JPS6222814B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION This invention enables disconnection and connection of the clutch by electrically supplying hydraulic pressure from a hydraulic system that supplies specific pressure when necessary, instead of using only the conventional foot mechanism. The present invention relates to an improvement in a device for disconnecting and connecting a clutch for driving a motor vehicle by adding the device to the foot mechanism.

When driving a car, the clutch pedal is pressed extremely frequently when stopping, changing speed, etc. As a result, driver fatigue is severe, and the clutch plate wears out quickly if the driver is inexperienced in clutch operation, and starting on a hill requires special skill, or when starting or stopping suddenly. There were problems such as easy engine stoppage accidents.
Therefore, automatic clutches have been provided to solve this problem, but since the clutches are fluid couplings, slippage occurs due to the fluid.
This not only has the disadvantage of increasing fuel consumption, but also has disadvantages such as poor engine braking efficiency, creep phenomenon when the car is stopped, and the inability to push the car to start the engine while rolling the car when the battery is exhausted. It was hot.

In order to improve the shortcomings of conventional clutch operation, this invention provides a shift fork drive push rod for disengaging the clutch using a foot mechanism and hydraulic pressure from a hydraulic system that supplies a specific pressure when necessary. The hydraulic system is configured to be able to be driven, and the hydraulic system is configured to supply the hydraulic pressure when required by opening and closing a switch provided around the driver's seat of the automobile, and a mechanism that cuts off the power to the switch when the foot mechanism is activated. In this way, the clutch can be disconnected and connected not only by foot movements, but also by simply pressing the electric circuit open/close switch installed around the driver's seat using the hydraulic pressure installed in the car body. By supplying the necessary hydraulic pressure from the device when necessary to disconnect and engage the clutch, the number of foot operations can be reduced, which not only helps reduce fatigue.
Since the clutch is mechanically and reliably disconnected and engaged by hydraulic operation in response to an electric signal, the degree of wear on the clutch plate is also reduced, making it possible to create an excellent clutch operating device.

Next, the present invention will be explained in detail with reference to the embodiments shown in the accompanying drawings. Fig. 1 shows a schematic configuration of a device for disconnecting and connecting an automobile clutch according to the present invention by foot motion and hydraulic operation based on an electric signal. This figure shows the clutch disengagement due to foot movement in the figure.
Next, the master cylinder 10 is operated in conjunction with the foot pedal 1, and the hydraulic pressure generated in the cylinder 10 is sent to the slave cylinder 11 through the pipes 2 and 20, and the push rod 12 that drives the shift fork 13 for clutch disengagement is activated. The slave cylinder 1
This is similar to the conventional one that protrudes from 1.

The next hydraulic system is connected to the pipes 2 and 20 in order to cause the clutch to be disengaged and engaged by the foot movement not only by the foot movement, but also by an electric control device that outputs a signal according to the operation of an electric switch or the speed of the vehicle. Incorporated.

A shuttle valve 21 is installed in the pipes 2 and 20, and a pipe 22 is connected to another valve port of the valve 21.
This piping 22 has an oil storage tank 3 and a pump 4 built into the oil supply pipe 30 from the tank 3, so that the discharge pressure of the pump 4 acts on the piping 22 through the oil pressure holding piping 22'. , the hydraulic pressure holding pipe 2
2' has a check valve 23 on the discharge side of the pump 4.
However, a solenoid valve 24 is incorporated in each of the shuttle valve 21 sides, and a piping between the two valves 23 and 24 (this is particularly referred to as a hydraulic pressure piping and is designated by reference numeral 2).
2') incorporates an accumulator 25 and a relief valve 26 so that a specific hydraulic pressure can always be maintained in the pipe 22'.

In addition to the hydraulic system, the piping 22 has a hydraulic return pipe 31 installed between it and the oil storage tank 3, and a solenoid valve 32 is installed in the pipe 31, and a solenoid valve 32 is connected to one of the pipes that branches from the solenoid valve 32 into two. Small flow rate adjustment valve 33 and solenoid valve 34
A large flow rate regulating valve 35 is incorporated.

In order to electrically apply the hydraulic pressure of the hydraulic system to the piping 20 through the shuttle valve 21, an electric circuit shown in FIG. It is provided in the drive section.

In the circuit, when the switch PB ₁ is pressed to close the circuit, the relay RY is energized and the circuit enters the working state. Display it on the pilot lamp PL. The relay RY continues to be energized by a self-holding circuit, but when electrical operation is not required, pressing the normally closed contact PB ₂ built into the self-holding circuit and opening the contact PB ₂ activates the relay RY. is de-energized and the pilot lamp PL disappears.

When the relay RY is in operation, press the foot pedal 1 (see Figure 1) to disconnect the clutch with your foot.
When the pedal is pressed, the switch S associated with the pedal opens, the circuit of the relay RY is cut off, and the electric circuit becomes inoperable. This is also a safety device to prevent excessive pressure from being applied to the sleeve cylinder 11 due to foot operation while the hydraulic system is in operation.

When the electric circuit enters the operating state, the relay contact RY in the electric circuit shown in FIG. 2 is closed by the excitation of the relay RY, the electromagnetic switch MS is activated, the electromagnetic contact MS of the motor 40 circuit is closed, and the motor 40 is driven. The pressure sensitive switch PS of the electromagnetic switch MS circuit is always closed when the pressure in the hydraulic system is low.

The electric motor 40 drives the pump 4 to force-feed the oil in the oil storage tank 3 to the oil pressure holding pipe 22' to generate oil pressure in the pipe 22'.
The pressure is accumulated in The pressure sensitive switch PS installed in the hydraulic pressure holding pipe 22' is turned off when the hydraulic pressure in the pipe 22' reaches the required pressure, and the electromagnetic switch MS is made inoperative, so the electromagnetic contact MS is turned off and the electric motor 40 is turned off. Stop its drive. However, the hydraulic pressure holding pipe 22'
When the internal pressure drops below the required pressure, the pressure sensitive switch
The PS is automatically turned on and the electromagnetic switch MS is operated to drive the electric motor 40 again, so that the required hydraulic pressure is always maintained in the hydraulic pressure holding pipe 22'.

A hydraulic return pipe 3 is branched from the hydraulic pressure holding pipe 22'.
1 (see FIG. 1) is a safety valve that allows the hydraulic pressure to escape to the recirculation pipe 31 when the hydraulic pressure in the hydraulic pressure holding pipe 22' increases abnormally.

It becomes necessary to disengage the clutch and the accelerator pedal 15
When the pedal 15 is released, the switch related to the pedal 15 is
LS ₁ is inserted, followed by switch LS ₂ installed on the steering wheel 16 or foot switch LS _2.
Or, when switch LS 2 is turned on, such as by pressing switch LS ₂ installed near the driver's seat, such as switch LS ₂ installed on the speed conversion lever 5, or by touching it with a fingertip in the case of a touch-type _switch , the solenoid valve of the circuit is turned on. 2
4 and 32 are operated, the solenoid valve 24 opens the flow path, and the solenoid valve 32 closes the flow path. In this way, the hydraulic pressure in the hydraulic pressure holding pipe 22' is transmitted to the pipe 22, the shuttle valve 21,
Acts on the slave sill 11 via the piping 20,
The rod 12 is moved to drive the shift fork 13 and the clutch is disengaged.

If the closed switch LS ₂ is turned off or the accelerator pedal 15 is pressed and the switch LS ₁ is opened, the solenoid valves 24 and 32 will stop operating and return to their original state, so the oil pressure in the piping 22 will flow from the open solenoid valve 32. The oil flows back to the oil storage tank 3 through the small flow regulating valve 33 of the return pipe 31, and the shift fork 13 returns to its original position and the clutch is connected.

FIG. 3 shows a modified embodiment of the hydraulic system. In this embodiment, the accumulator 25 in the previous example is eliminated, and therefore the solenoid valve 24 and the relief valve 26 are also eliminated, and each time hydraulic pressure is required, The electric motor is driven and the hydraulic pressure from the hydraulic pressure generating cylinder is directly supplied to the piping 22. That is,
In this figure, an air bleed valve 37 is provided in the oil supply pipe 30 of the oil storage tank 3, and hydraulic oil is filled into the hydraulic pressure generating cylinder 42 through the valve 37. The hydraulic pressure generating cylinder 42 is connected to a rod 43 provided behind it.
When the cylinder moves forward (moves to the left in FIG. 3), hydraulic pressure is generated in the cylinder 42, and the check valve 2 of the piping 22 connected to the front of the cylinder 42 is activated.
3, and the rod 43 is connected to the electric motor 41 so that the rotation of the electric motor 41 is converted into a linear motion by a linear movement conversion gear 44. An actuating piece 45 is provided protruding from the rod 43,
The actuating piece 45 acts on the front limit switch _LS4 and the rear limit switch _LS5 , respectively, when the rod 43 moves forward and backward.

The electrical circuit of this modified embodiment is as shown in FIG. In the figure, when the switch LS ₂ is turned on to disengage the clutch, the relay RY ₃ is energized and the solenoid valve 32 is also operated to close its flow path. Relay RY ₃
When excited, it closes the relay contact RY ₃ of the forward rotation drive circuit of the motor 41 and operates the electromagnetic switch MS ₁ , which is self-maintained. Electromagnetic switch MS ₁
Since the operation of ₂ closes the electromagnetic contact MS1, the electric motor 41 is driven in the normal rotation. The forward and reverse rotation circuits _of the electric motor 41 incorporate electromagnetic contacts that close normally open contacts MS ₁ and MS ₂ and open normally closed contacts MS ₁ and MS ₂ according to the operation of electromagnetic switches MS 1 and MS ₂ . The forward rotation and reverse rotation of 41 are made to be performed accurately.

Forward rotation of the electric motor 41 is performed by the rod 43 (see Figure 3).
The necessary hydraulic pressure is thus sent to the slave cylinder 11 through the pipe 22, the shuttle valve 21, and the pipe 20, and the clutch is disengaged.

When the necessary hydraulic pressure is sent to the slave cylinder 11 by the advance of the rod 43, the actuating piece 45 of the rod 43 acts on the front limit switch _LS4 , and the switch is activated.
Since LS ₄ is opened, electromagnetic switch MS ₁ stops its operation, and electromagnetic contact MS ₁ of the normal rotation circuit of electric motor 41 is opened. However, _at the same time, the forward limit switch LS ₄ closes the contact LS ₄ of the motor reversing circuit, so that the electromagnetic switch MS ₂ of this circuit is activated;
is closed and self-maintained, and the reversing circuit of the electric motor 41 is closed. That is, the rod 43 moves backward and the hydraulic pressure generating cylinder 42 is filled with the hydraulic oil from the oil storage tank 3.

When the rod 43 moves backward and its operating piece 45 acts on the rear limit switch LS ₅ , the switch LS ₅
opens, the electromagnetic switch MS ₂ of the reversing circuit stops its operation, and the electric motor 41 stops its reversal.

To engage the clutch, open switch LS ₂ or press accelerator pedal 15 to open the switch.
When LS ₁ is opened, the solenoid valve 32 stops its operation and the return path 31 is opened, so that the hydraulic pressure returns to the oil storage tank 3 and the clutch is connected.

By the way, many large vehicles are equipped with an air compressor for brake operation, and it is conceivable to use the compressed air as a driving source in place of the electric motor 41 in the modified embodiment.
Alternatively, a simple hydraulic pressure generation mechanism similar to the foot motion hydraulic pressure generation mechanism described above may be connected to the shuttle valve 21 instead of the piping 22, and a mechanism for converting compressed air pressure into the pressure required to generate hydraulic pressure may be incorporated. Although it is possible, we will omit the details of these methods here.

FIG. 5 shows an example in which the switch LS ₂ is provided on the speed conversion lever 5. Since the lever 5 is operated to disengage or engage the clutch each time the vehicle travel speed is changed, the lever 5 is The aforementioned Switch LS ₂
is provided to send an electric signal to the above-mentioned hydraulic system to the lever 5.
This allows the user to make a call when operating the . In the figure, the inside of a grasping part 50 (hereinafter referred to as a knob) provided at the upper end of the lever 5 is a cavity 51,
The entrance part of the cavity 51 is fitted into the upper end of the lever 5, and the knob 50 is fixed with the stop pin 52 provided at the upper end of the lever 5.
is attached to the upper end of the lever 5, and the knob 50 is made swingable on the lever 5 in the left-right direction in FIG. 5 using a stop pin 52 as a fulcrum. Although the swing angle may be small, the knob 50 is provided at the upper end of the lever 5 so that the lever 5 can always be kept upright in a direction in which its center line coincides with the axis of the lever 5. Leaf springs 54 and 55 incorporated in two parts of the insulator 53 act on the deep inside of the cavity.

The tips of the two leaf springs 54 and 55 are electrical contacts, and both contacts are connected to a switch in the center of the cavity 51 when the knob 50 is in the upright position as described above.
Although it is far from LS ₂ , grip the lever 5 according to the speed display 59 shown on the upper end of the knob 50,
When an attempt is made to fold it in either direction, the knob 50 resists the elasticity of either the leaf spring 54 or 55 and tilts slightly in the direction in which it is to be folded. At this time, the tip of either the leaf spring 54 or 55 contacts the switch LS ₂ according to its tilting direction to close the electric circuit. A cord 58 for connecting the electric circuit to the electric circuit of the aforementioned hydraulic system is pulled out from the lever 5 to a required location.

It goes without saying that if the surface of the knob 50 is provided with a touch-type switch _LS2 , the knob 50 does not require the above-described swinging mechanism.

By the way, in order to connect the disconnected clutch, the hydraulic pressure supplied to the slave cylinder 11 is passed through the return passage 3.
It would be better if the oil was refluxed from 1 to the oil storage tank 3.
When the clutch is engaged, if the push rod 12 protruding from the slave cylinder 11 returns too quickly, the engine may stall or an impulsive torque will be generated in the drive system, which will adversely affect drive system components. On the other hand, if the return speed is too slow, slippage will increase and wear on the clutch plate will increase rapidly. Therefore, it is necessary to appropriately control the return speed of the push rod 12. The large flow rate regulating valve 35 and the small flow rate regulating valve 33 with a normally open electromagnetic valve 34 provided in the hydraulic pressure return path 31 are control valves for adjusting the rate of hydraulic pressure flowing therethrough to make the return speed of the push rod 12 moderate. be.

Furthermore, it is necessary to connect the clutch at a slow speed especially when starting the car. In the case of foot motion, this can be done by driving technique, but in the case of hydraulic operation using electric signals, it is necessary to install this in a hydraulic system. Thus, normally the hydraulic pressure recirculation speed is controlled by the large flow rate adjustment valve 35 with the normally open solenoid valve 34 and the small flow rate adjustment valve 33, but when the speed conversion lever 5 is set to the low speed 1 of the speed display 59 at the time of starting, The low speed switch LS ₃ provided around the lever 5 closes, which operates the electromagnetic switch 34 of the switch LS ₃ circuit, and the electromagnetic switch 3
4 is closed, the flow path to the large flow regulating valve 35 is cut off, and thus the hydraulic pressure returns to the oil storage tank 3 through only the small flow regulating valve 33, so the return speed becomes slow, and the return speed of the push rod 12 is It becomes slow and the clutch is connected smoothly.

However, according to this method, in vehicles with a large stroke of the push rod 12, such as 4-ton vehicles and other large vehicles, it takes a long time for the clutch to be engaged, which may result in poor driving sensation. So to connect this,
The push rod 12 or shift fork 13 is provided with a limit switch _LS3 ' as shown in Fig. 1, and the limit switch _LS3 ' is adjusted so that it is turned on when the clutch starts to engage. The return speed of 12 is fast until the clutch starts to engage, and then the limit switch
When LS ₃ ' is engaged, the solenoid valve 34 closes and the flow path to the large flow regulating valve 35 is cut off, so the push rod 12 is operated at a slow speed until the clutch connection is completed.
so that it returns. In this way, even if the stroke of the push rod 12 is long, the clutch can be connected smoothly in a short period of time. Note that in this case, the low speed switch LS ₃ of the speed conversion lever 5 is unnecessary.

The limit switch LS ₃ ' may be used as a time switch, and if it is used as a time switch, the shift fork 13 and the push rod 1
The solenoid valve 34 has the feature that the solenoid valve 34 can be operated by adjusting the time at which the switch is turned on after it is operated, regardless of the second or other form.

As described above, the combined foot and hydraulic actuation device of the present invention replaces the conventional clutch disconnection and connection by simply stepping on a foot pedal with a simple hydraulic system equipped with a solenoid valve. A device was installed to enable the clutch to be disconnected and connected by giving an electric signal to the hydraulic device by operating a switch installed around the driver's seat, thereby reducing the number of foot pedal movements and reducing driver fatigue. Not only was this possible, but the device was also useful in preventing wear on the clutch plate.

The engine speed is 5 km/h when the speed conversion lever 5 is switched to the low speed (1) on the speed display 59.
If the speed drops below 15 km/h or in the high-speed switching state from the second stage (2) to the fourth stage (4), knocking may occur. This may cause the engine to stop unexpectedly and cause a serious accident. In order to prevent this, a mechanism is incorporated into the hydraulic system to detect the vehicle speed and automatically disconnect the clutch in response to a decrease in vehicle speed.

As seen in Figures 1 and 6, the automobile speed measuring cable 6 taken out from the transmission T
A gear box 6 is provided at the outlet of the speed measurement cable 60, and another cable 61 that rotates at the same time as the speed measuring cable 60 is taken out from the gear box 6. A rotary encoder (rotary pulse generator) is connected to the cable 61.
Connect 62. Of course, the connection of the rotary encoder 62 to the cable 61 is similar to the conventional method of disengaging the clutch by just foot movement as described above, but this is an example in which the above-mentioned hydraulic system is added to the automobile and used in combination. Instead of doing this, the rotary encoder 62 is directly connected to the speed measurement cable 60, and the speed measurement signal generated by the rotary encoder 62 is separately taken out from an electric controller 63, which will be described later, and is displayed on the speed display. Needless to say, it's a good thing.

An electric controller 63 is connected to the rotary encoder 62, and the controller 63 is connected to the rotary encoder 62.
This is to read the number of rotational pulses of the cable 61 emitted by the cable 61 and convert it into an electrical signal to give the necessary operation to the electrical equipment of the hydraulic system, which is represented by output relay contacts RY ₁ and RY ₂ , the second
As shown in the figure, it is connected to the solenoid valves 24 and 32 circuits by a switch LS ₂ installed around the driver's seat and a parallel circuit.

Minimum allowable vehicle speed at low speeds (1) and at high speeds (2)
The minimum allowable speed in (4) varies depending on the vehicle type. Therefore, in order to be able to send an appropriate signal according to the difference, the electric controller 63 is equipped with a minimum speed adjustment counter 64 for low speed (1) and a minimum speed adjustment counter 64 for high speed (1).
Minimum speed adjustment counters 65 (2) to (4) are provided so that an optimum signal can be obtained by adjusting both counters 64 and 65.

In the above configuration, for example, the speed conversion lever 5
When the lever 5 is set to the low speed (1), the selection switch SS ₁ associated with the lever 5 is set to the contact (1) side. In this state, if you want to stop the car while driving at a certain speed, stop pressing down on the accelerator pedal 15 and apply engine braking, the speed of the car will gradually decrease and the speed is 5
Km/h or less. However, if the accelerator pedal 15 is not depressed, the engine will knock and stop. To prevent this, the controller 63 reads the decrease in the number of rotational pulses generated by the rotary encoder 62, and
It closes the output relay contact RY ₁ , thus closing the circuit of the solenoid valves 24 and 32 in the hydraulic system, resulting in hydraulic operation as described above, disengaging the clutch, avoiding an unexpected stop of the engine, and stopping the car. .

Next, press the accelerator pedal 15 to move the car forward.
When is depressed, the accelerator switch LS ₁ is turned off as described above, so the operation of the electromagnetic valves 24 and 32 is stopped, the hydraulic pressure is returned to the oil storage tank from the return path 31, the clutch is connected, and the vehicle moves forward. .

When the speed conversion lever 5 is set to high speed (2) to (4), the selection switch SS ₁ has contact (2),
Therefore, if the accelerator pedal 15 is not depressed even though the speed has decreased to 15 km/h or less at high speed, the controller 63 will read the decrease in the number of rotational pulses of the rotary encoder 62 at high speed. Since the output relay contact RY ₂ is closed, the solenoid valves 24 and 32 are activated, and the clutch is automatically disconnected in the same manner as described above, thereby preventing an unexpected stop of the engine at high speed. When the speed conversion lever 5 is set to low speed (1) to start the car, the selection switch SS ₁ enters the contact point (1), and the contact point RY ₁ of the controller 63
is closed, so even if contact LS ₂ of knob 50 is opened, the clutch will not be connected. accelerator pedal 15
The clutch is only engaged by opening the accelerator switch LS ₁ . The car starts and the speed is 5
When the speed is less than Km/h, the contact RY ₁ of the controller 63 is closed, so when the accelerator switch LS ₁ is closed, the clutch is disconnected again. Increased speed to 5km/h
If this is the case, contact RY ₁ is open, so knob 5
0 contact LS ₂ or open the accelerator switch
The clutch is engaged by opening LS ₁ . When the speed increases further and the speed conversion lever 5 is set to high speed (2) to (4), the selection switch SS ₁ switches to contact (2).
Since contact RY ₂ is closed when the speed is below 15 km/h, the clutch can be disconnected and connected only by opening and closing accelerator switch LS ₁ . However, when the speed exceeds 15 km/h, contact RY ₂ is open, so the contact between accelerator switch LS ₁ and knob 50
Closing both contacts of LS ₂ will disconnect the clutch, and opening either will connect the clutch.

The above-described automatic disconnection and connection mechanism corresponding to the vehicle speed of an automobile clutch has been shown as an example in which the rotary encoder 62 is taken out from the rotating part of the transmission T. Needless to say, you can also connect to

In addition, the shuttle valve 21 has the seventh and eighth valves.
As shown in the figure, it may be configured as a 3-port solenoid valve 21'.
The electric circuit in that case is as shown by the dotted line diagram in FIG. This 3-port solenoid valve 21' is operated by the 7th port when the clutch is disconnected or connected by foot movement.
As shown in the figure, the flow path is connected to send the hydraulic pressure of the master cylinder 10 to the piping 20 of the slave cylinder 11, but in order to disconnect and connect the clutch by hydraulic operation based on an electric signal, switch PB ₁ is pressed. When the circuit is closed, the relay RY is energized, which closes the relay contact RY of the 3-port solenoid valve 21', so the 3-port solenoid valve 21' operates, and the piping 22 is connected to the piping 20 of the slave cylinder 11 as shown in FIG. It will switch to connect with.

As mentioned above, the device of the present invention can be easily added and expanded not only to the conventional foot-operated hydraulic clutch operating mechanism, but also to a mechanical clutch operating mechanism and a booster type hydraulic clutch operating mechanism. You can understand that it is a thing without explaining it in detail.

[Brief explanation of the drawing]

The attached drawings show an embodiment of the device of the present invention, FIG. 1 is a system diagram showing the general configuration of the first embodiment, FIG. 2 is an electric circuit diagram thereof, and FIG. 3 is an outline of a modified embodiment of the hydraulic system part. A system diagram showing the configuration, FIG. 4 is an electric circuit diagram, FIG. 5 is a partially cutaway side view of the main part of the speed conversion lever, and FIG. 6 is a schematic configuration diagram of the vehicle speed detection mechanism.
FIGS. 7 and 8 are schematic configuration diagrams of the 3-port solenoid valve when it is not in operation and when it is in operation. 1 is a clutch disconnection/connection pedal, 11 is a slave cylinder, 12 is a push rod, 13 is a shift fork, 15 is an accelerator pedal, 2,2
0 and 22 are piping, 21 is a shuttle valve, 22' is a hydraulic pressure piping, 23 is a check valve, 24 is a normally closed solenoid valve, 25 is an accumulator, 3 is an oil storage tank,
30 is an oil supply pipe, 32 is a normally open solenoid valve, 34 is a normally open solenoid valve, 33 is a small flow rate regulating valve, 35 is a large flow rate regulating valve, 4 is a pump, 42 is a hydraulic pressure generating cylinder, 43
is a rod, 44 is a rotary linear conversion gear, 5 is a speed conversion lever, 50 is a knob, 61 is a vehicle speed take-out cable, 62 is a rotary encoder, 63 is an electric controller, S is a foot clutch pedal switch, LS ₁ is an accelerator switch , LS ₂ has a switch around the driver's seat,
LS ₃ is a switch for the normally open solenoid valve 34, RY system is a relay and contact, MS system is a solenoid switch and contact, SS ₁ is a selection switch for changing speed conversion lever 5 between low and high speed.

Claims (1)

[Claims] 1. A push rod for driving a shift fork that disengages a clutch is configured to be driven by a foot mechanism and hydraulic pressure from a hydraulic system that supplies a specific pressure when necessary, and the hydraulic system is installed around the driver's seat of an automobile. The hydraulic pressure can be supplied when required by opening and closing a switch provided, and the foot movement of an automobile clutch is equipped with a mechanism to cut off the power source of the switch when the foot mechanism is activated. Device.