the operating member 41.

The drive unit 131 has an interlocking unit 132 that is provided on the operation spindle 34 and rotates integrally with the operation spindle 34, and a connecting member 133 that connects the interlocking unit 132 and the locking body 126, and the other end of the locking body 126 is connected to the connecting member 133 so as to be rotatable relative to the connecting member 133. With this configuration, the rotational driving force of the operation spindle 34 can be transmitted to the locking body 126 by the interlocking unit 132 and the connecting member 133, and the locking body 126 can be moved between the engagement position P1 and the disengagement position P2.

The locking shaft 128 is disposed on the rear side of the aircraft 2 relative to the operation shaft 34, the interlocking portion 132 is disposed on the front side of the aircraft 2 relative to the operation shaft 34, and the locking body 126 and the connecting member 133 are connected above the operation shaft 34. However, the locking shaft 128 may be disposed on one side of the front or rear of the aircraft 2 relative to the operation shaft 34, and the interlocking portion 132 may be disposed on the other side of the front or rear of the aircraft 2 relative to the operation shaft 34, and the locking body 126 and the connecting member 133 may be connected above or below the operation shaft 34. With this configuration, the locking mechanism 114 can be arranged by effectively utilizing the limited space inside the pilot stand 23.

In addition, the engagement portions 45L, 45R protrude from the bases 44L, 44R of the operating member 41 radially outward from the operating spindle 34, and have engagement grooves 46L, 46R recessed from the tips of the engagement portions 45L, 45R toward the operating spindle 34, the interlocking portion 132 protrudes radially outward and upward from the operating spindle 34, the connecting member 133 is positioned above the operating spindle 34, the locking spindle 128 is positioned below the operating spindle 34 and approximately parallel to the operating spindle 34, the locking body 126 swings in the front-to-rear direction around the axis of the locking spindle 128, and the engaged portion 126C may be formed from a locking pin 126C that protrudes from the middle portion of the locking body 126 in the width direction of the aircraft 2 and engages with or disengages from the engagement grooves 46L, 46R. With this configuration, by rotating the locking body 126, the position of the locking body 126 can be easily changed between position P1 where the locking pin 126C engages with the engagement grooves 45L, 45R and position P2 where the locking pin 126C disengages from the engagement grooves 46L, 46R.

The control console 23 also has a lock lever 50 that can be moved between a first position X1 that allows the driver to get on and off via a passageway provided between the driver's seat 6 and the control console 23, and a second position X2 that prevents the driver from getting on and off. The drive unit 131 may transmit an operating force for changing the position of the lock lever 50 as a driving force to the other end of the lock body 126, causing the lock body 126 to rotate around the axis of the lock spindle 128. With this configuration, the lock mechanism 114 can be easily switched between a locked state and an unlocked state by the operating force applied to the lock lever 50.

Furthermore, the drive unit 131 may have an actuator 139 that generates a drive force. According to this configuration, by driving the actuator 139, the lock mechanism 114 can be easily switched between a locked state and an unlocked state.
Furthermore, the working machine 1 may include a working device 4 supported on the front of the machine body 2, a traveling device 3 that supports the machine body 2 so that it can travel, and the control platform 23 may have a plurality of levers that respectively operate the working device 4 and the traveling device 3, with the operating member 41 constituting the traveling lever that operates the traveling device 3. According to this configuration, the locking mechanism 114 allows the traveling lever 41 to be easily and appropriately switched between a locked state and an unlocked state.

Next, the configuration and effects related to the mounting member 240 will be described below.
The working machine 1 according to the present embodiment includes a machine body 2, a tank (hydraulic oil tank) T1 that is provided in the machine body 2 and stores liquid, a lid body 244 that is detachably attached to the tank T1 and closes an opening 216 of the tank T1, and a mounting member 240 to which multiple devices 201 to 205, 207, and 210 are attached, and the mounting member 240 and the lid body 244 are integrated. According to this configuration, by attaching the lid body 244 to the tank T1, the multiple devices 201 to 205, 207, and 210 attached to the mounting member 240 integrated with the lid body 244 can be attached to the tank T1. Therefore, it is not necessary to fix bosses or the like for attaching mounting members such as brackets to the tank T1 in advance to the tank T1 as in the conventional case, and the multiple devices 201 to 205, 207, and 210 can be easily and appropriately attached to the tank T1.

The lid 244 has four or more through holes 246 formed at a predetermined interval along the periphery of the lid 244, and is fixed to the tank T1 by fastening members 217 inserted through the through holes 246. With this configuration, the lid 244 is fixed to the tank T1 by four or more fastening members 217, so that the assembly error of the lid 244 to the tank T1 can be reduced. This can reduce the variation in the mounting positions of the devices 201-205, 207, 210 attached to the mounting member 240 integrated with the lid 244. It is more preferable that the number of through holes 246 and fastening members 217 is five or more, and even more preferable that the number is six or more.

The tank T1 is a hydraulic oil tank T1 that stores hydraulic oil for operating the working device 4, but instead of the hydraulic oil tank T1, the lid 244 and the mounting member 240 may be attached to a fuel tank T2 that stores fuel. In general, the hydraulic oil tank T1 and the fuel tank T2 have a highly rigid configuration. Therefore, with the above configuration, the variation in the mounting positions of the devices 201-205, 207, and 210 attached to the mounting member 240 can be further reduced.

The multiple devices 201-205, 207, 210 also include devices that are installed in different piping systems or wiring systems. Generally, devices installed in different piping systems or wiring systems are mounted to the aircraft using individual brackets. In contrast, with the above configuration, the devices 201-205, 207, 210 installed in different piping systems or wiring systems can be attached using a common mounting member 240. This makes it possible to improve the positional accuracy of the mounting positions of these devices 201-205, 207, 210. Also, the workability when installing each of the devices 201-205, 207, 210 can be improved.

The work machine 1 also has an electrical circuit 320 that carries an electric current, and flow paths 230, 280, 300 (hydraulic oil flow path 230, fuel flow path 280, coolant flow path 300) that allow fluid to flow, and the multiple devices 201-205, 207, 210 include first devices 203, 204, 205 provided on the electrical circuit 320 and second devices 201, 202, 207, 210 provided on the flow paths 230, 280, 300, and the first and second devices are attached to a mounting member 240. With this configuration, the first devices 203, 204, and 205, whose installation positions are restricted by the electrical circuit 320, and the second devices 201, 202, 207, and 210, whose installation positions are restricted by the flow paths 230, 280, and 300, can be easily positioned by the mounting member 240, improving the workability of attaching them to the tank T1.

The work machine 1 also includes a prime mover Eg consisting of an engine mounted on the machine body 2, the flow path includes a fuel flow path 280 that supplies fuel to the prime mover, the second device includes fuel devices 201, 202 provided in the fuel flow path 280, and the first device includes electric devices 203, 204, 205 through which current flows through an electric circuit 320, and the fuel devices 201, 202 and the electric devices 203, 204, 205 are attached to a mounting member 240. According to this configuration, the fuel devices 201, 202 and the electric devices 203, 204, 205 can be easily positioned by the mounting member 240, improving the workability of attaching them to the tank T1. Of the fuel pump 202 and the fuel filters 201, 208 included in the fuel equipment, the fuel pump 202 and the second fuel filter 201 are attached to the attachment member 240, but at least one of the fuel equipment 201, 202, 208 may be attached to the attachment member 240. According to this configuration, at least one of the fuel equipment, the installation position of which is restricted by the fuel flow path 280, can be easily positioned by the attachment member 240, improving the workability of attaching the fuel equipment to the tank T1.

The electrical equipment also includes an isolator 203 that cuts off the current flowing through the electrical circuit 320, and a fuse box 204 that has a built-in fuse that prevents an overcurrent from flowing through the electrical circuit 320, and these are attached to the mounting member 240, but at least one of them may be attached to the mounting member 240. With this configuration, the fuse box 204 or the fuse box 204, whose installation position is restricted by the electrical circuit 320, can be easily positioned by the mounting member 240, improving the workability of attaching them to the tank T1. The timer 205 included in the electrical equipment can also be easily positioned by the mounting member 240, improving the workability of attaching it to the tank T1.

The flow path also includes a coolant flow path 300 through which the coolant flows, and the cooling device provided in the coolant flow path 300 includes a reserve tank 206 that stores the coolant. The mounting member 240 restrains the reserve tank 206 in one direction, but the mounting member 240 may restrain the reserve tank 206 in two or more directions. With this configuration, the reserve tank 206 can be easily positioned so as not to interfere with the surrounding equipment 203 or other parts of the mounting member 240, improving the workability of mounting the reserve tank 206.

The multiple devices 201-205, 207, 210 include two or more types of devices among the electrical devices 203, 204, 205 provided on the electrical circuit 320 through which current flows, the fuel devices 201, 202 provided on the fuel flow path 280, the hydraulic device 210 provided on the hydraulic oil flow path 230, and the cooling device 207 provided on the cooling liquid flow path 300 through which the cooling liquid flows. With this configuration, the multiple devices 201-205, 207, 210, whose installation positions are restricted by the electrical circuit, the fuel flow path 280, the hydraulic oil flow path 230, or the cooling liquid flow path 300, can be easily positioned by the mounting member 240, improving the workability of mounting them to the tank T1.

Mounting member 240 further has multiple support parts 251-259 that support multiple devices 201-207, 210, Bt and restrain them in at least one direction, and these support parts 251-259 include a hose support part 257 for hoses 207, 210 connected to devices (reserve tank 206, hydraulic oil tank T1, hydraulic equipment, etc.) provided in the flow path. With this configuration, multiple devices 201-207, 210, Bt can be easily positioned by mounting member 240. Furthermore, hoses 207, 210 can be appropriately routed within aircraft body 2.

The present invention has been described above, but the embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is indicated by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims.

1 Working machine 2 Machine body 4 Working device 201 Second fuel filter (fuel device, second device)
202 Fuel pump (fuel equipment, second equipment)
203 Isolator (electrical equipment, first equipment)
204 Fuse box (electrical equipment, first equipment)
205 Timer (electrical device, first device)
206 Reserve tank (cooling equipment, second equipment)
207 Hose (cooling equipment, second equipment)
210 Hose (hydraulic equipment, second equipment)
216 Opening 217 Fastening member 230 Hydraulic oil flow path (flow path)
240 Mounting member 244 Lid 246 Through hole 251 Electrical device support portion 252 Fuel device support portion 253 Electrical device support portion 254 Fuel device support portion 255 Electrical device support portion 256 Tank support portion 257 Hose support portion 258 Hose support portion 259 Second battery support portion 280 Fuel flow path (flow path)
300 Coolant flow path (flow path)
320 Circuit Bt Battery (electrical equipment, first equipment)
Eg Prime mover T1 Hydraulic oil tank T2 Fuel tank

Claims (11)

The aircraft and
A tank provided within the aircraft body and configured to store liquid;
a cover body that is detachable from the tank and is attached to the tank to close an opening of the tank;
a mounting member to which a plurality of devices provided in at least one of the piping system and the electrical wiring system are attached;
The mounting member and the lid are inseparably integrated ,
The plurality of devices are fixed to the mounting member at positions spaced above the upper wall of the tank and the lid . The work machine according to claim 1, wherein the lid has four or more through holes formed at predetermined intervals along the periphery of the lid, and is fixed to the tank by fastening members inserted into each of the through holes. A working device is supported on the machine body,
3. The work machine according to claim 1, wherein the tank is a hydraulic oil tank that stores hydraulic oil for operating the work device, or a fuel tank that stores fuel. 4. The work machine according to claim 1, wherein the plurality of devices includes devices provided in each of the plurality of piping systems and the plurality of electrical wiring systems. An electric circuit through which current flows;
A flow path for passing a fluid therethrough,
The plurality of devices include a first device provided in the electric path and a second device that is different from the first device and is provided in the flow path,
The work machine according to any one of claims 1 to 4, wherein the first device and the second device are attached to the attachment member. A prime mover comprising an engine mounted on the airframe;
A fuel tank for storing fuel,
the flow passage includes a fuel flow passage that supplies fuel from the fuel tank to the prime mover,
the second device includes a fuel device provided in the fuel flow path,
The first device includes an electric device through which a current flows through the electric path,
6. The work machine according to claim 5, wherein the fuel device and the electric device are attached to the mounting member. The work machine according to claim 6, wherein at least one of the fuel pump and the fuel filter included in the fuel device is attached to the mounting member. The work machine according to claim 6 or 7, wherein the electrical equipment includes an isolator that cuts off the current flowing through the electrical circuit, and a fuse box that contains a fuse that prevents an overcurrent from flowing through the electrical circuit, at least one of which is attached to the mounting member. The flow path includes a coolant flow path through which a coolant flows ,
the cooling device provided in the cooling liquid flow path includes a reserve tank that stores the cooling liquid;
The work machine according to any one of claims 5 to 8, wherein the mounting member restrains the reserve tank in at least one direction. The plurality of devices include two or more types of devices among an electric device provided in an electric circuit through which an electric current flows, a fuel device provided in a fuel flow path through which a fuel flows, a hydraulic device provided in a hydraulic oil flow path through which a hydraulic oil flows, and a cooling device provided in a coolant flow path through which a coolant flows ,
The work machine according to any one of claims 1 to 9 , wherein the mounting member has a plurality of support parts that respectively support the two or more types of equipment and restrain them in at least one direction . the mounting member has a plurality of support portions that support the plurality of devices and restrain them in at least one direction,
The work machine according to any one of claims 1 to 10, wherein the plurality of support parts includes a hose support part for a hose connected to the device provided in a flow path through which a fluid flows .

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