JPS5925691B2 - Clutch brake operation mechanism for mobile vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is configured such that power is transmitted from a driving part to a traveling part that can be braked by a friction brake via a friction transmission clutch, and the brake is connected to the driving part via a first connecting member. Further, the clutch is connected to one operating lever via a second connecting member, and by reciprocating the lever, the important functions of the brake and the clutch can be reversed and operated. The present invention relates to a clutch brake operating mechanism for a moving vehicle.

The clutch brake operating mechanism of the above-mentioned moving vehicle generally includes:
The timing of the start of operation using the single operating lever for the clutch and brake is set to a constant state with a gap between both starts, so when driving on a slope, there is a no-control state in which neither braking force nor driving force is activated. There was a risk of slipping down the slope.

Also, in operations where stopping and driving are repeated many times in half a period, such as when storing a boat in a barn or steering in a narrow place in a field, the control lever must be operated quickly. Naturally, when the above-mentioned no-control condition exists, the speed of operation is hindered, and there is a problem that it is difficult to control the vehicle.

However, if such a no-control condition does not exist, there is a problem in that excessive friction is generated in the brakes during braking during high-speed driving, which accelerates their wear and tear.

SUMMARY OF THE INVENTION In view of these circumstances, it is an object of the present invention to provide a clutch/brake operating mechanism for a moving vehicle that allows easy operation to set a favorable operating timing that matches the driving conditions.

In the clutch brake operation mechanism described at the beginning of the detailed description, each of the first connecting fitting and the second connecting fitting is
It consists of a release wire consisting of an outer wire and an inner wire, one end of which is connected to the operating lever, the other end of which is connected to the clutch and brake, and one end of both outer wires is connected to the control lever and the other end is connected to the clutch and brake. is fixed to the fuselage side, the other ends of both outer wires are fixed to one holding plate, and an operating tool is provided for moving and fixing this holding plate in the length direction of the wire, A structural feature is that the other end sides of both the outer wires are configured to be movable relative to the inner wire, and the following effects can be obtained.

That is, when the one operating tool is operated, the inner wire is tensed or relaxed, and the timing of activation of the clutch and brake when the one operating lever is operated can be freely selected.

Therefore, for example, during normal driving or high-speed driving, by loosening the inner wire, it is possible to create a no-operation state (brake is not activated when the clutch is disengaged) between the start of operation of the clutch and brake. Stopping and driving can be performed for a single time (in operations that are to be performed many times), the inner wire is tensed, and the clutch and brake start points are the same or very close to each other, and the driving is performed by a small movement of one operating lever. and braking.

For example, by further tensioning the inner wire, it is possible to start the clutch and brake when the other side is in the engaged state, and to ensure that the half-latch and half-brake state prevents accidental slipping down the slope. It was also possible to operate the vehicle using a single operating lever, greatly improving the functionality of the clutch and brake operated by a single operating lever.

In addition to these advantages, according to the present invention, each of the inner wires for operating the clutch and the brake is simultaneously operated by the same amount by operating a single operating tool, so that the linked tanning shown in FIG. 4 can be avoided. As is clear from the diagram shown, the intermediate position of the clutch and brake operation does not change, and the operator can reliably know the position of the non-operated state and the position of the half-latch and half-brake. It is possible to obtain a feeling of operation that is not affected by timing adjustment.

Next, embodiments of the present invention will be described based on the drawings.

FIG. 1 shows a harvester which is an example of a traveling vehicle.

A threshing device 3 is mounted on a traveling vehicle body 2 provided with running rollers 1, 1.
It is equipped with a bag filling device 4, etc., and a rear engine 5,
By installing the driving mission case 6 etc., it can be used on the road and
It is configured to travel through the field, stop at an appropriate location, and thresh and bag the harvested husks.

As shown in FIG. 2, in order to transmit power from the engine 5 to the traveling transmission case 6 via the belt transmission device 1, a tension clutch 8 as a friction transmission clutch is attached to the transmission device T. It is structured so that it is attached and controls the importance of power.

The traveling transmission case 6 is provided with a friction brake 10 for braking the axle 9.

The control bundle 11 is provided with a single control lever 12 that swings in the front-rear direction, and the brake 10 and the control lever 12 are connected to a first release wire 1 which is a first connecting device.
3, and by swinging and displacing the operating lever 12 rearward, the second release wire 13
Q is configured to reversibly put the brake 10 into a braking state (on state) by pulling the brake.

Further, the clutch 8 and the operating lever 12 are linked by a second release wire 14 which is a second linking device, and the second release wire 14 is pulled and operated by forward rocking displacement of the operating lever 12. The clutch 8 is configured to be reversibly engaged.

With this configuration, by swinging and displacing one operating lever 12 forward, the clutch 8 is engaged, the brake 10 is released (disengaged 9, the driving state is set, and the operating lever 12 is moved backward). The clutch/brake operation structure is configured so that the clutch 8 is disengaged, the brake 10 is put into a braking state (on), and a forced stop state is brought about.

As shown in FIG. 3, the lever side fixing portion 1 of the row side wire of the first and third release wires 13 and
3a and 14a are integrally fixed to a retaining plate 15 in a linked manner.

Then, the holding plate 15 is slidably connected to the machine frame 16 so that it can be moved toward and away from the holding plate 12 along the direction in which the wire is drawn, and this sliding movement is controlled by the operating rod [operating tool] 17.
It is structured so that it is controlled by

With this structure, the inner wires 13b and 14b of both release wires 13 and 14 are adjusted to a fixed rocking position of the operating lever 12. The control lever 1 is equipped with a timing adjustment mechanism 1 that can simultaneously adjust the important switching positions (coupling timings) of the
The second operating state can be switched to the following first, second, and third states.

In the first state, the holding plate 15 is brought closest to the operation lever 12, and the lever 12 is moved considerably from the swing center to the respective entry operation side, and the 1.12 release wire 13.14 is Clutch 8 and brake 1
The configuration is such that there is an important switching position of 0, and as shown in FIG. It is structured so that it appears between.

In the second state, the holding plate 15 is moved away from the operating lever 12 by a certain length than in the first state, and the clutch 8 and brake 1 are moved at the center of the swing of the operating lever 12, as shown in FIG.
The structure is such that the important points of 0 are located at the same location on the boat, so that the operating state can be switched between a drive traveling state and a forced stop state by a slight rocking of the operating lever 12.

In the third state, the holding plate 15 is moved to the operating lever 1 from the second state.
2, and the clutch 8 and brake 10 are configured to have important positions when the other is in the engaged state, so that when switching between the driving running state and the forced stop state, the clutch 8 and the brake 10 can be set at a half-clutch or half-clutch position. It is configured to be in a braking state.

With this structure, the first state is set under normal driving conditions by operating the operating lever 1γ, which reduces wear and tear on the brake 10 and clutch 8, and allows quick switching for delicate operations. It is configured to be used as a second state, and as a third state, in which there is no unexpected slipping and descending when traveling on a slope.

Incidentally, it is also a good idea to apply such a structure to a steering clutch/brake mechanism that separately controls the left and right running rollers.

Moreover, as the friction transmission clutch 8, it is also possible to use a multi-plate clutch in addition to a tension clutch.

Note that FIG. 4 shows the magnitude of braking force and transmission efficiency in the Y-axis direction, and shows the amount of swing of the operating lever 12 from the center in the X-axis direction.

As shown in FIG. 5, a spring 19 is provided at the connecting portion of the first wire 13 of the brake 10 to always bias the brake 10 in the direction of braking, and when the operating lever 12 is allowed to swing freely, this spring If the vehicle is automatically brought into a forced stop state by 19, it will be safe to prevent the vehicle from slipping unexpectedly when the vehicle is parked.

It goes without saying that the present invention can also be applied to mobile agricultural machines such as combines and tillers, backhoes, and mobile earth construction machines such as crane trucks.

[Brief explanation of the drawing]

The drawings show an embodiment of the clutch/brake operating mechanism for a mobile vehicle according to the present invention, in which Fig. 1 is a side view showing the entire harvester, Fig. 2 is a side view showing the entire main part, and Fig. 3 is a timing adjustment mechanism. FIG. 4 is a diagram showing the linkage timing, and FIG. 5 is a side view showing a part of another embodiment. 6...Traveling section, 8...Friction transmission clutch, 12...Operation lever, 14...Second linkage, 5... Driving unit, 10...Friction brake, 13...First connecting fitting, 11...
...Operation tool, 1" ...timing adjustment mechanism.

Claims (1)

[Scope of Claims] 1. The driving unit 5 is configured to transmit power from the driving unit 5 via a friction transmission clutch 8 to the running unit 6 which can be braked by a friction brake 10, and the brake 10 is connected via a first linking member 13. In addition, the clutch 8 is connected to a single operating lever 12 via a second connecting device 14, and by reciprocating the lever 12, the brake 10 and the clutch 8 are turned on and off in opposite directions. In a clutch brake operating mechanism for a mobile vehicle that is configured to be able to be repeatedly turned on and off, each of the first connecting fitting 13 and the second connecting fitting 14 is connected to the outer wires 13a, 14a, the inner wires 13a, 14a, and the inner wire. Consisting of a release wire consisting of wires 13b and 14b, both inner wires 13b and 14
When one end of b is connected to the operating lever 12 and the other end is connected to the clutch 8 and brake 10, one end of both outer wires 13a and 14a is fixed to the body side, and both Outer wire 13a. The other end of 14a is fixed to one holding plate 15, and further,
An operating tool 1γ for moving and fixing the holding plate 15 in the length direction of the wire is provided, and the other end side of both the outer wires 13a and 14a is connected to the inner wire 13.
A clutch/brake operating mechanism for a moving vehicle, which is configured to be movable relative to b and 14b.