Clutch brake linkage structure and riding type mini-tiller

Abstract

The invention discloses a clutch brake linkage structure and a riding type mini-tiller adopting the clutch brake linkage structure. The clutch brake linkage structure comprises a first driving assembly used for controlling braking, a second driving assembly used for controlling clutch and a linkage control assembly used for controlling the first driving assembly and the second driving assembly in a linkage mode, and the linkage control assembly can control the second driving assembly to disconnect the clutch when the first driving assembly controls braking. The linkage control assembly can control the first driving assembly to release braking when the second driving assembly is connected with the clutch. By arranging the linkage control assembly, linkage control over brake and clutch can be achieved, it is guaranteed that when brake is controlled, the clutch is automatically disconnected, and when the clutch is connected, brake is automatically released, in this way, simultaneous use of brake and clutch can be effectively avoided, abrasion to related parts is prevented, and the service life of the related parts is prolonged.

Description

Technical Field

[0001] The invention relates to the technical field of micro-tillage machines, and in particular to a clutch-brake linkage structure and a riding micro-tillage machine. Background Art

[0002] The riding micro-tillage machine allows the operator to ride on the micro-tillage machine to work, which can improve the operator's comfort and convenience in operation. In the process of driving the micro-tillage machine, the micro-tillage machine can move forward smoothly by simply stepping on the clutch pedal, which is easy to operate. Although the driving operation is simple, in actual driving, there are still situations where the operator will unconsciously step on the clutch and brake at the same time due to insufficient driving experience or nervousness in an emergency, resulting in damage to the brake system or transmission system. Therefore, in order to solve this problem, the present invention proposes a clutch-brake linkage structure. Summary of the invention

[0003] In order to overcome the shortcomings of the prior art, one of the purposes of the present invention is to provide a clutch-brake linkage structure to solve the problem of damage to the brake system or transmission system caused by the operator stepping on the clutch and brake at the same time, as well as a riding micro-tillage machine using the clutch-brake linkage structure.

[0004] The technical solution adopted by the present invention is as follows: A clutch-brake linkage structure includes a first drive component for controlling the brake, a second drive component for controlling the clutch, and a linkage control component for linkage control of the first drive component and the second drive component. The linkage control component can control the second drive component to disengage the clutch when the first drive component controls the brake, and the linkage control component can control the first drive component to release the brake when the second drive component engages the clutch.

[0005] Compared with the prior art, the present invention has the following beneficial effects: The linkage control component provided in the present invention can perform linkage control on the first drive component and the second drive component to ensure that when the first drive component controls the brake, the linkage control component will control the second drive component to automatically disconnect the clutch. Conversely, when the second drive component controls the clutch to engage, the linkage control component can control the first drive component to release the brake, ensuring that the brake and clutch are not used at the same time. This setting can not only effectively prevent misoperation and avoid causing wear to related components, but also help to extend the service life of related components and reduce maintenance costs, but also can avoid being affected by engine resistance during braking, and can improve the safety of the braking process.

[0006] As a preferred embodiment of the present invention, the first drive component includes a brake pedal control lever for controlling the brake, one end of the brake pedal control lever is fixed with a rotating shaft rotatably connected to the frame, the second drive component includes a clutch pedal control lever for controlling the clutch, one end of the clutch pedal control lever is rotatably connected to the rotating shaft, and the linkage control component can make the clutch pedal control lever and the brake pedal control lever rotate in opposite directions.

[0007] In this solution, the linkage control component can control the clutch pedal control lever and the brake pedal control lever to rotate in opposite directions. When the clutch pedal control lever is stepped on, the linkage control component can control the brake pedal control lever to automatically lift up. Conversely, when the brake pedal control lever is stepped on, the linkage control component can control the clutch pedal control lever to automatically lift up. The operation is simple and the driving requirements for the operator are low. Even drivers who are not proficient in vehicle operation can easily control it, which is conducive to widespread use.

[0008] As a preferred embodiment of the present invention, the linkage control assembly includes a connecting rod, a third driving arm fixed to the rotating shaft, and a rotating plate fixed to the clutch fork shaft, the rotating plate includes a first arm and a second arm extending outward, one end of the connecting rod is hinged to the first arm, and the other end of the connecting rod is rotatably connected to one end of the third driving arm, the clutch foot control lever is connected to the second arm, and the clutch foot control lever can drive the clutch fork shaft.

[0009] In this solution, the clutch pedal control lever is connected to the second arm of the rotating plate. When the clutch is pressed, the clutch pedal control lever drives the rotating plate and the clutch fork shaft fixed to the rotating plate to rotate, thereby controlling the micro-tiller to move. Since the first arm of the rotating plate is hinged to one end of the connecting rod, when the rotating plate rotates, the connecting rod can be driven to rotate. The other end of the connecting rod is rotationally connected to one end of the third driving arm, thereby driving the third driving arm and the rotating shaft fixed to the third driving arm to rotate. The rotating shaft is fixed to the brake pedal control lever, thereby driving the brake pedal control lever to rotate in the opposite direction and lift the brake pedal control lever. Conversely, when the brake is pressed, the clutch pedal control lever will be lifted, which can effectively avoid the mistaken operation of pressing the clutch and brake at the same time, thereby avoiding the wear of related components.

[0010] As a preferred embodiment of the present invention, the distance between the intersection of the rotating shaft and the connecting rod and the third driving arm is L1, and the distance between the intersection of the clutch fork shaft and the connecting rod and the first arm is L2, L1 <L2。

[0011] In this solution, L1 is the lever arm length for stepping on the clutch, and L2 is the lever arm length for stepping on the brake. If the force for stepping on the clutch is F1 and the force for stepping on the brake is F2, according to the principle of force balance, F1 * L1 = F2 * L2. Since L1 < L2, when using the same force and stepping on the clutch and brake simultaneously, the clutch will be more difficult to step on. This setting can prevent the situation where the clutch and brake are stepped on simultaneously even in a tense state, and the brake will take priority. Furthermore, it can avoid the risk of braking out of control in a tense state and causing adverse effects.

[0012] As a preferred embodiment of the present invention, an elastic member with adjustable elasticity is connected between the clutch pedal control rod and the second arm.

[0013] In this solution, by setting an elastic member between the clutch pedal control rod and the second arm, during the process of stepping on the clutch and the clutch pedal control rod driving the second arm to rotate, the elastic member will first deform. After the deformation reaches the limit, it will drive the second arm to rotate. When the operator accidentally steps on the clutch, the elastic member will first undergo elastic deformation, but at this time the second arm has not rotated yet, and the clutch has not been engaged, so the micro-tiller will not move forward. Therefore, through this setting, the safety risk caused by the operator accidentally stepping on the clutch can be reduced, and the driving safety can be further improved.

[0014] The elasticity of the elastic member in this solution is adjustable. Since the elastic member will show elastic fatigue after long-term use, resulting in a weakened elastic force, by adjusting the elastic member to increase its elastic force, a greater force is required when stepping on the clutch, which can further reduce the possibility of misoperation and improve the safety of operation.

[0015] As a preferred embodiment of the present invention, the elastic member includes a second spring. A connecting member is fixed on the clutch pedal control rod, and a number of third adjustment holes are provided on the connecting member. A number of second adjustment holes are provided at the end of the second arm. The two ends of the second spring are respectively hooked between the third adjustment hole and the second adjustment hole.

[0016] In this solution, by adjusting the hooking positions of the two ends of the second spring on the third adjustment hole and the second adjustment hole respectively, the stretching distance of the second spring can be adjusted. When the stretching distance is longer, the elastic potential energy stored in the second spring is more, that is, the elastic force is greater, so the force required to step on the clutch is also greater, and the safety is higher. On the contrary, when the stretching distance is shorter, the remaining elastic potential energy that the second spring can absorb is less, that is, the elastic force is smaller, and the required stepping force is also smaller. In this solution, this structure is used to adjust the elastic force, which is simple and convenient to adjust. After the elastic force of the second spring weakens, by adjusting the hooking position of the second spring, the spring elastic force can be increased, thereby improving the safety of operation without replacing the second spring, which can save costs.

[0017] As a preferred embodiment of the present invention, a first spring is connected between the rotating plate and the frame.

[0018] By setting the first spring, the present invention can ensure that after the clutch is released, the first spring can drive the rotating plate to automatically reset, and then drive the clutch pedal control lever to automatically reset, so that the clutch is disconnected and the micro-tiller will not continue to move forward, thereby reducing the risk of accidental slipping of the operator when the clutch is not stepped on, and improving the safety of the equipment.

[0019] As a preferred embodiment of the present invention, the first drive assembly also includes a second drive arm that rotates synchronously with the brake foot pedal control lever, the second drive assembly also includes a first drive arm that rotates synchronously with the clutch foot pedal control lever, the second drive arm is connected to a brake connecting line connected to the brake drum, and a brake control line connected to a brake manual control unit, and the first drive arm is connected to a clutch control line connected to the clutch manual control unit.

[0020] In this solution, when the manual brake control part is driven, the manual brake control part will tighten the brake control line, thereby driving the second drive arm to rotate. When the second drive arm rotates, the brake connecting line drives the brake drum to brake. By setting the manual brake control part, this solution can use the manual brake control part when parking to effectively prevent the vehicle from sliding, especially on slopes, to ensure that the vehicle is stable and motionless, prevent accidents, and improve safety.

[0021] The clutch control line provided in the present solution can manually control the clutch. Through the above-mentioned setting, multi-mode clutch control of the hands and feet can be realized, which can adapt to the control of the micro-tiller in multiple scenarios. When the road condition is good, the operator can ride on the micro-tiller and control the movement of the micro-tiller by controlling the clutch foot control lever; in scenarios with dangerous road conditions, such as the micro-tiller is transported or used to transport goods onto a vehicle through a steep slope, bumpy roads, narrow roads, etc., the operator can get off the micro-tiller, stand on the ground, and use the clutch manual control unit to control the movement of the micro-tiller, thereby avoiding the danger of the operator falling over when riding on the micro-tiller in dangerous scenarios, which helps to improve the safety of use.

[0022] As a preferred embodiment of the present invention, an adjusting member is arranged between the brake connecting line and the second driving arm, the adjusting member includes an adjusting buckle arranged at the end of the brake connecting line, a strip through hole is opened in the middle of the adjusting buckle, a sliding rod is arranged on the second driving arm, the sliding rod is passed through the strip through hole, and the brake control line and the second driving arm, as well as the clutch control line and the first driving arm are connected through the adjusting member.

[0023] In this solution, when the handbrake is not used, the brake connecting line is in a loose state. Since the foot brake is usually used when using a micro-tiller, when the brake foot pedal control lever is driven, the brake foot pedal control lever will drive the second drive arm to rotate, which will cause the tightness of the brake connecting line to change, especially after becoming loose, the brake connecting line will bend. After a long period of repeated bending, it may cause wear of the brake connecting line. Therefore, this solution provides an adjustment member, and the sliding rod can be used to slide in the strip through hole to replace the original change in the tightness of the brake connecting line, thereby effectively avoiding wear caused by repeated bending of the brake connecting line. The same is true for the brake control line and the clutch control line. By providing an adjustment member between the brake control line and the second drive arm and between the clutch control line and the first drive arm, it is also possible to avoid repeated bending of the brake control line and the clutch control line, causing wear, thereby extending their service life.

[0024] A riding micro-tillage machine adopts the above-mentioned clutch-brake linkage structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 2 is a schematic structural diagram of a riding micro-tillage machine according to an embodiment of the present invention; Figure 2 It is a structural schematic diagram of a clutch-brake linkage structure according to an embodiment of the present invention; Figure 3 It is a partial structural schematic diagram of the clutch-brake linkage structure according to an embodiment of the present invention; Figure 4 is a partial structural schematic diagram of the first drive assembly and the second drive assembly in an embodiment of the present invention; Figure 5 is a partial structural diagram of a linkage control component in an embodiment of the present invention; Figure 6 It is a partial structural schematic diagram of the second drive assembly in an embodiment of the present invention.

[0026] Reference numerals include: Brake foot control lever 1, brake foot pedal 11, clutch foot control lever 2, first drive arm 21, clutch control line 211, clutch foot pedal 22, rotating shaft 3, second drive arm 31, third drive arm 32, connecting rod 4, strip hole 41, rotating plate 5, first arm 51, first adjustment hole 511, first spring 512, pin rod 513, second arm 52, second adjustment hole 521, second spring 522, connecting piece 53, third adjustment hole 531, clutch fork shaft 6, adjusting piece 7, brake connecting line 8, brake control line 9. DETAILED DESCRIPTION

[0027] Typical embodiments that embody the features and advantages of the present invention will be described in detail in the following description. It should be understood that the present invention can have various changes in different embodiments without departing from the scope of the present invention, and the descriptions and illustrations therein are essentially used for illustration purposes rather than for limiting the present invention.

[0028] In the description of the present application, the terms "top", "bottom", "one end", "one side", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the structure referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present application.

[0029] This embodiment discloses a clutch-brake linkage structure and a riding micro-tillage machine using the clutch-brake linkage structure. Figure 1 As shown, the clutch-brake linkage structure is arranged in area A of the riding micro-tillage machine, area B of the riding micro-tillage machine is also provided with a clutch manual control unit, and area C of the riding micro-tillage machine is also provided with a brake manual control unit. Figure 2 As shown, it includes a first drive assembly for controlling the brake, a second drive assembly for controlling the clutch, and a linkage control assembly for linkage control of the first drive assembly and the second drive assembly. The first drive assembly includes a brake pedal control rod 1 for controlling the brake, see Figure 4 As shown, one end of the brake pedal control rod 1 is fixed with a rotating shaft 3 rotatably connected to the frame, and the other end of the brake pedal control rod 1 is fixed with a brake pedal 11. The second drive assembly includes a clutch pedal control rod 2 for controlling the clutch, and one end of the clutch pedal control rod 2 is rotatably connected to the end of the rotating shaft 3 after passing through the frame, and the other end of the clutch pedal control rod 2 is fixed with a clutch pedal 22. The clutch pedal 22 and the brake pedal 11 are distributed on both sides of the frame.

[0030] See also Figure 3As shown, the linkage control assembly includes a connecting rod 4, a third driving arm 32, and a rotating plate 5 fixed to a clutch fork shaft 6. The clutch fork shaft 6 is fixed to the middle of the rotating plate 5, and the rotating plate 5 extends outward from the middle to have a first arm 51 and a second arm 52, wherein the second arm 52 is connected to the clutch pedal control rod 2, and the first arm 51 is hinged to one end of the connecting rod 4. Specifically, a pin 513 is fixed to the free end of the first arm 51, and a strip hole 41 is provided at one end of the connecting rod 4, and the pin 513 is inserted into the strip hole 41. By reserving the strip hole 41, sufficient connection space can be reserved during assembly, thereby improving assembly efficiency, and also reducing the swing amplitude of the connecting rod 4 or the first arm 51. The middle of the third driving arm 32 is fixed to the rotating shaft 3, and one end of the connecting rod 4 away from the first arm is rotatably connected to one end of the third driving arm 32, that is, the connection point between the connecting rod 4 and the third driving arm 32 is eccentrically arranged relative to the rotating shaft 3.

[0031] During operation, when the brake pedal 11 is depressed, Figure 2 From the perspective of, the brake pedal control lever 1 swings counterclockwise, the brake pedal control lever 1 drives the rotating shaft 3 and the third driving arm 32 to rotate counterclockwise synchronously, the third driving arm 32 is rotatably connected to one end of the connecting rod 4, the third driving arm 32 drives the connecting rod 4 to swing, the other end of the connecting rod 4 is connected to the first arm 51 of the rotating plate 5, the connecting rod 4 drives the rotating plate 5 to rotate counterclockwise when swinging, the second arm 52 of the rotating plate 5 is connected to the clutch pedal control lever 2, the second arm 52 drives the clutch pedal control lever 2 to swing clockwise, the clutch pedal control lever 2 is lifted upward, during this process, the clutch fork shaft 6 is fixed at the middle part of the rotating plate 5, the rotation of the rotating plate 5 will drive the clutch fork shaft 6 to rotate counterclockwise synchronously, so that the clutch is disconnected, and braking is achieved.

[0032] When the clutch pedal 22 is stepped on, the clutch pedal control lever 2 swings counterclockwise, and the clutch pedal control lever 2 drives the rotating plate 5 and the clutch fork shaft 6 fixed to the rotating plate 5 to rotate clockwise, so that the clutch engages, thereby controlling the micro-tiller to move. At this time, since the first arm 51 of the rotating plate 5 is hinged to one end of the connecting rod 4, when the rotating plate 5 rotates, it can drive the connecting rod 4 to swing, and the other end of the connecting rod 4 is rotationally connected to one end of the third driving arm 32, thereby driving the third driving arm 32 and the rotating shaft 3 fixed to the third driving arm to rotate clockwise, one end of the brake pedal control lever 1 is fixed to the rotating shaft 3, the brake pedal control lever 1 swings clockwise, the brake pedal control lever 1 is lifted upward, the brake is released, and the micro-tiller moves.

[0033] Through this setting, the present invention can achieve the linkage control of the brake and the clutch, ensuring that when the brake is controlled, the clutch is automatically disengaged, and when the clutch is engaged, the brake is automatically released. This setting can effectively avoid the simultaneous use of the brake and the clutch, prevent wear on related components, so as to extend the service life of related components, reduce maintenance costs, and at the same time avoid being affected by the engine resistance during braking, and improve the safety of the braking process.

[0034] Further, the distance between the intersection points of the rotating shaft 3 and the connecting rod 4 with the third driving arm 32 is L1, and L1 is the lever arm length for stepping on the clutch. The distance between the intersection points of the clutch fork shaft 6 and the connecting rod 4 with the first arm 51 is L2, and L2 is the lever arm length for stepping on the brake. Among them, L1 < L2. If the force for stepping on the clutch is F1 and the force for stepping on the brake is F2, according to the principle of force balance, F1 * L1 = F2 * L2. Since L1 < L2, when using the same force and stepping on the clutch and the brake simultaneously, the clutch will be more difficult to step on. This setting can avoid the situation where even if the clutch and the brake are stepped on simultaneously under a tense state, the brake will take priority, and further avoid the risk of braking out of control under a tense state, causing adverse effects.

[0035] Further, a first spring 512 is connected between the rotating plate 5 and the frame. Specifically, a plurality of first adjustment holes 511 are provided on the first arm 51. In this embodiment, two are provided. One end of the first spring 512 is fixed to the frame, and the other end is hooked on the first adjustment hole 511. By setting the first spring 512, it can ensure that after the clutch is released, the first spring 512 can drive the rotating plate 5 to automatically reset, and then drive the clutch pedal control rod 2 to automatically reset, disconnecting the clutch and preventing the micro-tiller from continuing to move forward. Furthermore, it can reduce the risk of accidental slipping of the operator when the clutch is not stepped on and improve the safety of the equipment. By providing a plurality of first adjustment holes 511, the first spring 512 can be hooked in different first adjustment holes 511, thereby changing the stretching distance of the first spring 512, and then adjusting the elastic force of the spring. After the spring weakens in elastic force after a long time, by changing the hooking position of the first spring 512, the elastic force of the spring is increased to ensure the reset effect of the first spring 512 on the rotating plate 5 and ensure safety.

[0036] Further, refer to Figure 5As shown, an elastic member is connected between the clutch pedal control lever 2 and the second arm 52, and in this embodiment, the elastic member adopts a second spring 522. By arranging the second spring 522 between the clutch pedal control lever 2 and the second arm 52, when the clutch is stepped on and the clutch pedal control lever 2 drives the second arm 52 to rotate, the elastic member will first deform, and then drive the second arm 52 to rotate after the deformation reaches the limit. When the operator accidentally steps on the clutch, the elastic member will first undergo elastic deformation, but at this time the second arm 52 has not rotated, the clutch is not engaged, and the micro-tillage machine will not move forward. Therefore, through this setting, the safety risk caused by the operator accidentally stepping on the clutch can be reduced, and the driving safety can be further improved.

[0037] The second spring 522 is also provided with a structure capable of adjusting the elastic force. Since the spring will experience elastic fatigue after long-term use, resulting in weakened elastic force, by increasing the elastic force of the second spring 522, a greater force is required when stepping on the clutch, thereby reducing the possibility of misoperation, thereby improving the safety of operation. Specifically, a connecting piece 53 is fixed to the clutch pedal control rod 2, and a plurality of third adjustment holes 531 are formed on the connecting piece 53. A plurality of second adjustment holes 521 are formed at the end of the second arm 52. In this embodiment, three third adjustment holes 531 and three second adjustment holes 521 are provided. The two ends of the second spring 522 are respectively hooked between the third adjustment hole 531 and the second adjustment hole 521. When in use, By adjusting the hook positions of the two ends of the second spring 522 in the third adjustment hole 531 and the second adjustment hole 521 respectively, the stretching distance of the second spring 522 can be adjusted. When the stretching distance is longer, the second spring 522 stores more elastic potential energy, that is, the elastic force is greater. Therefore, the force required to step on the clutch will be greater, and the safety will be higher. On the contrary, when the stretching distance is shorter, the second spring 522 has less remaining absorbable elastic potential energy, that is, the elastic force is smaller. This embodiment adopts this structure to adjust the elastic force, and the adjustment is simple and convenient. After the elastic force of the second spring 522 is weakened, the hook position of the second spring 522 can be adjusted to increase the spring elastic force, thereby improving the safety of operation. There is no need to replace the second spring 522, which can save costs.

[0038] For further information, see Figure 2 and Figure 4As shown, the first driving assembly also includes a second driving arm 31 that rotates synchronously with the brake pedal control rod 1. The second driving arm 31 is V-shaped, and the middle part of the second driving arm 31 is fixed to the brake pedal control rod 1. The two free ends of the second driving arm 31 are respectively connected to the brake connection line 8 and the brake control line 9. The brake connection line 8 is connected to the brake drum, and the brake control line 9 is connected to the brake manual control unit. When parking, the brake control line 9 is tightened by the brake manual control unit, thereby driving the second driving arm 31 to rotate. When the second driving arm 31 rotates, the brake connection line 8 drives the brake drum to brake to prevent the vehicle from sliding, especially on a slope, which can ensure that the vehicle is stable and motionless, prevent accidents, and improve safety.

[0039] The second driving assembly also includes a first driving arm 21 that rotates synchronously with the clutch pedal control lever 2. The first driving arm 21 is fixed to the clutch pedal control lever 2, and the free end of the first driving arm 21 is connected to a clutch control line 211 connected to the clutch manual control unit. By setting the clutch control line 211, the clutch can be manually controlled to adapt to the control of the micro-tillage machine in multiple scenarios. In the case of good road conditions, the operator can sit on the micro-tillage machine and control the movement of the micro-tillage machine by controlling the clutch pedal control lever 2; when the road conditions are dangerous, such as the micro-tillage machine is transported or used to transport goods on a steep slope, the road is bumpy, the road is narrow, etc., the operator can get off the micro-tillage machine, stand on the ground and use the clutch manual control unit to control the movement of the micro-tillage machine, so as to avoid the danger of the operator riding on the micro-tillage machine in dangerous scenarios and causing the machine to overturn, which helps to improve the safety of use.

[0040] For further information, see Figure 4 As shown, one end of the third driving arm 32 is connected to the connecting rod 4, and the other end of the third driving arm 32 is a reserved connection part for the brake connecting line 8 or the brake control line 9. Since the third driving arm 32 is fixed to the rotating shaft 3, and the rotating shaft 3 is fixed to the first driving component for controlling the brake, the rotating shaft 3 can be controlled to rotate by connecting the brake connecting line 8 or the brake control line 9 to the reserved connection part, thereby controlling the braking function. By setting the reserved connection part, it is possible to prevent the second driving arm 31 from being damaged, and there is a spare connection position to ensure the normal use of the brake function.

[0041] For further information, see Figure 6As shown, an adjusting member 7 is provided between the brake connecting line 8 and the second driving arm 31, between the brake control line 9 and the second driving arm 31, and between the first driving arm 21 and the clutch control line 211, and they are all connected by the adjusting member 7. Specifically, the adjusting member 7 includes an adjusting buckle arranged at the end of the line, a strip through hole is opened in the middle of the adjusting buckle, and sliding rods are fixed at the corresponding positions of the second driving arm 31 and the first driving arm 21. When the handbrake is not in use, the brake connecting line 8 is in a relaxed state. Since the foot brake is usually used when the tiller is in use, when the brake pedal control lever 1 is driven, the brake pedal control lever 1 will drive the second drive arm 31 to rotate, which will cause the tightness of the brake connecting line 8 to change, especially after becoming loose, the brake connecting line 8 will bend. After a long period of repeated bending, the brake connecting line 8 may be worn. Therefore, by setting the adjustment member 7, the sliding rod can be used to slide in the strip through hole to replace the original change of the tightness of the brake connecting line 8, thereby effectively avoiding the wear caused by repeated bending of the brake connecting line 8. The same is true for the brake control line 9 and the clutch control line 211. By setting the adjustment member 7 between the brake control line 9 and the second drive arm 31 and between the clutch control line 211 and the first drive arm 21, the brake control line 9 and the clutch control line 211 can also be avoided from repeated bending, causing wear, thereby extending their service life.

[0042] The above-mentioned embodiments are only preferred embodiments of the present invention and cannot be used to limit the scope of protection of the present invention. Any non-substantial changes and substitutions made by technicians in this field on the basis of the present invention shall fall within the scope of protection required by the present invention.

Claims

1. A clutch-brake linkage structure, characterized in that: It includes a first drive component for controlling the brake, a second drive component for controlling the clutch, and a linkage control component for linkage control of the first drive component and the second drive component. The linkage control component can control the second drive component to disconnect the clutch when the first drive component controls the brake, and the linkage control component can control the first drive component to release the brake when the second drive component engages the clutch.

2. The clutch-brake linkage structure according to claim 1, characterized in that: The first driving component includes a brake pedal control lever for controlling the brake, one end of which is fixed with a rotating shaft rotatably connected to the frame. The second driving component includes a clutch pedal control lever for controlling the clutch, one end of which is rotatably connected to the rotating shaft. The linkage control component can make the clutch pedal control lever and the brake pedal control lever rotate in opposite directions.

3. The clutch-brake linkage structure according to claim 2, characterized in that: The linkage control assembly includes a connecting rod, a third driving arm fixed to the rotating shaft, and a rotating plate fixed to the clutch fork shaft. The rotating plate includes a first arm and a second arm extending outwardly. One end of the connecting rod is hinged to the first arm, and the other end of the connecting rod is rotatably connected to one end of the third driving arm. The clutch foot control rod is connected to the second arm, and the clutch foot control rod can drive the clutch fork shaft.

4. The clutch-brake linkage structure according to claim 3, characterized in that: The distance between the intersection of the rotating shaft and the connecting rod and the third driving arm is L1, and the distance between the intersection of the clutch fork shaft and the connecting rod and the first arm is L2, L1 <L2。 5. The clutch-brake linkage structure according to claim 4, characterized in that: An elastic member capable of adjusting elastic force is connected between the clutch pedal control rod and the second arm.

6. The clutch-brake linkage structure according to claim 5, characterized in that: The elastic member includes a second spring, a connecting member is fixed on the clutch pedal control rod, a plurality of third adjustment holes are opened on the connecting member, a plurality of second adjustment holes are opened at the end of the second arm, and the two ends of the second spring are respectively hooked between the third adjustment holes and the second adjustment holes.

7. The clutch-brake linkage structure according to claim 3, characterized in that: A first spring is connected between the rotating plate and the frame.

8. The clutch-brake linkage structure according to claim 2, characterized in that: The first drive assembly also includes a second drive arm that rotates synchronously with the brake foot pedal control rod, and the second drive assembly also includes a first drive arm that rotates synchronously with the clutch foot pedal control rod. The second drive arm is connected to a brake connection line connected to the brake drum and a brake control line connected to a brake manual control unit, and the first drive arm is connected to a clutch control line connected to the clutch manual control unit.

9. The clutch-brake linkage structure according to claim 8, characterized in that: An adjusting piece is arranged between the brake connecting line and the second driving arm, and the adjusting piece includes an adjusting buckle arranged at the end of the brake connecting line, a strip through hole is opened in the middle of the adjusting buckle, a sliding rod is arranged on the second driving arm, and the sliding rod is passed through the strip through hole. The brake control line and the second driving arm, and the clutch control line and the first driving arm are connected through the adjusting piece.

10. A riding micro-tillage machine, characterized in that: A riding micro-tillage machine adopts the clutch-brake linkage structure as described in any one of claims 1 to 9.

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