JP2007187048A - Engine stop control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure safety by reliably and quickly stopping an engine in emergency while preventing an erroneous stopping the engine during travel. <P>SOLUTION: This engine stop control device uses a control change-over relay 30 to be operated in response to the operation of a parking brake, a control change-over switch 24 for manual change-over operation between a travelling mode and a working mode, and a control change-over detecting relay 34 to be operated depending on the operated condition of an emergency stop switch 28 arranged near a mounting device 4, whereby the engine 6 can be stopped with the operation of the emergency stop switch 28 to stop the engine only when the engine 6 is operated in the working mode, and the control of the engine 6 is not changed over from the travelling mode into the working mode when the parking brake is not operated if a control mode change-over switch 24 is in the working mode. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an engine stop control device that transmits power to a bodywork device mounted on a vehicle via a power take-out device.

In a vehicle equipped with a bodywork device such as a concrete pump vehicle or a tank truck, the engine power taken out by the power take-out device when the bodywork device is operated is used as power for the bodywork device.
When operating the bodywork device, the vehicle must be stopped to ensure safety. For this reason, during operation of the bodywork device, the power take-out device allows the engine power to be taken out only when it is determined that the vehicle is stopped by detecting the operation state of the parking brake, etc., and the vehicle is stopped. Patent Document 1 proposes an engine stop control device that stops an engine when it is determined that the engine is not present.

In the control device of Patent Document 1, when it is determined that the vehicle is not stopped during the operation of the bodywork device as described above, the operation of the power take-off device is stopped and the engine is stopped. Separately, an emergency stop switch is provided on the bodywork device side so that the engine can be stopped urgently even if a failure occurs in the bodywork device.
JP 2005-59657 A

However, in the control device of Patent Document 1, the engine is always stopped when the emergency stop switch is operated. For example, when the vehicle is temporarily stopped due to a signal or the like while the vehicle is running, When the person operates the emergency stop switch, the engine stops and there is a problem that the vehicle cannot travel.
The present invention has been made in view of such a problem, and an object of the present invention is to ensure safety by enabling an emergency stop of the engine reliably and quickly while preventing an erroneous stop of the engine during traveling. An object of the present invention is to provide an engine stop control device.

  In order to achieve the above object, an engine stop control device of the present invention is an engine stop control device that transmits power to a bodywork device mounted on a vehicle via a power take-off device, the vehicle When the power is supplied from a power source mounted on the engine, the engine is operated and controlled. On the other hand, when the supply of power is cut off, the engine is stopped and the engine is operated. Control means for controlling the engine by selectively switching between one of a working mode for transmitting power to the bodywork device via the take-out device and a traveling mode for running the vehicle; When the exciting coil is de-energized, the contact is closed to allow power supply from the power source to the control means, while the exciting coil is excited and the contact is opened to open the power supply. A power cut-off relay that cuts off power supply to the control means, an emergency stop switch that is disposed outside the vehicle and can be manually switched between the engine stop side and the engine operation side, and the emergency stop switch. When the engine is on the engine stop side, power is supplied from the power source to excite the excitation coil of the power cut-off relay, while when the emergency stop switch is on the engine operation side, the power from the power source is cut off and the power is cut off. A control switching detection relay having a contact for stopping excitation to the excitation coil of the power cut-off relay and an opening / closing state of the contact, and switching operation between the working mode side and the traveling mode side can be manually performed. When in the working mode side, the control of the engine by the control means is switched to the working mode. While permitting power supply from the power source to the excitation coil of the power cut-off relay via the contact of the control switching detection relay, the engine is controlled by the control means when in the travel mode side. And a control mode changeover switch for cutting off the power supply from the power supply to the excitation coil of the power cut-off relay via the contact of the control changeover detection relay, and a parking brake operation detection for detecting the operation of the parking brake of the vehicle When the switch and the parking brake operation switch detect the operation of the parking brake, power supply from the power source to the excitation coil of the power cut-off relay via the contact of the control switching detection relay is permitted and the control mode While the changeover switch allows the control means to be switched to the working mode, When the parking brake operation switch does not detect the operation of the parking brake, the power supply from the power source to the excitation coil of the power cutoff relay via the contact of the control switching detection relay is cut off and the control mode switching switch And a control switching relay for prohibiting switching of the control means to the working mode (claim 1).

  According to the engine stop control device thus configured, when the emergency stop switch disposed outside the vehicle is on the engine operation side, the control switching detection relay supplies power from the power source to the excitation coil of the power shut-off relay. Is cut off and the excitation coil of the power cut-off relay is brought into a non-excited state, the contact of the power cut-off relay is closed, power is supplied from the power source to the control means, and the engine is controlled by the control means.

  At this time, if the control mode selector switch is on the traveling mode side, the engine is controlled in the traveling mode by the control means. In addition, when the emergency stop switch is operated to the engine stop side in this state, even if power is supplied from the power source to the excitation coil of the power cut-off relay via the contact of the control switch detection relay, the control mode switch The switch cuts off the power supply from the power source to the power cutoff relay via the contact of the control switching detection relay. As a result, the exciting coil of the power cut-off relay maintains the non-excited state, the power supply from the power source to the control means is continued, and the engine continues to maintain the operating state.

  In addition, when the emergency stop switch is on the engine operation side and the engine is operating as described above, the parking brake operation detection switch activates the parking brake when the control mode changeover switch becomes the work mode side. If it is detected, switching of the control means to the work mode by the control mode changeover switch is allowed, so that the engine control by the control means becomes the work mode. Therefore, it is possible to transmit the engine power taken out via the power take-out device to the bodywork device and perform work by the bodywork device.

  On the other hand, when the emergency stop switch is on the engine operation side and the engine is in operation as described above, the control mode changeover switch is in the work mode side, and the parking brake operation detection switch activates the parking brake. If not detected, switching of the control means to the working mode by the control mode changeover switch is prohibited, so that the engine is continuously controlled in the traveling mode by the control means.

  As described above, the emergency stop switch is operated to the engine stop side in a state where the engine is controlled in the travel mode even when the control mode changeover switch is set to the work mode side because the parking brake is not operated. In this case, even if the control switching detection relay attempts to supply power from the power source to the excitation coil of the power cutoff relay, the control switching relay cuts off the power supply from the power source to the power cutoff relay via the control switching detection relay. Therefore, the exciting coil of the power cut-off relay maintains the non-excited state, the power supply from the power source to the control means is continued, and the engine continues to maintain the operating state.

  When the engine is controlled in the working mode by the control means and the engine power taken out via the power take-out device is transmitted to the bodywork device, the bodywork device is in operation. When the operator operates the emergency stop switch to the engine stop side due to some failure, etc., both the control change relay and the control mode change switch are powered from the power supply to the power shutoff relay via the contact of the control change detection relay. Since the supply is permitted, the excitation coil of the power cut-off relay is excited through the contact of the control switching detection relay, the supply of power from the power supply to the control means is cut off, and the engine is stopped.

  More specifically, in the engine stop control device, the control switching relay has a contact that closes when the excitation coil is excited when the parking brake operation detection switch detects the operation of the parking brake. The contact of the control switching detection relay is opened when the emergency stop switch is on the engine operation side, and is closed when the emergency stop switch is on the engine stop side. A contact that closes when in the mode side and opens when in the travel mode side, and a contact of the control switching relay between the power source and the excitation coil of the power cutoff relay; and When the contact of the control mode changeover switch and the contact of the control changeover detection relay are connected in series and one of the contacts is open, By exciting coil of the power shutoff relay is de-energized to close the contact of the power-off relay and wherein the allowing the power supply to the control means from the power source (claim 2).

  According to the engine stop control apparatus configured as described above, the contact of the control switching relay, the contact of the control mode switching switch, and the control switching detection relay connected in series between the power source and the excitation coil of the power cutoff relay. When one of the contacts opens, the power supply from the power supply to the excitation coil of the power cut-off relay is cut off, and when the excitation coil is de-energized, the contact of the power cut-off relay closes and the power from the power supply to the control means Supply is made.

  More specifically, in the engine stop control device, the control means controls the engine in the working mode when the voltage of the power source is applied to a control switching terminal of the control means, When the application of the voltage of the power source to the control switching terminal is released, the engine is controlled in the travel mode, and the contact of the control switching relay is on the power source side than the contact of the control mode switching switch. The contact point of the control mode changeover switch is closer to the power source than the contact point of the control changeover detection relay, and the connection point between the contact point of the control mode changeover switch and the contact point of the control changeover detection relay is the control means. It is connected to the control switching terminal of (3).

According to the engine stop control device thus configured, the parking brake operation detection switch detects the operation of the parking brake, the contact of the control switching relay is closed, and the control mode switching switch is on the working mode side. Thus, the voltage of the power source is applied to the control switching terminal of the control means, and the engine is controlled in the working mode.
In the engine stop control apparatus as described above, the emergency stop switch is opened when the engine is on the engine stop side, and is closed via the contact closed when the engine is on the engine operation side. The open / close state of the contact of the control switching detection relay is switched by connecting the power source to the excitation coil.

  According to the engine stop control device thus configured, when the emergency stop switch is operated to the engine stop side when the engine is controlled in the working mode by the control means as described above, When the contact of the stop switch is opened, the contact of the control switching detection relay cuts off the power supply from the power source to the excitation coil of the power cut-off relay. As a result, when the contact of the power cutoff relay is opened, the power supply from the power source to the control means is cut off, and the engine stops.

  According to the engine stop control device of the present invention, the engine does not stop even if the emergency stop switch is operated to the engine stop side unless the engine is controlled in the working mode by the control means. . For this reason, for example, when the vehicle temporarily stops due to a signal or the like while the vehicle is running, even if a person outside the vehicle operates the emergency stop switch, the engine stops and the vehicle cannot run. There is nothing.

In addition, when the parking brake is not activated, the engine continues to be controlled in the travel mode even if the control mode switch is switched to the work mode side. Even if the vehicle is operated to the working mode side, the vehicle will not be disabled.
Furthermore, when the parking brake is activated and the control mode switch is in the working mode side, the engine is controlled in the working mode, and the engine power is transmitted to the bodywork device via the power take-off device. When the engine has to be stopped urgently due to some trouble in the bodywork device, the engine is immediately stopped by operating the emergency stop switch arranged on the outside of the vehicle to the engine stop side. Therefore, it is not necessary for the operator to go to the driver's seat and stop the engine, and the engine can be stopped quickly in an emergency.

In addition, when the excitation coil of the power cut-off relay is not energized, the contact is closed to allow power supply from the power supply to the control means, so that power can be supplied to the excitation coil of the power cut-off relay for some reason. Even if it is lost, the power supply to the control means is not cut off and the engine cannot be disabled.
According to the engine stop control device of claim 2, the contact of the control change relay, the contact of the control mode change switch, and the control change detection relay connected in series between the power source and the exciting coil of the power cut-off relay. When one of the contacts is opened, the power supply from the power source to the excitation coil of the power cutoff relay is shut off, and when the excitation coil is de-energized, the contact of the power cutoff relay is closed and the power source is connected to the control means. Since power is supplied, even if any of the contact of the control change relay, the contact of the control mode change switch, or the contact of the control change detection relay becomes defective due to aging, etc., the power to the control means The engine is not disabled due to the supply being cut off.

  Further, according to the engine stop control device of claim 3, the parking brake operation detecting switch detects the operation of the parking brake, the contact of the control switching relay is closed, and the control mode switching switch is on the working mode side. When the contact is closed, the voltage of the power source is applied to the control switching terminal of the control means, and the engine is controlled in the working mode. Therefore, when the contact of the control change relay or the contact of the control mode change switch becomes defective due to aging, the power supply voltage is not applied to the control change terminal of the control means and the engine is controlled in the driving mode. Therefore, there is no possibility that the vehicle cannot run. For this reason, it is possible to move the vehicle to a repair shop or the like in order to repair the defective contact of the control change relay and the contact of the control mode change switch.

  In addition, when the emergency stop switch is used to make an emergency stop using the contact that closes when the emergency stop switch is operated to the engine stop side, the engine should be turned off when the emergency stop switch contact fails due to deterioration over time. There is a possibility that a problem that the emergency stop cannot be performed may occur. In particular, since the emergency stop switch is disposed outside the vehicle, such a problem is likely to occur. However, according to the engine stop control device of the fourth aspect, since the emergency stop of the engine is performed using the contact that opens when the emergency stop switch is operated to the engine stop side, such a problem is caused. Occurrence can be prevented.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicle 1 including an engine stop control device according to an embodiment of the present invention. As shown in FIG. 1, a vehicle 1 includes a vehicle body 2 and a bodywork device 4 such as a concrete pump mounted on the vehicle 1. The vehicle body 2 includes a diesel engine (hereinafter referred to as an engine) 6, a clutch 8 includes a transmission 10 that transmits the power of the engine 6 to the vehicle wheel 8 and transmits the power of the engine 6 to wheels (not shown) to drive the vehicle 1.

  A power take-out device (hereinafter referred to as a PTO device) 12 is connected to the transmission 10, and this PTO device 12 is allowed to operate by a PTO control device 14, so that the engine 6 transmitted to the transmission 10 is transmitted. Power can be taken out. The power of the engine 6 taken out by the PTO device 12 is transmitted to the bodywork device 4 via the drive shaft 16, and the bodywork device 4 is operated by the transmitted power of the engine 6.

  The engine ECU (control means) 18 controls the engine 6 by adjusting the fuel injection amount, fuel injection timing, and the like in the engine 6, and power is supplied from a battery (power source) 22 via a stop control circuit 20 described later. The engine 6 is controlled to operate, and the engine 6 is stopped when the power supply from the battery 22 via the stop control circuit 20 is cut off. Control of the engine 6 by the engine ECU 18 includes a traveling mode in which the engine 6 is controlled in accordance with the amount of operation of an accelerator pedal (not shown) when the vehicle 1 is traveling, and the engine 6 taken out via the PTO device 12. When operating the bodywork device 4 by power, it is possible to selectively switch between two control modes, a work mode for controlling the engine 6 according to the output of a load sensor (not shown) provided in the bodywork device 4. It has become.

  The stop control circuit 20 switches the control mode of the engine ECU 18 in accordance with the operation state of the control mode switch 24 disposed in the vicinity of the driver's seat. The control mode change-over switch 24 can be manually switched between the traveling mode side and the working mode side. When the control mode switching switch 24 is on the traveling mode side, the stop control circuit 20 changes the control mode of the engine 6 by the engine ECU 18 for traveling. On the other hand, when the mode is on the working mode side, the stop control circuit 20 sets the control mode of the engine 6 by the engine ECU 18 to the working mode.

  At this time, the PTO control device 14 controls the PTO device 12 in accordance with the operation state of the control mode changeover switch 24. When the control mode changeover switch 24 is in the working mode side, the P road control device 14 is connected to the PTO device 12. While allowing the operation, the power of the engine 6 is transmitted to the bodywork device 4, while the PTO control device 14 prohibits the operation of the PTO device 12 when in the traveling mode side.

  In addition to this, the stop control circuit 20 controls the operation and stop of the engine 6 by the engine ECU 18 by controlling the power supply to the engine ECU 18 as described above. The stop control circuit 20 is operated by electric power supplied from the battery 22 via the ignition switch 26. When the ignition switch 26 is on, the electric power supplied from the battery 22 is sent to the engine ECU 18 via the stop control circuit 20. Is supplied to the engine 6, while the ignition switch 26 is turned off during the operation of the engine 6, thereby cutting off the power supply from the battery 22 to the engine ECU 18 via the stop control circuit 20. As a result, the engine 6 stops.

  An emergency stop switch 28 is provided in the vicinity of the bodywork device 4, that is, outside the vehicle 1. When the bodywork device 4 is operated by the power of the engine 6, for example, due to a failure of the hydraulic mechanism or the like. When an abnormality occurs in the bodywork device 4, the engine 6 can be brought to an emergency stop by an operator pressing the emergency stop switch 28. That is, the state where the emergency stop switch 28 is pressed is the engine stop side, and the state where the emergency stop switch 28 is not pressed is the engine operation side.

Next, the stop control circuit 20 will be described in detail with reference to FIG.
As shown in FIG. 2, the stop control circuit 20 is configured such that the positive electrode of the battery 22 whose negative electrode side is grounded to the vehicle body is connected to the power supply terminal 20a via the ignition switch 26, and the ground terminal 20b is grounded to the vehicle body. A mode changeover switch 24, an engine ECU 18 and an emergency stop switch 28 are connected.

The control mode changeover switch 24 has a contact that opens when it is on the traveling mode side and closes when it is on the working mode side.
The engine ECU 18 has a power supply terminal 18a for controlling the operation of the engine 6 when power is supplied from the battery 22, and a control mode of the engine 6 when the voltage of the battery 22 is applied. A control switching terminal 18b that makes the control mode of the engine 6 a traveling mode when the application of the voltage of the battery 22 is canceled, and a ground terminal 18c for grounding the ground line of the electronic circuit in the engine ECU 18 to the vehicle body side. And.

The emergency stop switch 28 is disposed in the vicinity of the bodywork device 4 as described above, and is opened when operated by the operator, that is, when operated to the engine stop side, and is operated by the operator. It has a contact that closes when it is not, that is, when it is on the engine operation side.
The stop control circuit 20 is opened when the exciting coil 30a is de-energized, and has a contact 30b that closes when the exciting coil 30a is energized. A power cut-off relay 32 having 32b, a control switching detection relay 34 having a contact 34b that closes when the exciting coil 34a is de-energized and opens when energized, and a parking brake operation detection switch 36 are provided.

The parking brake operation detection switch 36 has a contact that closes when a parking brake (not shown) of the vehicle 1 is in operation and opens when the parking brake is not in operation. Is used to detect whether the parking brake is operating.
The contact 32b of the power cutoff relay 32 has one terminal connected to the power supply terminal 20a via the circuit protection fuse 40, and the other terminal connected to the power supply terminal 18a of the engine ECU 18. Therefore, when the ignition switch 26 is on and the excitation coil 32a of the power cut-off relay 32 is not excited, the power from the battery 22 is supplied to the power supply terminal 18a of the engine ECU 18 via the contact 32b, and the engine ECU 18 Thus, the operation of the engine 6 is controlled. Further, when the exciting coil 32a of the power cutoff relay 32 is excited, the contact 32b is opened, the power supply from the battery 22 to the engine ECU 18 is cut off, and the engine 6 is stopped.

  The exciting coil 32a of the power cut-off relay 32 has one of its terminals connected in series to the circuit protection fuse 38, the contact 30b of the control switching relay 30, the contact of the control mode switching switch 24, and the control switching detection relay 34. Is connected to the power supply terminal 20a through the contact 34b, and the other terminal is grounded through the ground terminal 20b. The contact 30b of the control change relay 30, the contact of the control mode change switch 24, and the contact 34b of the control change detection relay 34 are connected in series in this order from the power supply terminal 20a side, that is, the side close to the battery 22. .

  The exciting coil 30a of the control switching relay 30 has one terminal connected to the power supply terminal 20a via the fuse 38 and the other terminal connected to the ground terminal 20b via the contact of the parking brake operation detection switch 36. Has been. Therefore, when the parking brake is in an operating state and the contact of the parking brake operation detecting switch 36 is closed, the excitation coil 30a of the control switching relay 30 is excited and the contact 30b is closed, while the parking brake is not in an operating state and the parking is performed. When the contact of the brake operation detection switch 36 is open, the excitation coil 30a of the control switching relay 30 is de-energized and the contact 30b is opened.

  The excitation coil 34a of the control switching detection relay 34 has one terminal connected to the power supply terminal 20a via the contact of the emergency stop switch 28 and the circuit protection fuse 42, and the other terminal connected to the ground terminal 20b. . Accordingly, when the emergency stop switch 28 is not operated and is on the engine operation side, since the contact of the emergency stop switch 28 is closed, the excitation coil 34a of the control switching detection relay 34 is excited and the contact 34b is opened, When the stop switch 28 is operated and the engine is stopped, the contact of the emergency stop switch 28 is opened, so that the excitation coil 34a of the control switching detection relay 34 is de-energized and the contact 34b is closed.

  Further, the control switching terminal 18b of the engine ECU 18 is connected to a connection point between the contact of the control mode switching switch 24 and the contact 34b of the control switching detection relay 34 connected in series as described above. That is, it is connected to the fuse 38 connected to the power supply terminal 20a through the contact 30b of the control switching relay 30 connected in series and the contact of the control mode switching switch 24.

A control mode switching control of the engine ECU 18 and a stop control of the engine 6 by the stop control circuit 20 configured as described above will be described.
First, when the ignition switch 26 is turned on when the control mode changeover switch 24 is on the traveling mode side, if the emergency stop switch 28 is not operated, the exciting coil 34a of the control changeover detection relay 34 is set to the emergency stop switch 28. Is excited by the power supply from the battery 22 through the closed contact, and the contact 34b of the control switching detection relay 34 is opened. As a result, since the power from the battery 22 is not supplied to the exciting coil 32a of the power cut-off relay 32, the contact 32b of the power cut-off relay 32 is closed, and the electric power of the engine ECU 18 is passed through this contact 32b. The power from the battery 22 is supplied to the supply terminal 18a. At this time, the engine 6 is cranked by a cell motor (not shown) when the ignition switch 22 is turned on, and the engine ECU 18 that receives power supply from the battery 22 controls the operation of the engine 6 accordingly, whereby the engine 6 is started. .

Since the control mode changeover switch 24 is on the traveling mode side, the contact is open, and the voltage of the battery 22 is not applied to the control changeover terminal 18b of the engine ECU 18. Accordingly, the engine ECU 18 controls the engine 6 in the traveling mode.
When the emergency stop switch 28 is operated to the engine stop side for any reason while the engine 6 is operating in this way, the excitation coil of the control switching detection relay 34 is opened by opening the contact of the emergency stop switch 28. Since the electric power from the battery 22 is not supplied to 34a and it becomes a non-excited state, the contact 34b of the control switching detection relay 34 is closed.

  However, at this time, since the control mode changeover switch 24 is on the traveling mode side and its contact is open, power is not supplied from the battery 22 to the excitation coil 32a of the power cutoff relay 32 and remains in the non-excited state. The switch 32b of the power cutoff relay 32 remains closed. Accordingly, power is continuously supplied from the battery 22 to the power supply terminal 18a of the engine ECU 18, and the engine 6 continues to operate in the travel mode.

Accordingly, when the vehicle 1 is running, for example, when the vehicle 1 is temporarily stopped due to a signal or the like, even if a person outside the vehicle operates the emergency stop switch to the engine stop side, the engine 6 does not stop, so the vehicle 1 Will not be disabled.
Next, when the control mode changeover switch is switched to the work mode when the engine 6 is controlled to operate in the travel mode as described above, the parking brake operation detection switch 36 if the parking brake is operated. Is closed, power is supplied from the battery 22 to the exciting coil 30a of the control switching relay 30. For this reason, when the contact 30b of the control switching relay 30 is closed, the voltage of the battery 24 is applied to the control switching terminal 18b of the engine ECU 18 via the contact of the control mode switching switch 24 and the contact 30b of the control switching relay 30. As a result, the engine ECU 18 controls the engine 6 by switching the control mode from the traveling mode to the working mode.

In response to the switching of the control mode changeover switch 24 to the working mode, the PTO control device 14 allows the PTO device 12 to take out the power of the engine 6, and the power of the engine 6 taken out by the PTO device 12 is driven by the drive shaft. 16 is transmitted to the bodywork device 4 through 16, and the bodywork device 4 is operated by the power of the engine 6.
On the other hand, when the control mode changeover switch is switched to the work mode when the engine 6 is controlled in the driving mode, the contact of the parking brake operation detection switch 36 is opened if the parking brake is not activated. Therefore, the electric power from the battery 22 is not supplied to the exciting coil 30a of the control switching relay 30. For this reason, the contact 30b of the control switching relay 30 is open, and the voltage of the battery 24 is not applied to the control switching terminal 18b of the engine ECU 18. Accordingly, the engine ECU 18 continues to control the engine 6 in the traveling mode.

  Thus, when the parking brake is not operating, even if the control mode changeover switch 24 is switched to the working mode side, the engine 6 by the engine ECU 18 is not switched to the working mode, and the engine 6 is used for traveling. Since driving in the mode is continued, even when the vehicle 1 is in a traveling state, even if the control mode changeover switch 24 is erroneously switched to the working mode side for some reason, the vehicle 1 cannot travel. There is no. At this time, since the parking brake is not activated, the PTO control device 14 prohibits the PTO device 12 from taking out the power of the engine 6.

  Further, even when the emergency stop switch 28 is operated to the engine stop side at this time, the contact point of the parking brake operation detection switch 36 is in an open state, so that the excitation coil 30a of the control switching relay 30 is connected to the excitation coil 30a from the battery 22. Since no power is supplied and the contact 30 b of the control switching relay 30 is open, no power is supplied from the battery 22 to the excitation coil 32 a of the power cutoff relay 32. For this reason, the contact point 32b of the power cutoff relay 32 continues to be closed, power is supplied from the battery 22 to the power supply terminal of the engine ECU 18, and the engine 6 is continuously controlled in the travel mode and continues to operate.

Therefore, as long as the engine 6 is controlled in the traveling mode by the engine ECU 18, the engine 6 will not be erroneously stopped even if the emergency stop switch 28 is operated to the engine stop side.
Since the parking brake is activated and the control mode changeover switch 24 is in the working mode side, the engine 6 is controlled in the working mode by the engine ECU 18 as described above, and the bodywork device 4 is When an abnormality occurs in the bodywork device 4 due to, for example, a failure of the hydraulic mechanism while operating with the power from 6, the operator pushes the emergency stop switch 28 to operate the engine stop side.

  When the emergency stop switch 28 is operated to the engine stop side, the contact of the emergency stop switch 28 is opened, and the power supply from the battery 22 to the excitation coil 34a of the control switching detection relay 34 is cut off. When the excitation coil 34a of the control switch detection relay 34 is de-energized, the contact 34b of the control switch detection relay 34 is closed, but the contact 30b of the control switch relay 30 and the control mode switch 24 connected in series with the contact 34b. Are closed, power is supplied from the battery 22 to the excitation coil 32a of the power cutoff relay 32, and the contact 32b of the power cutoff relay 32 is opened. As a result, the power of the battery 22 supplied to the power supply terminal 18a of the engine ECU 18 through the contact 32b of the power cut-off relay 32 is cut off, and the engine 6 is stopped.

  As described above, when any trouble occurs in the bodywork device 4, the operator operates the emergency stop switch 28 to the engine stop side, whereby the engine 6 can be stopped urgently to ensure safety. Further, at this time, since the emergency stop switch 28 is disposed in the vicinity of the bodywork device 4 outside the vehicle 1, the operator immediately operates the emergency stop switch 28 without going to the driver's seat, and promptly operates the engine. 6 can be stopped.

  As described above, when the control mode changeover switch 24 is switched to the working mode side while the engine 6 is operating in the working mode by setting the control mode changeover switch 24 to the working mode side, Since the voltage applied to the battery 22 to the control switching terminal 18b of the engine ECU 18 is released by opening the contact of the control mode switching switch 24, the engine ECU 18 switches the control mode of the engine 6 from the working mode to the traveling mode, The engine 6 is controlled in the traveling mode. As a result, the vehicle 1 is ready to travel. In response to the switching of the control mode changeover switch 24 to the traveling mode side, the PTO control device 14 prohibits the PTO device 12 from taking out the power of the engine 6.

  As described above, according to the stop control circuit 20 in the present embodiment, the engine 6 stops even if the emergency stop switch 28 is operated to the engine stop side unless the engine 6 is operating in the working mode. There is no such thing. For this reason, for example, when the vehicle 1 temporarily stops due to a signal or the like while traveling, even if a person outside the vehicle operates the emergency stop switch 28, the engine 6 stops and the vehicle cannot travel. There is no such thing as.

Further, when the parking brake is not activated, the engine 6 is continuously controlled in the traveling mode even if the control mode changeover switch 24 is switched to the working mode side. Thus, even if the control mode switch 24 is operated to the working mode side, the vehicle 1 is not disabled.
Further, when the engine 6 is controlled in the work mode and the power of the engine 6 is transmitted to the bodywork device 4 via the PTO device 12, the engine 6 is caused by some trouble or the like. When the emergency stop must be performed, the engine 6 is immediately stopped by operating the emergency stop switch 28 disposed in the vicinity of the bodywork device 4 outside the vehicle 1 to the engine stop side. There is no need for the operator to go to the driver's seat and stop the engine 6, and the engine 6 can be quickly stopped in an emergency.

In addition to these effects, the following effects can be obtained by using the stop control circuit 20 of the present embodiment.
In this embodiment, the emergency stop switch 28 uses a contact that opens when operated to the engine stop side.
When contacts such as switches are always open, if the open state continues for a long time, contact failure is likely to occur due to aging, and there is a possibility that an electrically good connection state cannot be obtained even if the contacts are closed. Conversely, when the normally closed state is established, such contact failure is unlikely to occur, and the electrical connection can be reliably interrupted by opening the contact. That is, when a contact that closes when the emergency stop switch 28 is operated to the engine stop side is used, the contact is always opened when the contact becomes defective due to secular change or the like. The problem that it becomes impossible to stop occurs. On the other hand, by using a contact that opens when the emergency stop switch 28 is operated to the engine stop side as in this embodiment, the possibility of poor contact is reduced and the engine 6 needs to be stopped. In some cases, the contact can be opened and the engine 6 can be reliably stopped, so that the above-described problem can be avoided.

  Further, when the excitation coil 32a of the power cut-off relay 32 is de-energized, the contact 32b is closed to allow power supply from the battery 22 to the engine ECU 18. Therefore, for some reason, power is supplied to the excitation coil 32a of the power cut-off relay 32. Even when the engine 6 cannot be supplied, the power supply to the engine ECU 18 is not cut off and the engine 6 is not disabled.

  Further, the power supply from the battery 22 to the excitation coil 32a of the power cut-off relay 32 is performed by connecting a contact 30b of the control switching relay 30 connected in series between the fuse 38 connected to the power supply terminal 20a and the excitation coil 32a. Any one of the contact of the control mode changeover switch 24 and the contact 34b of the control changeover detection relay 34 is opened to be cut off. Since the excitation coil 32a of the power cut-off relay 32 is de-energized, the contact 32b is closed and power is supplied from the battery 22 to the power supply terminal 18a of the engine ECU 18, so that the control switching relay 30 Even if any of the contact 30b, the contact of the control mode changeover switch 24 and the contact of the control changeover detection relay 34b becomes defective due to aging, the power supply from the battery 22 to the power supply terminal 18a of the engine ECU 18 is cut off. Thus, the engine 6 cannot be operated.

  Further, the parking brake operation detection switch 36 closes the contact by the operation of the parking brake, the excitation coil 30a of the control switching relay 30 is excited and the contact 30b is closed, and the control mode switch 24 is on the working mode side. When the contact is closed, the voltage of the battery 24 is applied to the control switching terminal 18b of the engine ECU 18, and the engine 6 is controlled in the working mode. Accordingly, when the contact 30b of the control switching relay 30 or the contact of the control mode changeover switch 24 becomes defective due to aging or the like, the voltage of the battery 24 is not applied to the control switching terminal 18b of the engine ECU 18 and the engine 6 Since the vehicle is controlled in the travel mode, the vehicle 1 is not disabled from traveling. For this reason, the vehicle 1 can be moved to a repair shop or the like in order to repair the contact 30b of the control switching relay 30 or the contact of the control mode changeover switch 24 that has become defective.

Although the description of the engine stop control device according to one embodiment of the present invention has been completed above, the present invention is not limited to the above-described embodiment.
For example, the control mode changeover switch 24 is disposed in the vicinity of the driver's seat, but may be provided in a place other than the driver's seat such as the bodywork device 4 side.
Needless to say, the engine 6 may be of a type other than a diesel engine, and the clutch 8 can be applied to a vehicle that does not use it.

1 is a schematic configuration diagram of a vehicle including an engine stop control device according to an embodiment of the present invention. FIG. 2 is a circuit diagram of a stop control circuit in the engine stop control device of FIG. 1.

Explanation of symbols

4 Bodyworking device 6 Engine 12 Power take-off device 18 Engine ECU (control means)
18b Control switching terminal 20 Stop control circuit 22 Battery (power supply)
24 control mode changeover switch 28 emergency stop switch 30 control changeover relay 32 power shutoff relay 34 control changeover detection relay 36 parking brake operation detection switch

Claims (4)

An engine stop control device that transmits power to a bodywork device mounted on a vehicle via a power take-off device,
When power is supplied from a power source mounted on the vehicle to control the operation of the engine, the power supply is cut off to stop the engine and to control the operation of the engine. Control means for controlling the engine by selectively switching between a working mode for transmitting power to the bodywork device via the power take-off device and a traveling mode for running the vehicle. When,
When the exciting coil is de-energized, the contact is closed to allow power supply from the power source to the control means, while the excitation coil is energized to open the contact to supply power from the power source to the control means. A power cut-off relay to cut off
An emergency stop switch disposed outside the vehicle and manually operable to switch between an engine stop side and an engine operation side;
When the emergency stop switch is on the engine stop side, power is supplied from the power source to excite the excitation coil of the power cut-off relay, while when the emergency stop switch is on the engine operation side, power from the power source is supplied. A control switching detection relay having a contact for stopping the excitation to the excitation coil of the power cut-off relay and an excitation coil for switching the open / close state of the contact;
Switching between the working mode side and the traveling mode side can be performed manually. When in the working mode side, the control of the engine by the control means is switched to the working mode and the control switching detection relay is While permitting power supply from the power source to the excitation coil of the power cut-off relay via the contact, the engine control by the control means is switched to the travel mode and the control switching when in the travel mode side. A control mode changeover switch for cutting off power supply from the power supply to the excitation coil of the power cut-off relay via the contact of the detection relay;
A parking brake operation detection switch for detecting the operation of the parking brake of the vehicle;
When the parking brake operation switch detects the operation of the parking brake, the power supply from the power source to the excitation coil of the power cut-off relay via the contact of the control switching detection relay is permitted and the control mode switching switch While allowing the control means to switch to the working mode, when the parking brake operation switch does not detect the operation of the parking brake, excitation of the power cutoff relay from the power source via the contact of the control switching detection relay An engine stop control device comprising: a control switching relay that cuts off power supply to the coil and prohibits switching of the control means to the working mode by the control mode switching switch. The control switching relay has a contact that closes when the excitation coil is excited when the parking brake operation detection switch detects the operation of the parking brake,
The contact of the control switching detection relay is opened when the emergency stop switch is on the engine operation side, and is closed when the emergency stop switch is on the engine stop side,
The control mode changeover switch has a contact that closes when it is on the working mode side and opens when it is on the traveling mode side,
A contact of the control switching relay, a contact of the control mode switching switch, and a contact of the control switching detection relay are connected in series between the power source and the excitation coil of the power cutoff relay. 2. When power is released, the excitation coil of the power cut-off relay is de-energized, whereby the contact of the power cut-off relay is closed to allow power supply from the power supply to the control means. The engine stop control device according to claim 1. The control means controls the engine in the working mode when the power supply voltage is applied to the control switching terminal of the control means, while the application of the power supply voltage to the control switching terminal is released. The engine is controlled in the driving mode when
The contact of the control change relay is on the power supply side with respect to the contact of the control mode change switch, and the contact of the control mode change switch is on the power supply side with respect to the contact of the control change detection relay. 3. The engine stop control device according to claim 2, wherein a connection point between the contact of the switch and the contact of the control switching detection relay is connected to the control switching terminal of the control means.   The emergency stop switch is opened when the engine is on the engine stop side, and is connected to the excitation coil of the control switching detection relay via a contact that is closed when the engine is on the engine operation side. The engine stop control device according to any one of claims 1 to 3, wherein the switching state of the contact of the switching detection relay is switched.

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