JPS6241855Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a clutch pedal device for a working vehicle such as an agricultural tractor.

Generally, in this type of work traveling machine, a traveling clutch is provided in the traveling system separately from the main clutch.
Some vehicles are designed to allow power to be extracted from the power take-off shaft (PTO shaft) even when the vehicle is stopped. However, if the switching operation of both clutches is performed separately using a dedicated clutch pedal or the like, the operation becomes cumbersome and complicated, which is not only dangerous and prone to erroneous operation, but also causes both clutches to come into contact. It was difficult to adjust the timing for this, and as a result, there were drawbacks such as a large shock occurring when the aircraft took off, which was undesirable. Therefore, from the viewpoint of simplifying operation and preventing accidents due to incorrect operation,
Both clutches are connected to a single clutch pedal, and the clutch pedal is depressed in a series such that a shallow primary depression disengages the traveling clutch, and a deeper secondary depression disengages the main clutch. It is known that each clutch is configured to operate intermittently in stages during operation. However, conventionally, in order to perform the stepwise operation described above by depressing the clutch pedal, the traveling clutch is already in a disengaged state when the clutch pedal is depressed from the primary depressing position to the secondary depressing position. Therefore, in order to prevent the action system from the clutch pedal to the travel clutch from operating even if the clutch pedal is depressed any further, a relief mechanism must be provided by drilling a long hole in the link or installing a cam. However, in both cases, not only is the structure complicated, but the primary depression end position is unclear, and the clutch pedal is held at the primary depression end position to drive the power take-off shaft when the aircraft is stopped. However, it was still difficult to operate, and it still had disadvantages such as poor operability and the need for highly skilled techniques.

The present invention was devised in order to eliminate these drawbacks in view of the above-mentioned actual situation, and is designed to enable the traveling clutch and the main clutch to be engaged and engaged by stepwise depression of a single clutch pedal. However, the step-by-step depression of the clutch pedal is configured to work separately using two types of elastic bodies, with the primary depression causing the travel clutch to disengage and the secondary depression to disengage the main clutch. It is possible to clearly distinguish between the depressing operation and the erroneous operation, and in addition, during the secondary depressing operation, the two types of elastic bodies are prevented from expanding at the same time, so that even in the secondary depressing operation, The object of the present invention is to provide a clutch pedal device for a working traveling aircraft that is light and has excellent operability, and particularly includes a primary link that disengages the traveling clutch at the primary depression position of the clutch pedal; The secondary link disengages the main clutch at the secondary depression position when the clutch pedal is further depressed. The elastic body for the primary link is interlocked and connected so as to operate integrally with the elastic body for the primary link, and is set to have a weaker biasing force than the secondary elastic body for the secondary link. It is characterized by being suspended between it and the link.

Next, the present invention will be explained in more detail based on an embodiment shown in the drawings. In the drawings, reference numeral 1 denotes the body of an agricultural tractor, and the body 1 includes a main clutch 2 that connects and disconnects power from an engine (not shown), and a hydraulic clutch that connects and disconnects power to drive wheels 3. The vehicle is equipped with a traveling clutch 4. 5 is a clutch pedal provided in a position that can be depressed from the driver's seat 6, and a boss portion 5a on the base end side of the clutch pedal 5 is connected to the fuselage main body 1.
It is rotatably supported on a side support shaft 1a. Operating arms 7 and 8 are integrally protruded from the boss portion 5a, and a rod 9 is connected between one of the operating arms 7 and the switching lever 2a of the main clutch 2, which will be described later. The main clutch 2 remains engaged when the clutch pedal 5 is depressed to the primary depression position (the position indicated by the one-dot broken line in Figure 2), but when it is further depressed to the secondary depression position (the position indicated by the two-dot broken line in Figure 2), the main clutch 2 remains engaged. ), the main clutch 2 and the clutch pedal 5 have a play that causes the main clutch 2 to be in the disengaged state.
are linked together.

On the other hand, 10 is a bracket fixed to the step 11 via a fastener 10a, and the pivot 12 provided on the bracket 10 has boss portions 13a and 14a of the primary and secondary links 13 and 14, respectively. It is rotatably supported. Primary link 13
One arm 13b is operatively connected to the actuating arm 8 via a rod 15, and rotates in conjunction with depression of the clutch pedal 5.
Further, one end portion of the inner wire 16 is fixed to the other arm 13c. The other end of the inner wire 16 is connected to a lever 17 and a clutch pedal 5.
In conjunction with the depressing operation to the primary depressing position before the main clutch 2 is intermittently activated, the lever 1
7 rotates, and the push arm 17a that rotates together with the lever 17 is connected to the switching valve 18 for the traveling clutch 4.
By pushing in the spool 18a, the traveling clutch 4 is switched to the disengaged state.

Reference numeral 19 designates an outer wire for the inner wire 16. One end of the outer wire 19 is fixed to an outer receiver 14c projecting from the arm 14b of the other secondary link 14, and the other end is fixed to the lever 17.
It is fixed to the fuselage side via a fixed outer receiver 20 nearby. 21 and 22 are coil-shaped elastic bodies, and one elastic body 21 is connected to the bracket 11a provided on the step 11 and the arm 1 of the secondary link 14.
4b constitutes a secondary side elastic body suspended between
The other elastic body 22 constitutes a primary elastic body suspended between the outer receiver 14c of the secondary link 14 and the arm 13c of the primary link 13.
The biasing force of both elastic bodies 21 and 22 is set to be stronger for the secondary elastic body 21, and when the clutch pedal 5 is depressed, the biasing force of the secondary elastic body 21 is set to be stronger.
first expands, the primary link 13 operates, and when the clutch pedal 5 is depressed to the primary depression end position, the biasing force of the primary elastic body 22 is applied to the secondary elastic body 2.
1, and if the clutch pedal 5 is further depressed, the secondary elastic body 21 will expand and the links 13 and 14 will rotate together. In addition, 23 is a power take-off shaft.

In the embodiment of the present invention configured as described above, when the traveling clutch 4 is operated intermittently to stop the aircraft 1 while the power take-off shaft 23 is still being driven, the clutch pedal 5 is depressed to the primary depression position. Then, the secondary link 14 biased by the secondary elastic body 21 with a strong biasing force remains as it is, and only the primary link 13 operates against the primary elastic body 22 with a weak biasing force, and the inner wire 16 is pulled against the outer wire 19 in the direction of arrow A to push in the spool of the switching valve 18, thereby disengaging the running clutch 4 and stopping the aircraft while maintaining the power take-off shaft 23 in the driven state. and,
When the clutch pedal 5 is further depressed from the primary depression position to the secondary depression position, the secondary link 14 resists the biasing force of the secondary elastic body 21 and moves to the primary link 13 as will be described later. The main clutch 2 rotates integrally with the main clutch 2, and the power take-off shaft 2
3 stops.

As described above, in the present invention, by the two-step depression operation of the first depression and the second depression of the clutch pedal 5, only the travel clutch 4 is in the disengaged state and the main clutch 2 is in the disengaged state. However, during the primary depression operation, the primary link 13 directly connected to the clutch pedal 5 is connected to the primary elastic body 22. Since the secondary elastic body 21, which has a strong biasing force, does not extend at all even if it rotates against the clutch pedal, the depression load of the clutch pedal 5 is controlled by the biasing force of the primary elastic body 22 only. It turns out. When the clutch pedal 5 is further depressed from this primary depression end position, the secondary link 14, which has not operated until now, rotates against the secondary elastic body 21, as described above. At this point, the pressing load of the clutch pedal 5 is applied to the secondary elastic body 21.
It increases rapidly due to the biasing force accompanying the elongation (position B in Fig. 4). Therefore, the driver can clearly sense the change in the depression load of the clutch pedal 5 at the primary depression end position where the travel clutch 4 is disengaged, and the primary depression end position becomes faster. The clutch pedal 5 can be held in the last position with a light depression force, that is, the aircraft 1 can be stopped and the power take-off shaft 23 can be held in a driving state without any hesitation. simply two types of elastic bodies 21, 2 that act separately.
Even with a simple configuration using only 2, it is possible to perform a two-step depression operation without any erroneous operation.

Moreover, when the clutch pedal 5 is depressed from the primary depression position to the secondary depression position, the outer receiver at one end of the outer wire 19
Since the clutch pedal 5 is provided between the clutch pedal 5 and the secondary link 14 which rotates integrally with the clutch pedal 5, the inner wire 16 and the outer wire 19 are
At the same time, it is pulled in the direction of arrow A, and both links 13 and 14 also rotate integrally. Therefore, the relative positional relationship between the inner wire 16 and the outer wire 19 does not change at all, and therefore the inner wire 16
Even though the clutch pedal 5 is depressed from the primary depressed position to the secondary depressed position, the spool 18a remains depressed and does not change from the primary depressed position to the secondary depressed position. There is no need to provide a separate relief mechanism on the traveling clutch 4 side, which needs to be considered when operating to the next depressed position, and the structure is simple, yet the two-step depression operation can be performed accurately. . Moreover, the primary elastic body 22 that acts upon the primary depression operation is the arm 1 of the primary link 13 that rotates integrally with the secondary depression operation.
3c and the outer receiver 14c of the secondary link 14, the primary elastic body 22
As in the case where the is attached to the fuselage side instead of the secondary side link 14, the primary side elastic body 22 is further moved by the secondary depression operation.
The primary elastic body 22
is maintained in an extended state during the primary depression operation, and therefore, in the secondary depression operation, only the biasing force accompanying the extension of the secondary elastic body 21 is applied with the added depression force to depress the clutch pedal. 5 (as shown by the solid line in Figure 4), the pressing force does not become excessively heavy, unlike when the primary elastic body 22 is attached to a different side of the aircraft (as shown in the imaginary line in Figure 4). As a result, even secondary depression operations can be performed easily.

In summary, the present invention has a primary link that disengages the travel clutch at the primary depression position of the clutch pedal, and a secondary link that disengages the main clutch at the secondary depression position of the clutch pedal. , the secondary link is interlocked and connected so that it does not operate during the primary depression process of the clutch pedal, but operates integrally with the primary link during the secondary depression process;
Since the elastic body for the primary link, which is set to have a weaker biasing force than the elastic body for the secondary link, is suspended between the primary link and the secondary link,
The pressing force of the clutch pedal has been unclear in the past because the urging force of the primary elastic body acts on the primary pressing operation, and the urging force of the secondary elastic body is newly applied during the secondary pressing operation. Although it is possible to accurately recognize the final position of the primary depression as the final position of a small depression force corresponding only to the biasing force of the primary elastic body, in the present invention, the primary As a result of the other end of the elastic body being attached to the secondary link whose relative relationship with the primary link does not change when performing the secondary depression operation, the primary elastic body is able to perform the secondary depression operation. At times, the primary depression state is maintained and no further extension occurs. Therefore, when the other end of the primary elastic body is attached to the fuselage side, during a secondary depression operation, the primary elastic body does not expand further and is not added as a depression load to the clutch pedal. The depressing force of the depressing operation on the secondary side can be reduced, resulting in excellent workability.

[Brief explanation of the drawing]

The drawings show an embodiment of the clutch pedal device for a work traveling machine according to the present invention, in which Fig. 1 is a side view of an agricultural tractor, Fig. 2 is an enlarged side view of the main parts, and Fig. 3 is an enlarged side view of the main parts. The X-arrow view in FIG. 2 and FIG. 4 are explanatory diagrams showing changes in the depression load of the clutch pedal. In the diagram, 1 is the main body of the aircraft, 2 is the main clutch, and 4
1 is a traveling clutch, 5 is a clutch pedal, 13 is a primary link, 14 is a secondary link, 16 is an inner wire, 21 is a secondary elastic body, and 22 is a primary elastic body.

Claims (1)

[Scope of utility model registration request] The primary link disengages the traveling clutch at the first depressed position of the clutch pedal, and the secondary link disengages the main clutch at the second depressed position of the clutch pedal. It is interlocked and connected so that it does not operate during the primary depression process of the pedal, but operates integrally with the primary link during the secondary depression process, and is set to have a weaker biasing force than the elastic body for the secondary link. A clutch pedal device for a work traveling machine, characterized in that an elastic body for a primary link is suspended between a primary link and a secondary link.