JP3779861B2 - Vehicle constant speed travel canceling device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a constant speed traveling cancel device for a vehicle having a pair of left and right brake pedals such as agricultural tractors.
[0002]
[Prior art]
In agricultural tractors, a continuously variable transmission is adopted as a transmission to facilitate various field operations, and a pair of left and right axle brakes are provided for easy turning, and a pair of left and right brake pedals are used for left and right. A constant-speed traveling device configured to operate the axle brakes independently or simultaneously, and to control the continuously variable transmission to travel the vehicle body at a constant speed in order to facilitate planting work or the like performed at a constant speed. And a constant speed traveling canceling mechanism for canceling the constant speed state of the constant speed traveling device by simultaneous depression of the left and right brake pedals when traveling is stopped.
[0003]
As a prior art of a constant speed travel canceling device for a vehicle, there is one disclosed in Japanese Patent Laid-Open No. 4-306138. This prior art is described as “a continuously variable transmission for traveling urged toward the neutral stop position”. And a lock mechanism that can be held and released at an arbitrary position of the continuously variable transmission, and a pair of side brakes that can independently brake each of the right and left traveling wheels. A brake operation structure for a work vehicle, wherein the pair of brake pedals for side brake operation are arranged close to the left and right, and a pair of swing pedals that are swingable about an axis that is substantially orthogonal to the stepping operation direction of the brake pedal. A link member is attached to each of the brake pedals, the distal ends of the pair of link members are pivotally connected to each other, and the distal ends of the link members when the pair of brake pedals are simultaneously depressed. When an operation member is arranged on an excessive trajectory and the pair of brake pedals are simultaneously depressed, the operation member is pushed by the tip of the link member, and the lock mechanism is operated to the holding release side by the operation member. The operation member and the lock mechanism are linked to each other ”.
[0004]
[Problems to be solved by the invention]
In the prior art, the pair of link members that are swingable around the axis substantially orthogonal to the stepping operation direction of the brake pedal and the operation member on the trajectory of the end of the link member are far away from the pedal shaft of the brake pedal. The pivot axis of the link member is substantially perpendicular to the pedal shaft, requires a large occupied space below the brake pedal, and has a complicated and large mechanism.
An object of the present invention is to provide a constant speed traveling cancel device for a vehicle that can solve such problems of the prior art.
[0005]
According to the present invention, the constant speed travel release mechanism is disposed in the vicinity of the operation axis of the brake pedal, and the operation member is pivotally supported via a horizontal axis that is positioned in parallel near the operation axis of the brake pedal. An object of the present invention is to provide a constant speed traveling cancel device for a vehicle that can be arranged compactly and can simplify the structure by providing response means between the left and right brake pedals.
[0006]
[Means for Solving the Problems]
A first specific means for solving the problems in the present invention is a pair of left and right brakes that operate the left and right axle brakes B alone or simultaneously on a machine body K having a continuously variable transmission 4 and a pair of left and right axle brakes B. The pedals 41L and 41R are pivotally supported via the operation shaft 52, and a constant speed traveling device 8 for controlling the continuously variable transmission 4 to travel the vehicle body K at a constant speed is provided. A constant speed travel release mechanism 9 that releases the constant speed state of the constant speed travel device 8 by depression is provided, and the constant speed travel release mechanism 9 is disposed in the vicinity of the operation shaft 52 of the brake pedals 41L and 41R. It is.
[0007]
Thereby, the constant speed traveling release mechanism 9 is arranged in a compact manner.
The second specific means for solving the problems in the present invention is a pair of left and right brakes that operate the left and right axle brakes B alone or simultaneously on a machine body K having a continuously variable transmission 4 and a pair of left and right axle brakes B. The pedals 41L and 41R are pivotally supported via the operation shaft 52, and a constant speed traveling device 8 for controlling the continuously variable transmission 4 to travel the vehicle body K in a constant speed state is provided, and the left and right brake pedals 41L and 41R are simultaneously provided. A constant speed travel canceling mechanism 9 that cancels the constant speed state of the constant speed traveling device 8 by stepping on is provided, and the constant speed travel canceling mechanism 9 is positioned in parallel near the operation shaft 52 of the brake pedals 41L and 41R. Only when the operation member 46 is pivotally supported via the horizontal axis P4 and the left and right brake pedals 41L and 41R are simultaneously depressed between the operation member 46 and the left and right brake pedals 41L and 41R, 46 the response means 14 for swinging provided is that the operating member 46 and the constant-speed running device 8 so as to deactivation of the constant-speed traveling device 8 in the swinging of the operating member 46 are interlocked.
[0008]
As a result, the response means 14 of the constant speed traveling release mechanism 9 can be arranged in a simple structure and compactly in the vicinity of the operation shaft 52 of the brake pedals 41L and 41R.
In the third specific means for solving the problems in the present invention, in addition to the second specific means, the response means 14 protrudes from the boss portions 41a and 41b of the left and right brake pedals 41L and 41R and is long. Formed on the operating member 46, arms 42L and 42R having different lengths, links 43L and 43R having one end connected to each arm 42L and 42R, a common pin 44 for converging and connecting the other ends of both links 43L and 43R. And a contact surface with which the common pin 44 contacts.
[0009]
This makes it possible to make the response means 14 simple.
According to a fourth specific means for solving the problem in the present invention, in addition to the second specific means, the response means 14 protrudes downward from the boss portions 41a and 41b of the left and right brake pedals 41L and 41R. The arms 42L and 42R having different lengths, the links 43L and 43R having one ends connected to the arms 42L and 42R via pins 43a and 43b, and the other ends of the links 43L and 43R are converged and connected. The pin 44 has an abutment surface 49a formed on the operation member 46 projecting downward from the horizontal axis P4 and against which the common pin 44 abuts. When the brake pedals 41L and 41R are individually operated, the common pin 44 It has the operation groove 49 which has the surface which contact | abuts.
[0010]
As a result, the response means 14 can be made to respond more reliably.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 4, the airframe K supported so as to be able to travel on the front wheels 1 and the rear wheels 2 includes an engine 3, a hydrostatic continuously variable transmission (hereinafter abbreviated as HST) 4, and a gear transmission ( (Not shown) and the like, the transmission case 5 is connected to the front and rear, and thereafter, the driving unit C and the like are provided in the upper part to constitute an agricultural tractor. A body frame 13 is attached to the left and right sides of the body K constituting the tractor body, and is a part of the body K.
[0012]
As shown in FIGS. 7 and 8, a circular anti-vibration weight 10 is attached to the trunnion shaft 4a of the HST 4 via an anti-vibration rubber. The roller 11a of the arm 11 supported so as to be swingable up and down around the horizontal axis P1 of the HST 4 is brought into contact with the guide plate 10a fixed to the weight 10 from below, and the arm 11 is biased upward by the spring 12. Thus, the weight 10 and the trunnion shaft 4a are biased back toward the neutral position.
Reference numerals 6 and 7 denote forward and reverse speed change pedals, which are fixed to the body K (including the body frame 13) and fixed to the support shaft 15 so as to project in the front-rear direction on a loosely-fitted cylindrical member. An operation arm 9 is also fixed to the cylindrical member so as to protrude downward. The operation arm 9 and the operation arm 10 b fixed to the weight 10 are connected by a link 17, whereby the forward shift pedal 6 and the reverse shift pedal 7 are depressed and operated via the weight 10. Thus, the HST 4 can be operated to shift forward and backward.
[0013]
This agricultural tractor includes the constant speed traveling device 8 so that the speed change lever 18 can also perform the speed change operation of the HST 4.
4 to 6, a pair of left and right lift arms 20 are supported in a vertically swingable manner on a cylinder case 19 of a hydraulic device for lifting and lowering a work machine fixed to the upper surface of the rear portion of the transmission case 5, and the lift arms 20 are rocked up and down. A hydraulic cylinder (not shown) that is dynamically driven is housed in the cylinder case 19.
As shown in FIGS. 5, 6, and 9, the support shaft 21 and the cylindrical member 31 are fixed to the lateral side of the cylinder case 19 on the left side of the body K, and the lever arm 22 is rotatably supported by the cylindrical member 31. The shift lever 18 is swingably supported around the axis P2 at the tip of the lever arm 22. An arm 23 having arm portions 23a and 23b is integrally and rotatably supported on the boss portion of the lever arm 22, and one arm 23a is in contact with the lever arm 22 from below, and the other arm 23b. A connecting rod 24 is connected to the.
[0014]
The linking rod 24 is connected to a left arm 25 a fixed to a linking shaft 25 arranged transversely on the mission case 5. The right arm 25b fixed to the linkage shaft 25 is linked to the operation arm 10b of the HST 4 on the right side of the machine body K via the linkage rod 26. A damper 39 is connected to the right arm 25b, and is provided to suppress a sudden operation of the transmission lever 18, the forward and reverse shift pedals 6 and 7.
With the above structure, when the speed change lever 18 is operated along the lever guide 38 from the neutral position N to the forward position F side, the lever arm 22 pushes the arm 23a, and the HST 4 moves from the neutral position to the forward high speed side. Shifting operation is performed.
[0015]
In FIG. 9, a plurality of first friction plates 27 and second friction plates 28 are alternately overlapped and externally fitted to a cylindrical member 31 supported by the support shaft 21, and between the friction plates 27 and 28. A third friction plate 29 is interposed between the third friction plates 29.
A pin 22a fixed to the lever arm 22 is passed through the first friction plate 27 so that both rotate integrally around the support shaft 21, and the second friction plate 28 includes a support plate. A pin 30 a fixed to 30 is penetrated and cannot rotate with respect to the support shaft 21.
[0016]
As shown in FIGS. 6 and 9, a ring-shaped holding member 32 is rotatably fitted on the cylindrical member 31, and a pair of oblique inclined holes 31 a opened in the cylindrical member 31 are provided in the holding member 32. A tension spring 37 provided between the cylinder case 19 and a support bracket 58 is installed on the arm 32 a protruding from the holding member 32 by inserting a bolt (tip pin shape) 33.
The urging force of the tension spring 37 gives a rotational force to the holding member 32, and the holding member 32 is moved to the first, second, and third friction plates 27, 28, and 29 side by the cam action by the cooperation of the inclined hole 31 a and the bolt 33. The pressure is applied to generate frictional resistance between the first, second, and third friction plates 27, 28, and 29 so that the lever arm 22 and the transmission lever 18 can be held at the rotational positions by frictional force.
[0017]
The constant speed traveling device 8 configured as described above moves forward in conjunction with the operation of the shift lever 18 from the neutral position N to the forward position F against the frictional holding force of the holding member 32. The forward and reverse shift pedals 6, 7, HST4, etc. are operated to the high speed side of the forward movement, and when the hand is released from the shift lever 18 at a desired position, the shift lever is caused by the friction holding force by the holding member 32. 18. Forward and reverse shift pedals 6, 7, HST4, etc. are held in their positions, and the tractor body K travels while maintaining a constant speed.
[0018]
If it is desired to temporarily accelerate in this state, the forward shift pedal 6 may be depressed, and this operation can be performed without any trouble since the arm 23a moves away from the lever arm 22.
Then, when the foot is released from the forward shift pedal 6 after temporary acceleration, the HST 4 and the forward shift pedal 6 are returned by the action of the arm 11 in FIG. 8, and the arm 23a in FIG. The HST 4 and the forward shift pedal 6 are stopped at the original position where they hit, and the vehicle returns to the original set speed and continues traveling.
[0019]
In contrast to the above state, when the vehicle body K is to be moved backward, first, the speed change lever 18 at the neutral position N in FIG. 6 is operated to the highest speed on the reverse position R side. In this case, the forward and reverse shift pedals 6, 7, HST4, etc. remain in the neutral position by the action of the arm 11 of FIG. 8, and after that, the reverse shift pedal 7 is depressed to shift the HST4 etc. to the reverse side. Manipulate. During reverse travel, it is not possible to travel at a constant speed by the speed change lever 18 during forward travel. When the foot is released from the reverse shift pedal 7, the reverse shift pedal 7 and the HST 4 are moved to the neutral position by the action of the arm 11. Return.
[0020]
As described above, the constant speed traveling device 8 can travel in a constant speed state with the transmission lever 18 frictionally held, but when the body K is stopped, the friction holding of the transmission lever 18 is automatically performed. Therefore, a constant speed traveling release mechanism 9 that releases constant speed traveling in conjunction with braking is provided.
Next, the configuration of the constant speed traveling release mechanism 9 will be described.
This agricultural tractor is provided with a pair of left and right axle brakes B that can independently brake the left and right rear wheels 2, and these axle brakes B, B can also be operated as parking brakes by simultaneous operation.
[0021]
As shown in FIGS. 6, 7, and 10, a pair of left and right brake pedals 41 </ b> L and 41 </ b> R that are mechanically coupled to the left and right axle brakes B are provided. That is, a foot operation system for operating the axle brakes B, B with the left and right brake pedals 41L, 41R and a parking operation system for operating both the axle brakes B, B simultaneously with one parking brake lever 51 are provided.
The foot operation system is fitted to the single operation shaft 52 so that the left brake pedal 41L is integrally rotated and the right brake pedal 41R is relatively rotatable, and the left and right axle brakes B, One end of bell cranks 53, 53 for operating B and left and right brake pedals 41L, 41R are interlocked and connected by interlocking rods 54, 54, respectively.
[0022]
The parking operation system includes a parking brake lever 51 provided on the right side of the driver's seat 40 and a linkage mechanism A capable of simultaneously operating the left and right axle brakes B, B by operating the parking brake lever 51.
The linkage mechanism A includes an intermediate shaft 55 rotatably supported on the machine body K via a support bracket 58, and an operation rod for interlockingly connecting the intermediate shaft 55 and the other ends of the left and right bell cranks 53, 53. (Corresponding to an interlocking member) 56 and 56, and a connecting rod (corresponding to an interlocking member) 57 that interlocks and connects the parking brake lever 51 and the intermediate shaft 55.
[0023]
1-3, 7 and 10 illustrate the constant speed traveling release mechanism 9 in detail. The left and right brake pedals 41L and 41R are provided with arms 42L and 42R projecting downward from the respective boss portions 41a and 41b. The arms 42L and 42R have different lengths, and links 43L and 43R are connected to the lower ends via connecting pins 43a and 43b. The rear ends of both links 43L and 43R are aggregated, It is connected to one common pin 44.
A bracket 45 is attached to the body frame 13 or HST4, and a horizontal axis P4 is fixed to the bracket 45, and an operation member 46 is rotatably fitted to the horizontal axis P4. The operating member 46 has an arm 47a and an operating portion 48 projecting radially outward from a cylindrical portion 46a fitted to the horizontal axis P4. A wire 47 is connected to the arm 47a, and an operating portion 48 is operated. A groove 49 is formed and the pin 43 is engaged.
[0024]
The wire 47 having one end connected to the arm 47a is connected to the arm 32a of the holding member 32 supported by the support shaft 21 at the other end. The wire 47 is a Bowden wire or the like, and the outer wire is fixed to the body K.
The operation portion 48 uses a substantially rectangular plate material, and an operation groove 49 is formed therein. The operation groove 49 has a generally U shape when viewed from the side, and when only the left brake pedal 41L is depressed, the common pin 44 moves when the link 43L moves relative to the arm 42L by swinging the arm 42L. And a groove that allows the common pin 44 to move when the link 43R moves relative to the arm 42R due to the swinging of the arm 42R when only the right brake pedal 41R is depressed. It is formed in the shape of a crab.
[0025]
The operation member 46 is interlocked and connected to the constant speed traveling device 8 through a wire 47, and the left and right brake pedals 41L and 41R return by their own return springs. The common pin 44 may have a contact surface 49a on which the common pin 44 abuts and a surface on which the common pin 44 abuts when the brake pedals 41L and 41R are independently operated. The return operation of the operation member 46 can be made more reliable.
The links 43L and 43R, the connecting pins 43a and 43b, the common pin 44, the operation groove 49 of the operation unit 48, and the like are located between the operation member 46 and the left and right brake pedals 41L and 41R, and the left and right brake pedals 41L and 41R. The response means 14 is configured to swing the operation member 46 only when the two are simultaneously depressed.
[0026]
The links 43L and 43R have base-side connecting pins 43a and 43b that are separated in the vertical direction and the tips are connected to the common pin 44. Therefore, the links 43L and 43R have a substantially triangular shape when viewed from the side. When only depressing, the common pin 44 moves in the operation groove 49 and does not push the operating portion 48. However, when depressing at the same time, the links 43L and 43R move while maintaining a substantially triangular shape, and are connected via the common pin 44. The operation member 48 is pushed, and the operation member 46 is rotated about the horizontal axis P4 (from the solid line state in FIG. 1 to the two-dot chain line state), thereby pulling the wire 47. Become.
[0027]
When the wire 47 pulls the arm 32 a, the holding member 32 is rotated counterclockwise in FIG. 6 against the tension spring 37, and the holding member 32 is moved first by the action of the inclined hole 31 a of the cylindrical member 31. 2 and 3 so as to move away from the friction plates 27, 28, and 29, reduce the frictional resistance therebetween, and move the shift lever 18 to the neutral position N of the lever guide 38 by the pulling force of the return spring 35. It has become.
That is, as described above, when the vehicle body K is braked by simultaneously depressing the left and right brake pedals 41 while traveling at a constant speed while frictionally holding the speed change lever 18, as shown in FIG. The link 43 and the common pin 44 are moved rearward to rotate the operation member 46 clockwise.
[0028]
As a result, the wire 47 is pulled toward the operation member 46, the holding member 32 is rotated, and the holding member 32 is moved to the first friction plate by the cam action of the inclined hole 31a and the bolt 33 in FIGS. 27, the friction holding force by the holding member 32 disappears, the return spring 35 acts to return the transmission lever 18 from the forward position F side to the neutral position N, and the angle of the neutral position N of the lever guide 38. The forward and reverse shift pedals 6, 7, HST 4, etc. return to the neutral position by the action of the arm 11.
[0029]
As shown in FIGS. 1 and 2, the bracket 45 is provided with a limit switch 61. The limit switch 61 is in contact with the operation piece 62 provided on the arm 47a of the operation member 46, and the left and right brake pedals 41 are simultaneously depressed as described above, and the operation piece 44b of the operation member 46 is moved to the limit switch 61. When moving in a direction away from the vehicle, the brake lamp lights up to notify the cancellation of constant speed travel.
When the operation member 46 is fitted to and supported by the operation shaft 52, the structure is preferably simplified. However, a horizontal axis P4 provided separately from the operation shaft 52 in order to avoid interference with the connecting rod 54 and the like. I support it. The horizontal axis P4 is parallel to the operation shaft 52 and located in the vicinity thereof, and the operation portion 48 of the operation member 46 is also arranged in the vicinity of and substantially parallel to the link 42. The main component is compactly arranged using the space near the operation shaft 52, and is small and simple.
[0030]
In addition, this invention is not limited to the said embodiment, A various deformation | transformation can be carried out. For example, the operation portion 48 may be an engagement portion having only a surface pushed by the common pin 44 instead of the operation groove 49, and the common pin 44 smoothly moves relative to the operation portion 48. This roller may be provided.
Also, in a tractor equipped with a stepped transmission in the transmission case, the engine governor becomes an unauthorized transmission that changes the traveling speed. Since it becomes a constant speed traveling apparatus, it is also possible to apply the constant speed traveling cancellation mechanism 9 of this case as a cancellation | release apparatus with respect to such a constant speed traveling apparatus.
[0031]
FIG. 11 shows a first example of the vibration isolating means. The vibration isolating means 64 is for a rod, and is constructed by fitting and attaching a weight body 67 to a rod 65 via a rubber material 66. The rod 65 is a connecting rod 24, 26, 54, 56, 57 used for the tractor, other rods for clutch operation and steering, and the rubber material 66 and the weight body 67 are divided into two. The rod 65 may be configured to be detachable from the radial direction.
The anti-vibration means 64 is a dynamic bumper, and is attached to a rod where the vibration of the tractor is vibrated and the mass thereof is changed to attenuate the vibration of the rod, thereby vibrating the other portion of the tractor, particularly the cabin. -It is useful for reducing resonance and the like, and can attenuate and reduce the vibration and noise of various parts of the tractor in a fine-tuned manner.
[0032]
FIG. 12 shows a second example of the vibration isolating means. A support base 72 is attached to a support bracket 71 projecting left and right from the tractor body, and a rubber mount 73 is attached to the support base 72. A cabin frame 74 is placed on 73, a bolt 75 is passed through the rubber mount 73 and the cabin frame 74, and a cylindrical weight body 76 is fitted or loosely fitted to the bolt 75 with a gap therebetween. Are fastened with bolts 75 and nuts, and the weight body 76 is the vibration isolating means 70. In the third example of the anti-vibration means shown in FIG. 13, the anti-vibration means 78 has a cylindrical weight body 76 fitted to the bolt 75 as in the second example. Is provided with a rubber cylinder 79 on the inner peripheral side for avoiding metal contact with the bolt 75 and forming a dynamic bumper.
[0033]
In a tractor with a cabin, the vibration in the cabin is greatly affected by the vibration of the tractor body K, and it is difficult to cut all the vibrations of various frequencies with the rubber mount 73 alone. Resonance may appear due to the structure of the machine, the structure of the internal machine, etc., and the noise level may be significantly increased.
The second and third vibration isolating means 70 and 78 are fitted with the weight body 76 to the bolt 75 to increase the rigidity of the bolt 75, the natural frequency is changed, the support bracket 71, the support base 72, etc. Can absorb vibration. In addition, the vibration frequency can be changed to suppress resonance, to suppress the peak of the vibration value at resonance, or to reduce the overall noise level. Furthermore, by attaching the weight body 76 also to the attachment of the rubber mount 73 that supports the cabin, it can be configured easily and inexpensively.
[0034]
In addition, the second and third vibration isolating means 70 and 78 may change the weight body 76 to have a different axial length, change to a different diameter, It can be formed in a shape other than the cylindrical shape, and is preferably longer than the rubber mount 73. The rubber mount 73 and the bolt 75 can be used together, and the space below the rubber mount 73 can be used effectively. Can be arranged.
[0035]
【The invention's effect】
According to the present invention described in detail above, the constant speed traveling release mechanism 9 for canceling the constant speed state of the constant speed traveling device 8 can be compactly arranged near the operation shaft 52, and the response means 14 can be configured easily. The response operation can be ensured.
[Brief description of the drawings]
FIG. 1 is a side view of an essential part showing an embodiment of the present invention.
FIG. 2 is a cross-sectional plan view of the same part.
FIG. 3 is a sectional front view of the same part.
FIG. 4 is an overall side view of an agricultural tractor.
FIG. 5 is a front view of the shift lever, the vicinity of the HST, a constant speed traveling device, and the like.
FIG. 6 is a side view of the vicinity of the base of the speed change lever, a constant speed traveling device, and the like.
FIG. 7 is a side view showing the vicinity of the shift pedal and the brake operation system.
FIG. 8 is a side view of the vicinity of the brake pedal and the HST trunnion shaft.
FIG. 9 is a longitudinal front view of the vicinity of the constant speed traveling device.
FIG. 10 is an exploded perspective view showing a structure of a foot operation system, a constant speed traveling release mechanism, and the like.
FIG. 11 is a cross-sectional view showing a first example of a vibration isolating means.
FIG. 12 is a cross-sectional view showing a second example of the vibration isolating means.
FIG. 13 is a cross-sectional view showing a third example of the vibration isolating means.
[Explanation of symbols]
4 Continuously variable transmission (HST)
5 Transmission case 8 Constant speed traveling device 9 Constant speed traveling release mechanism 14 Response means 18 Shift lever 41 Brake pedal 42 Arm 43 Link 44 Common pin 46 Operation member 47 Wire 48 Operation section 49 Operation groove 49a Contact surface 51 Parking brake lever 52 Operation axis B Axle brake K Airframe P4 Horizontal axis

Claims (2)

A pair of left and right brake pedals for operating the left and right axle brakes individually or simultaneously is pivotally supported on an airframe equipped with a continuously variable transmission and a pair of left and right axle brakes via an operating shaft, and the continuously variable transmission is controlled. A constant speed traveling device that travels the aircraft in a constant speed state is provided, and a constant speed traveling release mechanism that releases the constant speed state of the constant speed traveling device by simultaneous depression of the left and right brake pedals is provided.
The bosses of each brake pedal are pivotally supported on the operation shaft in a state adjacent to each other,
The constant speed travel release mechanism is configured such that a pair of arms projecting from the boss portion of each brake pedal in a direction along the direction in which the brake pedal is depressed, and the arm rotates by depressing the brake pedal from each arm. A pair of links extending to the side to be operated, a horizontal axis provided on the side where the arm rotates relative to the operation shaft and having an axis parallel to the axis of the operation shaft, and rotatable about the horizontal axis And an operation member that is supported and interlocked to the constant speed traveling device,
The pair of arms have different projection lengths, and the pair of links has one end connected to the arm via a connecting pin having an axis parallel to the axis of the operation shaft, and the other end connected to the operation. It is connected to each other through a common pin having an axis parallel to the axis of the shaft, and has a substantially triangular shape.
The operation member guides the movement of the common pin without being pushed by the common pin when the left and right brake pedals are depressed, and the pair of arms rotates when the left and right brake pedals are depressed simultaneously. A constant-speed state of the constant-speed traveling device has a contact surface that is pushed by a common pin that rotates together with the pair of links that rotate while maintaining a substantially triangular shape in the direction. A constant speed traveling canceling device for a vehicle, characterized in that it is supported so as to be pivotable in the direction of canceling. The operation member has an operation portion located on a rotation locus of a common pin that rotates together with the pair of links that rotate while maintaining a substantially triangular shape when the left and right brake pedals are depressed simultaneously, and the contact portion face, a constant for a vehicle according to claim 1, characterized in that provided in the operation groove for guiding the movement of said common pin when alone or simultaneously operating the left and right brake pedal is opened in the operating unit Fast travel release device.

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