Title of invention: Traveling vehicle
Technical field
[0001]
　The present invention relates to a traveling vehicle.
Background technology
[0002]
　Conventionally, a traveling vehicle provided with a hydraulic steering controller is widely known (see Patent Document 1).
[0003]
　In a conventional traveling vehicle, since the oil pressure is not released at the tank port where the hydraulic oil is discharged from the steering controller, the hydraulic oil is present in the steering controller even when the engine of the traveling vehicle is stopped. As a result, even when the engine is stopped, the driver operates the steering handle to send hydraulic oil from the steering controller to the steering cylinder, and the wheels of the traveling vehicle are steered.
Prior art literature
Patent documents
[0004]
Patent Document 1: Japanese Patent Application Laid-Open No. 2015-160516
Outline of the invention
[0005]
　When the engine is operating, the hydraulic oil is supplied to the steering controller, so that the wheels of the traveling vehicle can be steered even if the hydraulic pressure applied to the hydraulic oil is released at the tank port.
[0006]
　However, when the engine is stopped, hydraulic oil is not supplied to the steering controller. When the oil pressure in the tank port is open (open state), the hydraulic oil in the steering controller flows down to the tank port through the flow path connecting the air in the tank port between the steering controller and the tank port. As a result, when the engine was stopped, the wheels of the traveling vehicle could not be steered.
[0007]
　Therefore, it is necessary to design the tank port so that the flood pressure is not released, and there is a problem that the degree of freedom in designing the traveling vehicle cannot be improved.
[0008]
　Therefore, it is an object of the present invention to provide a traveling vehicle having a tank port in which the flood control is released and capable of steering operation even when the engine is stopped.
[0009]
　The traveling vehicle according to the present disclosure includes a steering handle operated by the driver, a hydraulic steering controller in which the steering of the traveling vehicle is controlled by the operation of the steering handle, and hydraulic oil discharged from the steering controller. A tank port that flows in and releases the hydraulic pressure on the inflowing hydraulic oil, a flow path that connects the steering controller and the tank port, and a flow path through which the hydraulic oil flows, and is arranged in the middle of the flow path. It also includes an oil tank in which the hydraulic oil is stored while the engine of the traveling vehicle is stopped.
[0010]
　As a result, even when the engine is stopped, the hydraulic oil is stored in the oil tank, so that it is possible to prevent all the hydraulic oil in the steering controller from being discharged to the tank port. As a result, the wheels of the traveling vehicle can be steered even when the engine is stopped.
[0011]
　According to a preferred embodiment, in the oil tank, the lower surface of the space in which the hydraulic oil is stored is arranged at a position higher than the inflow port where the hydraulic oil flows from the steering controller to the flow path. As a result, the hydraulic oil is stored at a position higher than the inflow port, so that it is possible to prevent all the hydraulic oil in the steering controller from being discharged to the tank port.
[0012]
　According to a preferred embodiment, the traveling vehicle has an inflow port at which the hydraulic oil flows into the oil tank and an outflow port at which the hydraulic oil flows out from the oil tank. The outlet is located higher than the inlet. As a result, the hydraulic oil can be stored in the oil tank, and it is possible to prevent all the hydraulic oil in the steering controller from being discharged to the tank port.
[0013]
　According to a preferred embodiment, the oil tank is located below the steering handle. Since the steering controller is located below the steering handle in the axial direction, the oil tank can be located near the steering controller. Therefore, the flow path between the steering controller and the oil tank can be shortened. As a result, when the engine is stopped, it is not necessary to increase the amount of hydraulic oil accumulated in the flow path more than necessary, and the operating cost can be reduced.
A brief description of the drawing
[0014]
FIG. 1 is a left side view of a traveling vehicle according to an embodiment.
FIG. 2 is a perspective view of the control device according to the embodiment as viewed from the upper left rear side.
FIG. 3 is a rear view of the control device according to the embodiment.
FIG. 4 is a rear view of the control device according to the embodiment.
FIG. 5 is a left side view of the control device according to the embodiment.
FIG. 6 is a left side view of the control device according to the embodiment.
FIG. 7 is an enlarged view of a shuttle lever and a guide plate according to an embodiment.
FIG. 8 is an enlarged view of a guide plate according to an embodiment.
FIG. 9 is an enlarged view of a steering portion according to an embodiment.
FIG. 10 is a cross-sectional view taken along the line BB of FIG. 11 of the case according to the embodiment.
FIG. 11 is a cross-sectional view taken along the line AA of FIG. 10 of the case according to the embodiment.
FIG. 12 is a diagram for explaining the movement of the transmission unit.
FIG. 13 is a diagram for explaining the movement of the transmission unit.
FIG. 14 is a diagram for explaining a hydraulic circuit according to an embodiment.
Mode for carrying out the invention
[0015]
　Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In the description of the drawings below, the same or similar parts are designated by the same or similar reference numerals. However, it should be noted that the drawings are schematic and the ratio of each dimension is different from the actual one. Therefore, the specific dimensions, etc. should be determined in consideration of the following explanation. In addition, there may be parts in which the relationship and ratio of dimensions of the drawings are different from each other. In the present specification and drawings, elements having substantially the same function and configuration are designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown.
[0016]
　(1) Schematic configuration of the
　traveling vehicle 1 The schematic configuration of the traveling vehicle 1 will be described with reference to FIGS. 1 and 2. FIG. 1 is a side view of a traveling vehicle according to the embodiment. FIG. 2 is a perspective view of the control device according to the embodiment as viewed from the upper left rear side. In the present embodiment, the tractor is exemplified as the traveling vehicle 1.
[0017]
　The arrow X shown in the drawing indicates the width direction of the traveling vehicle 1, the arrow Y indicates the front-rear direction of the traveling vehicle 1, and the arrow Z indicates the vertical direction of the traveling vehicle 1. The arrow X1 indicates the right direction of the traveling vehicle 1, and the arrow X2 indicates the left direction of the traveling vehicle 1. The arrow Y1 indicates the forward direction (forward direction) of the traveling vehicle 1, and the arrow Y2 indicates the backward direction (reverse direction) of the traveling vehicle 1. The arrow Z1 indicates the upward direction of the traveling vehicle 1, and the arrow Z2 indicates the downward direction of the traveling vehicle 1.
[0018]
　The direction from the center of the width direction X in the traveling vehicle 1 toward the right side or the left side is referred to as an outward direction, and the direction from the right side or the left side of the width direction X in the traveling vehicle 1 toward the center is referred to as an inward direction. Therefore, the center of the traveling vehicle 1 in the width direction X may be referred to as "inside the vehicle", and the right side and the left side of the center in the width direction X may be referred to as "outside the vehicle".
[0019]
　As shown in FIGS. 1 and 2, the traveling vehicle 1 has a traveling vehicle body 2. The vehicle body 2 has an engine 3, a case 5, a case cover member 6, and a control device 10.
[0020]
　The engine 3 is a diesel engine. The engine 3 is located in front of the traveling vehicle 1 and is covered by a bonnet. The engine 3 may be an electric motor, or may be a hybrid type having a diesel engine and an electric motor.
[0021]
　The case 5 includes a flywheel housing, a clutch housing, and a mission case. The flywheel housing is connected to the rear of the engine 3 and houses the flywheel. The clutch housing is connected to the rear part of the flywheel housing and houses a clutch that intermittently transmits the power of the engine 3 transmitted via the flywheel. The mission case is connected to the rear of the clutch housing.
[0022]
　The case 5 houses a forward / backward switching device 20 that switches between forward and reverse movement of the traveling vehicle, and a transmission 30 that shifts the power from the engine 3 and transmits it to the drive wheels. The case 5 is arranged below the control device 10 in the vertical direction Z.
[0023]
　The case cover member 6 covers the upper part of the case 5. The case cover member 6 has a main body portion 6a that overlaps the upper portion of the case 5 and a side portion 6b that is arranged outside the main body portion 6a in the width direction X when viewed from the top of the vehicle. The upper surface of the main body portion 6a is located higher than the upper surface of the side portion 6b (see FIG. 2-4).
[0024]
　The driver's foot is placed on the case cover member 6. The case cover member 6 is arranged on the front side in the front-rear direction Y with respect to the driver's seat 9. It is arranged behind the cockpit 12 in the front-rear direction X.
[0025]
　As shown in FIG. 1, the traveling vehicle 1 has a traveling device 8 that supports the vehicle body 2 so as to travel. The traveling device 8 is a wheel-type traveling device having a plurality of front wheels 8A provided at the front portion of the vehicle body 2 and a plurality of rear wheels 8B provided at the rear portion of the vehicle body 2. The plurality of front wheels 8A include a left front wheel supported on the left side of the front axle case supported in front of the engine 3 and a right front wheel supported on the right side of the front axle case. The plurality of rear wheels 8B include a left rear wheel supported on the left side of the case 5 (mission case or the like) and a right rear wheel supported on the right side of the case 5. The traveling device 8 may be a semi-crawler type traveling device (a traveling device having a front wheel 8A and a crawler type traveling mechanism adopted instead of the rear wheel 8B).
[0026]
　The front wheel 8A is a steering wheel that can be steered by moving the cylinder rod of the steering cylinder provided in the front portion of the front axle case. By steering the front wheel 8A, the direction of the vehicle body 2 can be changed (the vehicle body can be steered). The steering cylinder is composed of a hydraulic cylinder.
[0027]
　Of the front wheels 8A and the rear wheels 8B, at least the rear wheels 8B are drive wheels, and the power output from the transmission 30 is transmitted to the drive wheels.
[0028]
　A driver's seat 9 on which the driver sits is mounted on the rear portion of the vehicle body 2. In front of the driver's seat 9, a control device 10 partially covered by a control cover 11 is provided.
[0029]
　(2) Details of the
　Control Device 10 and the Forward / Forward Switching Device 20 The details of the control device 10 and the forward / backward switching device 20 will be described with reference to FIGS. 3 to 11. 3 and 4 are rear views of the control device according to the embodiment. However, in FIG. 4, some members (case cover member 6, pedal 17, support pipe 18, cover member 124, etc.) are omitted from FIG. 5 and 6 are left side views of the control device according to the embodiment. In FIG. 6, some members (case cover member 6, pedal 17, support pipe 18, cover member 124, etc.) are omitted from FIG. FIG. 7 is an enlarged view of the shuttle lever and the guide plate according to the embodiment. FIG. 8 is an enlarged view of the guide plate according to the embodiment. FIG. 9 is an enlarged view of the steering portion according to the embodiment. FIG. 10 is a sectional view taken along line BB of FIG. 11 of the case according to the embodiment. FIG. 11 is a sectional view taken along the line AA of FIG. 10 of the case according to the embodiment. FIG. 12 is a diagram for explaining the movement of the transmission unit. FIG. 13 is a diagram for explaining the movement of the transmission unit. It should be noted that the members may be omitted as appropriate in each figure.
[0030]
　As shown in FIG. 1-6, the control device 10 includes a control table 12, a shuttle lever 13, a guide plate 14, a transmission unit 15, a steering unit 16, a pedal 17, and a support pipe 18.
[0031]
　As shown in FIG. 1, the cockpit 12 has a fixing bracket 122 and a cover member 124.
[0032]
　The fixing bracket 122 is erected on the vehicle body 2 (case 5). A transmission portion 15 and a steering portion 16 are supported by the fixing bracket 122.
[0033]
　As shown in FIG. 3, the fixing bracket 122 has a first side wall 1221 and a second side wall 1222 facing the first side wall. The first side wall 1221 and the second side wall 1222 are arranged outside the transmission portion 7 in the width direction X. The first side wall 1221 and the second side wall 1222 are plate-shaped members extending in the vertical direction Z.
[0034]
　The first side wall 1221 and the second side wall 1222 are arranged side by side in the width direction X (opposed in the width direction X). The first side wall 1221 is arranged on the left side from the center of the vehicle body 2 in the width direction X, and the second side wall 1222 is arranged on the right side from the center of the vehicle body 2 in the vehicle width direction.
[0035]
　The first side wall 1221 and the second side wall 1222 are connected by a first connecting member 1223 and a second connecting member 1224.
[0036]
　The left end portion of the first connecting member 1223 is fixed to the first side wall 1221, and the right end portion of the first connecting member 1223 is fixed (connected) to the second side wall 1222. The first connecting member 1223 has a through hole 1223a through which the steering post 164 penetrates, and the steering controller 166 is fixed to the first connecting member 1223.
[0037]
　The left end of the second connecting member 1224 is fixed to the first side wall 1221, and the right end of the second connecting member 1224 is fixed (connected) to the second side wall 1222. The second connecting member 1224 fixes the first side wall 1221 and the second side wall 1222 at the front portions of the first side wall 1221 and the second side wall 1222, respectively.
[0038]
　The fixing bracket 122 has a third side wall 1225 that supports the oil tank 168. The third side wall 1225 is fixed to the upper part of the second side wall 1222.
[0039]
　The fixing bracket 122 has a fixing plate 1226. A through hole is formed in the fixing plate 1226. A transmission portion 15 (specifically, a shuttle shaft 152 and a support cylinder 153) is inserted into the through hole. The fixing plate 1226 is fixed to the first side wall 1221.
[0040]
　The cover member 124 covers the rear side of the steering controller 166. The cover member 124 is connected to the first side wall 1221 and the second side wall 1222.
[0041]
　The shuttle lever 13 is a member that performs an operation of switching the traveling direction of the vehicle body 2. By operating the shuttle lever 13 forward or backward, the operation of the shuttle lever 13 is transmitted to the forward / backward switching device 20 via the transmission unit 15. As a result, the traveling direction (traveling direction) of the vehicle body 2 is switched to the forward direction or the reverse direction.
[0042]
　As shown in FIGS. 3 to 8, the shuttle lever 13 has a lever main body 131 and a grip 132 connected to the upper end portion 131a of the lever main body 131.
[0043]
　The guide plate 14 guides the shuttle lever 13. The guide plate 14 is a single plate-shaped member. The guide plate 14 has a rectangular shape when viewed from above (see FIG. 8). The guide plate 14 extends in the width direction X. The guide plate 14 has a guide hole 142 and an insertion hole 144. The guide hole 142 is a hole into which the shuttle lever 13 (lower end 131b of the lever body 131) is inserted, and is a through hole that penetrates the guide plate 14.
[0044]
　The guide hole 142 has an arcuate arcuate portion 142A and a protrusion 142B protruding from the center of the arcuate portion 142A in the front-rear direction Y in the width direction X when viewed from above the guide plate 14.
[0045]
　The insertion hole 144 is a through hole into which the transmission portion 15 is inserted and penetrates the guide plate 14. By inserting the transmission unit 15 into the insertion hole 144, the transmission unit 15 can be fixed.
The insertion hole 144 is located inside the guide hole 142 in the width direction X.
[0046]
　As shown in FIGS. 3 to 8, the guide plate 14 extends from the inside to the outside in the width direction X. The end portion 141 of the guide plate 14 in the width direction X is located outside the first side wall 1221 in the width direction X. The arc portion 142A may be located outside the first side wall 1221.
[0047]
　The guide plate 14 is supported by the support member 145. The guide plate 14 is fixed to the support member 145. The support member 145 extends from the support 146 to the control device 10. Therefore, the guide plate 14 is not fixed via the side wall (for example, the first side wall 1221) constituting the control device 10. Therefore, the guide plate 14 is not composed of a member fixed to the first side wall 1221 and extending in the vertical direction Z. Therefore, the position of the guide plate 14 can be freely designed without being affected by the position of the first side wall 1221.
[0048]
　Generally, when an existing guide plate is fixed to the first side wall 1221, the guide plate usually has a width from a first portion extending upward in the vertical direction Z from the first side wall 1221 and an upper end portion of the first portion. It is composed of a second portion extending inward in the direction X. Therefore, in order to secure the length of the second portion that guides the shuttle lever, the length of the width direction X from the first side wall 1221 to the second side wall 1222 cannot be made smaller than necessary.
[0049]
　On the other hand, since the guide plate 14 according to the present embodiment is not fixed to the first side wall 1221, it can be extended to the outside of the first side wall 1221 in the width direction X. Therefore, even if the length of the guide plate 14 in the width direction X is reduced from the first side wall 1221 to the second side wall 1222 in order to increase the space under the driver's feet, the length of the guide plate 14 in the width direction X is secured. Can be done. As a result, the space under the driver's feet can be expanded without affecting the operation of the shuttle lever 13.
[0050]
　The support member 145 is fixed to the support body 146 located in front of the control device 10 in the front-rear direction Y. The support 146 is arranged in the bonnet. The support 146 is not fixed to the case 5.
[0051]
　The support member 145 includes a first support member 145A to which the guide plate 14 is directly fixed, and a second support member 145B that supports the guide plate 14 via the first support member 145A.
[0052]
　The first support member 145A is a plate-shaped member. The first support member 145A has an arc-shaped first end portion 145Ae1 along the steering post 164 and a second end portion 145Ae2 extending from the first end portion 145Ae1 in the rear direction Y2 on the rear side in the front-rear direction Y. (See FIG. 8). The first support member 145A may be in contact with the steering post 164. The left side portion 145AL of the first support member 145A is longer in the front-rear direction Y than the right side portion 145AR. As a result, for example, even if a force in the right direction X1 is applied to the guide plate 14 by operating the shuttle lever 13, the right side portion 145AR (second end portion 145Ae2) hits the steering post 164, so that the guide plate 14 moves. Can be suppressed. Therefore, the guide plate 14 can be firmly fixed. Further, the outer end portion of the right side portion 145AR in the width direction X extends to the rear side in the front-rear direction Y. As a result, even if a force in the left direction X2 is applied to the guide plate 14, the right side portion 145AR hits the steering post 164, so that the guide plate 14 can be suppressed from moving.
[0053]
　The guide plate 14 is fixed to the first support member 145A inside the width direction X. Specifically, the first support member 145A is fixed to the guide plate 14 by bolts and nuts on the outside in the width direction X. Therefore, the guide plate 14 is fixed on the upper side of the left side portion 145AL of the first support member 145A. The first support member 145A is fixed to the second support member 145B by bolts and nuts at the front portion of the first support member 145A.
[0054]
　The second support member 145B is a member extending in the front-rear direction Y. The second support member 145B is fixed to the first support member 145A by bolts and nuts at the rear portion of the second support member 145B. The second support member 145B is fixed to the support 146 by bolts and nuts at the front portion of the second support member 145B.
[0055]
　As shown in FIGS. 4, 6, 12, 13 and the like, the transmission unit 15 is a member that transmits the operation of the shuttle lever 13 to the forward / reverse switching device 20. In the front-rear direction Y, the transmission portion 15 is located on the front side of the cover member 124.
[0056]
　The transmission portion 15 includes a mounting member 151, a shuttle shaft 152, a support cylinder 153, an interlocking rod 154, a connecting member 155, a shuttle arm 156, and an engaging portion 157.
[0057]
　The mounting member 151 is a member mounted on the shuttle lever 13. Specifically, the lever body 131 is fixed to the left end of the mounting member 151. Specifically, the lever body 131 is fixed to the left end of the mounting member 151. The mounting member 151 is supported by the shuttle shaft 152 by bolts and nuts. The mounting member 151 (that is, the shuttle lever 13) can swing in the vertical direction Z about the bolt as an axis.
[0058]
　The shuttle shaft 152 can be rotated around the axis by the shuttle lever 13. The upper portion 152A of the shuttle shaft 152 projects upward from the support cylinder 153. The upper portion 152A is inserted into the insertion hole 144. The upper portion 152A is attached to the mounting member 151 and supports the mounting member 151.
[0059]
　The lower portion 152B of the shuttle shaft 152 projects downward from the support cylinder 153. The lower portion 152B is bent in the width direction X. The end of the lower portion 152B is connected to the interlocking rod 154.
[0060]
　The support cylinder 153 is arranged vertically so as to extend in the vertical direction Z. The support cylinder 153 is located between the first side wall 1221 and the second side wall 1222 in the width direction X. The support cylinder 153 is located between the second connecting member 1224 and the cover member 124 in the front-rear direction Y. The support cylinder 153 is inserted into a through hole formed in the fixing plate 1226, and is fixed via the fixing plate 1226. Therefore, the support cylinder 153 is fixed to the fixing bracket 122.
[0061]
　The interlocking rod 154 is a member extending in the front-rear direction Y. The front end portion 154A of the interlocking rod 154 is connected to the shuttle shaft 152 by bolts and nuts. The rear end portion 154B of the interlocking rod 154 is connected to the connecting member 155 by bolts and nuts. Therefore, the interlocking rod 154 is connected to the shuttle arm 156 via the connecting member 155.
[0062]
　The connecting member 155 connects the interlocking rod 154 and the shuttle arm 156. The inner end of the connecting member 155 is connected to the interlocking rod 154 by bolts and nuts. The outer end of the connecting member 155 is directly fixed to the shuttle arm 156.
[0063]
　The shuttle arm 156 extends in the vertical direction Z. The shuttle arm 156 has an arm body 156A and an arm cylinder 156B.
[0064]
　The upper end of the arm body 156A is fixed to the connecting member 155. The arm body 156A also rotates the arm body 156A according to the rotation of the connecting member 155. The lower end of the arm body 156A is fixed to the engaging portion 157.
[0065]
　The arm body 156A is inserted into the arm cylinder 156B. The arm cylinder 156B is not connected to the connecting member 155, but is connected to the case 5.
[0066]
　The engaging portion 157 is a member that comes into contact with the shift fork 21. The engaging portion 157 is fixed to the arm body 156A. The shift fork 21 moves according to the movement of the engaging portion 157. The engaging portion 157 is fixed to the arm body 156A inside the width direction X, and engages with the shift fork 21 (third fork portion 213) outside the width direction X.
[0067]
　The steering unit 16 includes a steering handle 162, a steering post 164, a steering controller 166, and an oil tank 168.
[0068]
　The steering handle 162 is a member operated by the driver. The steering handle 162 is a member that operates the steering of the vehicle body 2, and is manually operated by the driver.
[0069]
　The steering post 164 supports the steering handle 162 and the steering controller 166. A steering shaft (shaft) is inserted into the steering post 164. The steering post 164 transmits the operation by the steering handle 162 to the steering controller 166 via the steering shaft.
[0070]
　The steering controller 166 controls the steering of the traveling vehicle 1 by operating the steering handle 162. The steering controller 166 is a hydraulic type. The steering controller 166 is a valve that controls the steering cylinder. The steering controller 166 is a rotary valve operated by the steering handle 162 to control the flow rate of the hydraulic oil and switch the direction of the hydraulic oil. In other words, the steering controller 166 is a valve capable of outputting hydraulic oil for transmitting the steering of the steering handle 162. The steering controller 166 outputs hydraulic oil corresponding to the amount of operation of the steering handle 162 from the port corresponding to the operation direction. The hydraulic oil output from the steering controller 166 is sent to the steering cylinder to move the cylinder rod of the steering cylinder. As a result, the left front wheel and the right front wheel are steered in response to the rotation operation of the steering handle 162.
[0071]
　As shown in FIGS. 4, 6 and 9, a plurality of hydraulic hoses (first hose H1-fourth hose H4) are connected to the steering controller 166.
[0072]
　The first hose H1 is a hydraulic hose that supplies the hydraulic oil discharged from the hydraulic pump P mounted on the traveling vehicle 1 to the steering controller 166. The hydraulic pump P is provided in the bonnet. The hydraulic pump P is driven by the power of the engine 3.
[0073]
　The second hose H2 is a hydraulic hose that supplies (discharges) hydraulic oil to the case 5 that stores hydraulic oil (mission oil). The second hose H2 includes a first hose portion H2A from the steering controller 166 to the oil tank 168, and a second hose portion H2B from the oil tank 168 to the case 5.
[0074]
　The second hose H2 corresponds to a flow path connecting the steering controller 166 and the tank port T. Hydraulic oil flows through the second hose H2. The tank port T is the case 5. More specifically, the tank port T is a first storage chamber 51 (and a second storage chamber 52) described later.
[0075]
　As shown in FIG. 9, the oil tank 168 is arranged in the middle of the second hose H2. Hydraulic oil is stored in the oil tank 168 while the engine 3 of the traveling vehicle 1 is stopped. The oil tank 168 stores hydraulic oil even while the engine 3 is in operation.
[0076]
　The oil tank 168 is located below the steering handle 162. As a result, the length of the flow path of the second hose portion H2B can be shortened.
[0077]
　The oil tank 168 has an inflow port 168A and an outflow port 168B. The inflow port 168A is an inlet through which hydraulic oil flows into the oil tank 168. The outflow port 168B is an outlet from which hydraulic oil flows out from the oil tank 168. The outflow port 168B is arranged at a position higher than the inflow port 168A. As shown in FIG. 9, the outlet 168B may be arranged inside the oil tank 168. Specifically, the outlet 168B may have a tubular portion 1682 having an outlet 168B arranged inside the oil tank 168. In this case, the upper end of the tubular portion 1682 corresponds to the outlet 168B. The tubular portion 1682 extends from the lower surface 168L of the oil tank 168 toward the upper surface 168U. When the hydraulic oil stored in the oil tank 168 exceeds the height of the outlet 168B, it flows from the outlet 168B into the second hose H2 by gravity.
[0078]
　The oil tank 168 has a space 168s in which hydraulic oil is stored. In the oil tank 168, the lower surface 168L of the space 168s is arranged at a position higher than the inflow port H2Ain in which the hydraulic oil flows from the steering controller 166 into the flow path (second hose H2).
[0079]
　By providing the oil tank 168, the steering controller 166 can be in a hydraulically held state.
[0080]
　The third hose H3 and the fourth hose H4 are connected to the steering cylinder. The third hose H3 is a flood control hose for turning left. The hydraulic oil supplied through the third hose H3 operates the steering cylinder so as to steer the left front wheel and the right front wheel to the left. The fourth hose H4 is a flood control hose for turning right. The hydraulic oil supplied through the fourth hose H4 operates the steering cylinder so as to steer the left front wheel and the right front wheel to the left.
[0081]
　The pedal 17 is operated under the driver's feet. As shown in FIGS. 2, 3 and 5, the pedal 17 is arranged outside the cockpit 12 in the width direction X. The pedal 17 includes a clutch pedal 171, a first brake pedal 172, and a second brake pedal 173.
[0082]
　The clutch pedal 171 is a pedal for operating the clutch. The clutch pedal 171 has a pedal plate portion 171a and a pedal body 171b. One end of the pedal plate portion 171a is connected to the support pipe 18. The other end of the pedal plate portion 171a is connected to the pedal body 171b. The pedal body 171b is a portion that is stepped on by the sole of the driver's foot when the driver operates the pedal body 171b.
[0083]
　The first brake pedal 172 and the second brake pedal 173 are pedals that operate the brakes that brake the traveling device 8. The first brake pedal 172 has a pedal plate portion 172a and a pedal body 172b. One end of the pedal plate portion 172a is connected to the support pipe 18. The other end of the pedal plate portion 12a is connected to the pedal body 172b. The second brake pedal 173 has the same configuration as the first brake pedal 172. The pedal body 172b is a portion that is stepped on by the sole of the driver's foot when the driver operates it.
[0084]
　The clutch pedal 171 is arranged on the left side of the cockpit 12. The first brake pedal 172 and the second brake pedal 173 are arranged on the right side of the cockpit 12. The second brake pedal 173 is arranged on the right side of the first brake pedal 172.
[0085]
　The support pipe 18 is a pipe that supports the pedal 17. The support pipe 18 is fixed (connected) to the cockpit 12. The support pipe 18 is a pipe extending in the width direction X.
[0086]
　As shown in FIGS. 10 and 11, in the case 5, the first accommodation chamber 51 in which the forward / backward switching device 20 is accommodated, the second accommodation chamber 52 in which the transmission 30 is accommodated, and the clutch are accommodated. It has 3 storage chambers 53 and.
[0087]
　The first accommodation chamber 51 is arranged between the second accommodation chamber 52 and the third accommodation chamber 53 in the front-rear direction Y. The first accommodation chamber 51 is arranged below the control device 10. Therefore, the forward / backward switching device 20 is arranged below the control device 10.
[0088]
　The case 5 has a case upper portion 51A, a case lower portion 51B, a case left portion 51C, a case right portion 51D, a first case wall portion 55, and a second case wall portion 56.
[0089]
　The case upper portion 51A is located above the first storage chamber 51. Therefore, the case upper portion 51A is a portion arranged above the space constituting the first storage chamber 51. The lower case 51B is located below the first storage chamber 51. The case left portion 51C is located on the left side of the first storage chamber 51. The case right portion 51D is located on the right side of the first storage chamber 51.
[0090]
　The case 5 has a through hole 51Aa that penetrates the upper portion 51A of the case and into which the transmission portion 15 is inserted. Specifically, the arm body 156A is inserted into the through hole 51Aa.
[0091]
　As shown in FIG. 5, the pedal 17 (for example, the clutch pedal 171) is arranged at a position closer to the driver's seat 9 than the through hole 51Aa in the front-rear direction Y. Specifically, the rear end of the pedal body 171b is arranged at a position closer to the through hole 51Aa in the front-rear direction Y. Further, the rear end portion of the pedal body 171b is arranged at a position closer to the transmission portion 15 itself in the front-rear direction Y and in the front-rear direction Y. The pedal 17 may be arranged closer to the driver's seat than the through hole 51Aa and the transmission unit 15 in a state where the driver is not operating (normal state). When the pedal is depressed by the operation of the driver, the through hole 51Aa and the transmission unit 15 may be arranged at a position closer to the driver's seat than the pedal 17.
[0092]
　As shown in FIGS. 2 and 5, the front end of the case cover member 6 in the front-rear direction Y may be located behind the through hole 51Aa (and the transmission portion 15) in the front-rear direction Y. More specifically, the front end of the main body 6a of the case cover member 6 may be located on the rear side of the through hole 51Aa (and the transmission portion 15) in the front-rear direction Y. Therefore, it can be seen that the case cover member 6 does not cover the transmission portion 15. The front end of the side portion 6b of the case cover member 6 may or may not be located behind the through hole 51Aa (and the transmission portion 15) in the front-rear direction Y.
[0093]
　As shown in FIGS. 3 and 4, the through hole 51Aa and the transmission portion 15 may be located inside the width direction X of the first side wall 1221 and the second side wall 1222. As a result, it is possible to prevent the driver's foot from hitting the transmission unit 15. Further, the transmission portion 15 may be located inside the side portion 6b of the case cover member 6 in the width direction X. The transmission portion 15 may be located inside the width direction X with respect to the outer end portion of the main body portion 6a of the case cover member 6 in the width direction X. The pedal 17 (for example, the clutch pedal 171) may be located inside the main body 6a of the case cover member 6 in the width direction X. With such a configuration, the distance between the pedal 17 (for example, the clutch pedal 171) and the transmission unit 15 in the width direction X can be secured.
[0094]
　The first case wall portion 55 is located between the first storage chamber 51 and the second storage chamber 52. The first case wall portion 55 separates the first storage chamber 51 and the second storage chamber 52. The second case wall portion 56 is located between the first storage chamber 51 and the third storage chamber 53. The second case wall portion 56 separates the first storage chamber 51 and the third storage chamber 53.
[0095]
　In the first storage chamber 51, a discharge pipe 512 through which the hydraulic oil flowing through the second hose H2 passes is arranged. The discharge pipe 512 has a discharge port 512a from which hydraulic oil (oil) is discharged. The hydraulic oil discharged from the hydraulic device (specifically, the steering controller 166) is discharged from the discharge port 512a.
[0096]
　The discharge port 512a is arranged on the upper side of the forward / backward switching device 20. The discharge port 512a overlaps the forward / backward switching device 20 in the vertical direction Z. Specifically, the discharge port 512a overlaps with the shaft 22.
[0097]
　The discharge port 510a is arranged above the forward / backward switching device 20, and no hydraulic pressure acts on the tank port T, that is, the hydraulic oil in the case 5 (specifically, the first storage chamber 51). Therefore, at the tank port T, the flood pressure applied to the hydraulic oil is released. The tank port T is in an open state.
[0098]
　In FIGS. 10 and 11, the oil level during engine stop is S1 and the oil level during engine rotation is S2.
[0099]
　When the engine 3 is rotating, hydraulic oil from the steering controller 166 is supplied to the first accommodation chamber 51 through the discharge port 512a. As a result, in the first accommodation chamber 51, the oil level rises to S2 while the engine 3 is rotating.
[0100]
　Further, when the engine 3 is rotating, the oil stored in the second storage chamber 52 is supplied to the flood control device. On the other hand, the first case wall portion 55 is formed with a through hole into which each shaft (for example, the shaft 22) is inserted. Therefore, the first storage chamber 51 is not sealed, and oil flows from the first storage chamber 51 to the second storage chamber 52 through the through hole through the gap of the bearing. As a result, in the second storage chamber 52, while the engine 3 is rotating, the oil does not run out from the second storage chamber 52, and the oil level drops to S2.
[0101]
　When the engine 3 is stopped, hydraulic oil is not supplied to the first accommodation chamber. Therefore, when the engine 3 is stopped, the oil level drops to S1.
[0102]
　As shown in FIG. 10, an opening 552 connecting the first storage chamber 51 and the second storage chamber 52 is formed in the upper part of the first case wall portion 55. Specifically, an opening 552 is formed at the position of the first case wall portion 55 above the shaft 22. As a result, when the oil stored in the first storage chamber 51 exceeds the shaft 22, it flows into the second storage chamber through the opening 552. As a result, it is possible to prevent oil from being accumulated in the first storage chamber 51 more than necessary.
[0103]
　The forward / backward switching device 20 includes a shift fork 21, a shaft 22, a shifter 23, a fork rod 24, a forward gear 25, and a reverse gear 26.
[0104]
　The shift fork 21 can be moved via the transmission unit 15 by operating the shuttle lever. The shift fork 21 has a pair of first fork portions 211 (211U, 211L), a second fork portion 212, and a third fork portion 213.
[0105]
　The first fork portion 211 is connected to the shifter 23. As a result, the shifter 23 moves with the movement of the shift fork 21 (first fork portion 211).
[0106]
　The pair of first fork portions 211 has an upper fork portion 211U arranged on the upper side and a lower fork portion 211L arranged on the lower side. The pair of first fork portions 211 extend from the second fork portion 212. Specifically, the upper fork portion 211U extends upward from the second fork portion 212. The lower fork portion 211L extends inward in the width direction X from the second fork portion 212.
[0107]
　The second fork portion 212 exists between the pair of first fork portions 211. The second fork portion 212 is formed with a through hole into which the fork rod 24 is inserted.
[0108]
　The third fork portion 213 is engaged with the transmission portion 15. The third fork portion 213 is connected to the upper fork portion 211U of the pair of first fork portions 211. Specifically, the third fork portion 213 is connected to the upper end portion of the upper fork portion 211U. As a result, since the third fork portion 213 that is engaged with the transmission portion 15 is arranged on the upper side, the length of the transmission portion 15 can be shortened. As a result, deterioration of the shift feeling can be suppressed.
[0109]
　A forward gear 25 and a reverse gear 26 are attached to the shaft 22. The central shaft 22c of the shaft 22 is closer to the case upper part 51A than to the case lower part 51B. As a result, the distance from the transmission unit 15 inserted in the case 5 to the forward / backward switching device 20 can be shortened.
[0110]
　The shifter 23 is movable along the shaft 22 between the forward gear 25 and the reverse gear 26. The shifter 23 changes the connection (meshing) between the forward gear 25 and the reverse gear 26.
[0111]
　A shift fork 21 is attached to the fork rod 24.
[0112]
　The transmission 30 has a main transmission unit and an auxiliary transmission unit. The main transmission changes the rotation input from the propulsion shaft and outputs (shifts). The auxiliary transmission changes the rotation input from the main transmission and outputs (shifts).
[0113]
　According to the above configuration, the case upper portion 51A is formed with a through hole 51Aa into which the transmission portion 15 is inserted. As a result, it is not necessary to bring the transmission unit 15 to the side surface of the case 5, as compared with the case where the transmission unit 15 is inserted from the side surface of the case 5. Therefore, the space under the feet can be widened. Further, in order to cover the transmission portion 15, it is not necessary to provide a long cover in the width direction X. Therefore, the space under the driver's feet can be expanded.
[0114]
　Further, since the distance of the transmission unit 15 from the shuttle lever 13 to the forward / backward switching device 20 can be shortened, the shift feeling can be improved. Instead of increasing the rigidity of the transmission unit 15 to improve the shift feeling, the length of the transmission unit 15 is shortened to improve the shift feeling, so that the cost can be reduced.
[0115]
　According to the above configuration, in the front-rear direction Y, the transmission portion 15 is located on the front side of the cover member 124. This makes it possible to further expand the space under the driver's feet.
[0116]
　According to the above configuration, the pedal 17 is arranged at a position closer to the driver's seat 9 than the through hole 51Aa in the front-rear direction Y. As a result, when the pedal 17 is operated, it becomes difficult to hit the transmission portion 15 inserted into the through hole 51Aa, and the space under the driver's feet can be expanded.
[0117]
　According to the above configuration, the front end of the case cover member 6 is located on the rear side of the through hole 51Aa in the front-rear direction Y. It is not necessary to arrange the transmission unit 15 between the case 5 and the case cover member 6 in order to extend the transmission unit 15 to the side surface of the case 5. Therefore, in the vertical direction Z, the case cover member can be arranged closer (that is, lower) to the case 5, so that the space under the driver's feet can be increased.
[0118]
　According to the above configuration, the guide plate 14 has a guide hole 142 into which the shuttle lever 13 is inserted, and an insertion hole 144 into which the transmission portion 15 (lower end portion 131b of the lever main body 131) is inserted. By combining the guide hole 142 and the insertion hole 144 in one guide plate 14, the space of the control device 10 can be saved.
[0119]
　According to the above configuration, the guide plate 14 is fixed to the support member 145 extending from the support body 146 to the control device 10. As a result, the position of the guide plate 14 is not fixed via the side wall (for example, the first side wall 1221) constituting the control device 10. Therefore, the position of the guide plate 14 can be freely designed without being affected by the position of the first side wall 1221.
[0120]
　According to the above configuration, the end portion 141 of the guide plate 14 is located outside the first side wall 1221 in the width direction X. As a result, even if the length of the width direction X from the first side wall 1221 to the second side wall 1222 is reduced in order to increase the space under the driver's feet, the length of the guide plate 14 in the width direction X is secured. be able to. Therefore, the space under the driver's feet can be expanded without affecting the operation of the shuttle lever 13.
[0121]
　According to the above configuration, the first accommodation chamber 51 and the second accommodation chamber 52 are separated, and the first accommodation chamber 51 is provided with a hydraulic oil discharge port 512a discharged from the steering controller 166. ing. As a result, the oil is preferentially collected in the first storage chamber 51. Therefore, even if the central shaft 22c of the shaft 22 is close to the case upper portion 51A, the shaft 22 is easily immersed in the oil stored in the first storage chamber 51, so that the amount of mission oil used can be reduced.
[0122]
　According to the above configuration, the discharge port 512a is arranged on the upper side of the forward / backward switching device 20. As a result, even before the oil level of the first accommodation chamber 51 reaches the forward / backward switching device 20, oil can be applied to the forward / backward switching device 20, so that damage to the forward / backward switching device 20 can be suppressed. ..
[0123]
　According to the above configuration, the third fork portion 213 engaged with the transmission portion 15 (engagement portion 157) is connected to the upper fork portion 211U. As a result, the length of the transmission unit 15 can be shortened, and the shift feeling can be further improved.
[0124]
　According to the above configuration, it is connected to the upper end portion of the upper fork portion 211U. As a result, the length of the transmission unit 15 can be shortened, and the shift feeling can be further improved.
[0125]
　(3) Movement of the
　Transmission Unit 15 The movement of the transmission unit 15 will be described with reference to FIGS. 12 and 13.
[0126]
　In FIG. 12, the shuttle lever 13 is in the neutral position. In this neutral position, the shuttle lever 13 (lower end 131b of the lever body 131) is located at the protrusion 142B of the guide hole 142. In this case, the shuttle lever 13 cannot be operated back and forth. Further, when the shuttle lever 13 is in the neutral position, the forward / backward switching device 20 is in the power cut state (that is, the shifter 23 is not connected to the forward gear 25 or the reverse gear 26). No power is output from the transmission 30 to the traveling device 8.
[0127]
　The shuttle lever 13 can swing upward against the urging force of the spring in the neutral position. When the shuttle lever 13 is swung upward in the neutral position, the shuttle lever 13 moves from the protrusion 142B of the guide hole 142 to the arc portion 142A. When the shuttle lever 13 is swung upward, the shuttle lever 13 can move in the arc portion 142A of the guide hole 142. Therefore, the shuttle lever 13 can swing back and forth.
[0128]
　When the shuttle lever 13 is moved in the direction F1 (rear direction Y2) along the arc portion 142A, the shuttle lever 13 is positioned from the neutral position to the forward position. When the shuttle lever 13 is in the forward position, the forward / backward switching device 20 is in a state of transmitting forward power, and the traveling direction of the vehicle body 2 is switched to the forward direction.
[0129]
　Specifically, when the shuttle lever 13 is operated in the F1 direction, the upper portion 152A of the shuttle shaft 152 rotates in the F2 direction, and the lower portion 152B of the shuttle shaft 152 moves in the F3 direction. As a result, the interlocking rod 154 moves in the F4 direction (rear direction Y2), and the connecting member 155 and the shuttle arm 156 rotate in the F5 direction and the F6 direction, respectively. Due to the rotation of the shuttle arm 156, the engaging portion 157 moves in the F7 direction, and the shift fork 21 moves in the F8 direction (forward direction Y1) along the shaft 22. As a result, the shifter 23 is connected to the forward gear 25, and the forward / backward switching device 20 switches to a state of transmitting forward power.
[0130]
　On the other hand, when the shuttle lever 13 is moved in the direction R1 (rear direction Y2) along the arc portion 142A, the shuttle lever 13 is positioned from the neutral position to the reverse position. When the shuttle lever 13 is located in the reverse position, the forward / backward switching device 20 is in a state of transmitting the reverse power, and the traveling direction of the vehicle body 2 is switched to the reverse direction.
[0131]
　Specifically, when the shuttle lever 13 is operated in the R1 direction, the upper portion 152A of the shuttle shaft 152 rotates in the R2 direction, and the lower portion 152B of the shuttle shaft 152 moves in the R3 direction. As a result, the interlocking rod 154 moves in the R4 direction (rear direction Y2), and the connecting member 155 and the shuttle arm 156 rotate in the R5 direction and the R6 direction, respectively. Due to the rotation of the shuttle arm 156, the engaging portion 157 moves in the R7 direction, and the shift fork 21 moves in the R8 direction (rear direction Y2) along the shaft 22. As a result, the shifter 23 is connected to the reverse gear 26, and the forward / backward switching device 20 switches to a state in which the reverse power is transmitted.
[0132]
　(4) Steering operation while the engine is stopped The steering operation while the
　engine 3 is stopped will be described with reference to FIG. FIG. 14 is a diagram for explaining the hydraulic circuit according to the embodiment.
[0133]
　In FIG. 14, a case where the driver turns the steering wheel 162 to the left while the engine is stopped will be described as an example. The case where the steering handle 162 is turned to the right is the same as the case where the steering handle 162 is turned to the left, and thus the description thereof will be omitted.
[0134]
　When the driver stops the engine 3, the hydraulic oil existing in the second hose portion H2B flows down to the case 5 (tank port T) due to gravity. On the other hand, hydraulic oil is stored in the oil tank 168. Therefore, hydraulic oil is also present in the second hose portion H2B.
[0135]
　When the oil tank 168 does not exist, the hydraulic oil in the steering controller 166 flows down to the case 5 through the second hose H2. In addition, the hydraulic oil in the fourth hose H4 connected to the steering cylinder that moves the cylinder rod for the right front wheel also flows down via the steering controller 166.
[0136]
　In this state, the steering controller 166 functions as a pump by turning the steering handle 162 to the right. As a result, the P port connected to the hydraulic pump P has a closed circuit (that is, the hydraulic pressure is not released), so that the pressure becomes negative. As a result, the check valve V connecting the first hose H1 and the second hose H2 is opened, the hydraulic oil flows from the second hose H2 to the first hose H1, and finally, the hydraulic oil flows to the left through the third hose H. Hydraulic oil is sent to the turning steering cylinder (L port). As a result, even when the engine is stopped, the cylinder rod for turning left moves, and the left front wheel can be steered in response to the rotation operation of the steering handle 162.
[0137]
　When the check valve V is opened, not only the hydraulic oil stored in the oil tank 168 but also the hydraulic oil sent to the steering cylinder (R port) for turning right flows into the first hose H1. Therefore, the amount of hydraulic oil stored in the oil tank 168, that is, the capacity of the oil tank 168 may be less than the capacity that fills all the steering cylinders (L ports) for turning left.
[0138]
　As described above, even when the engine 3 is stopped, the hydraulic oil is stored in the oil tank 168, so that it is possible to prevent all the hydraulic oil in the steering controller 166 from being discharged to the tank port T. As a result, the wheels of the traveling vehicle 1 can be steered even when the engine 3 is stopped.
[0139]
　Further, since the hydraulic oil is stored at a position higher than the inflow port H2Ain, it is possible to prevent all the hydraulic oil in the steering controller 166 from being discharged to the tank port T.
[0140]
　Further, the outflow port 168B is arranged at a position higher than the inflow port 168A. As a result, the hydraulic oil can be stored in the oil tank, and it is possible to prevent all the hydraulic oil in the steering controller 166 from being discharged to the tank port T.
[0141]
　Since the oil tank 168 can be arranged near the steering controller 166, the flow path to the steering controller 166 and the oil tank 168 can be shortened. As a result, it is not necessary to increase the amount of hydraulic oil accumulated in the flow path more than necessary while the engine 3 is stopped, and the operating cost can be reduced.
[0142]
　(5) Other Embodiments Although
　the present invention has been described in detail using the above-described embodiments, it is clear to those skilled in the art that the present invention is not limited to the embodiments described in the present specification. Is. The present invention can be implemented as modifications and modifications without departing from the spirit and scope of the present invention as defined by the claims. Therefore, the description of the present specification is for the purpose of exemplification and does not have any limiting meaning to the present invention.
[0143]
　For example, the oil tank 168 was arranged below the steering controller 166, but is not limited to this. For example, the oil tank 168 may be provided in the bonnet.
[0144]
　In the above, the hydraulic device was the steering controller 166, but other hydraulic devices may be used.
[0145]
　In the above description, the discharge port 512a may not overlap with the forward / backward switching device 20 in the vertical direction Z. Specifically, the discharge port 512a is arranged on the upstream side of the discharge pipe 512 at a position where it does not overlap with the forward / backward switching device 20 in the vertical direction Z and at a position where it overlaps with the forward / backward switching device 20 in the vertical direction Z. (See the outlet 512a on the left side of FIG. 11). For example, as shown in FIGS. 10 and 11, when the discharge pipe 512 extends in the front-rear direction Y in the first storage chamber 51 and oil flows in the discharge pipe 512 from the rear to the front, the discharge port 512a May be arranged behind the forward / backward switching device 20.
[0146]
　The oil discharged from the discharge port 512a may freely fall while moving downstream along the flow in the discharge port 512. In particular, when the mission oil becomes hot due to long-term driving, the viscosity of the oil decreases, so that the oil discharged from the discharge port 512a easily moves to the downstream side along the flow in the discharge port 512. Therefore, in the forward / backward switching device 20, the point where the oil discharged from the discharge port 512a is desired to be applied (for example, between the forward gear 25 and the synchronizer ring on the front side of the shifter 23, than the reverse gear 26 and the shifter 23. By arranging the discharge port 512a in front (upstream side) of (such as between the synchronizer ring on the rear side), oil can be directly applied to the point.
[0147]
　In FIG. 11, at the downstream discharge port 512a, a part of the oil is discharged at the upstream side discharge port 512a, so that the oil moves to the downstream side as compared with the upstream side discharge port 512a. hard. Therefore, for example, oil is applied from the downstream discharge port 512a (that is, the front discharge port 512a) between the forward gear 25 and the synchronizer ring on the front side of the shifter 23 (hereinafter, the first gap). , Oil from the upstream side discharge port 512a to the upstream side discharge port 512a (that is, the rear side discharge port 512a) between the reverse gear 26 and the synchronizer ring on the rear side of the shifter 23 (hereinafter, the second gap). Imagine a case where In this case, in the front-rear direction Y, the distance from the first gap to the downstream discharge port 512a may be shorter than the distance from the second gap to the upstream discharge port 512a. As a result, since the discharge port 512a is arranged in consideration of the flow of oil, the oil can be appropriately applied to the points to be directly applied (for example, the first gap and the second gap).
[0148]
　The discharge pipe 512 extends parallel to the central axis (rotational shaft) 22c of the shaft 22. Therefore, the discharge pipe 512 extends from the wall portion 55 of the first case along the front-rear direction Y (front direction Y1). The discharge pipe 512 may extend so as not to overlap the central shaft 22c of the shaft 22 in the vertical direction Z. The discharge pipe 512 may be arranged closer to the second hose H2 than the central shaft 22c of the shaft 22. As a result, the distance from the second hose H2 to the discharge pipe 512 is shortened, and oil can be quickly applied to the gear.
[0149]
　The entire contents of Japanese Patent Application No. 2018-117300 (filed on June 20, 2018) are incorporated in the specification of the present application by reference.
The scope of the claims
[Claim 1]

　A steering handle operated by 　the driver of a
　traveling vehicle, a hydraulic steering controller in which the steering of the traveling vehicle is controlled by the operation of the steering handle, and
　hydraulic oil discharged from the steering controller flow in. A tank port in which the hydraulic pressure applied to the inflowing hydraulic oil is open
　, a flow path connecting the steering controller and the tank port, and a flow path through which the hydraulic oil flows,
　are arranged in the middle of the flow path. A traveling vehicle including an oil tank in which the hydraulic oil is stored while the engine of the traveling vehicle is stopped.
[Claim 2]
　The traveling vehicle according to claim 1, wherein in the oil tank, the lower surface of the space in which the hydraulic oil is stored is arranged at a position higher than the inflow port where the hydraulic oil flows from the steering controller to the flow path.
[Claim 3]
　The oil tank has an inlet for the hydraulic oil to flow into the oil tank and an outlet for the hydraulic oil to flow out from the oil tank, and the
　outlet is located higher than the inlet. The traveling vehicle according to claim 1 or 2, which is arranged.
[Claim 4]
　The traveling vehicle according to any one of claims 1 to 3, wherein the oil tank is arranged below the steering handle.