JP2850111B2 - Auxiliary power take-out device for transmission in vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary power take-out device for a transmission in an automobile or the like, and more particularly to a technique for improving the operability of the device.

[0002]

2. Description of the Related Art Conventionally, as an auxiliary power take-out device (PTO) for a transmission in an automobile or the like, for example, Japanese Unexamined Patent Publication No.
As disclosed in Japanese Patent Publication No. 205831 or the like, a driving gear connected to a counter shaft of a transmission meshes with an auxiliary power extracting gear to extract power from the driving gear as auxiliary power.

[0003]

However, in such a conventional auxiliary power take-out device, in order to reliably engage the drive gear and the auxiliary power take-out gear, after the automatic transmission gear change control, When the automatic transmission gears do not mesh even after a predetermined time has elapsed, it is necessary to loosely engage a mechanical clutch provided on a power transmission shaft of the engine.

That is, in the conventional apparatus, when the auxiliary power take-out device is operated, the auxiliary power take-out gear is slid by the actuator for the auxiliary power take-out device against the drive gear of the countershaft of the transmission to press both gears. However, there are cases where the peaks of the auxiliary power take-out gear and the driving gear engage with each other and the gears do not mesh.In such a case, the driver sets the shift lever to the drive range and sets the clutch. If the auxiliary power take-off switch is not turned on after connecting and moving the gears of the transmission, the gears could not be meshed smoothly, and the operation was very troublesome.

In view of the above problems, the applicant of the present invention has disclosed in Japanese Patent Application No. Hei 6-149956 that the clutch for the auxiliary power take-off device is disengaged before the actuator for the auxiliary power take-off device is driven on condition that the clutch pedal is depressed. By providing a clutch pedal holding actuator for holding the state, a technology has been proposed that enables the auxiliary power take-out gear and the drive gear to smoothly mesh with each other.

In this technique, when connecting / disconnecting the auxiliary power take-out device, an operation of first stepping on the clutch and turning on the auxiliary power take-out switch is performed. After that, the auxiliary power take-off gear is driven by the engagement of the clutch, so that the work can be started by turning on the work switch. However, in such a technique, it is necessary to frequently depress the clutch pedal and turn on the auxiliary power take-off switch each time the auxiliary power take-out device is connected or disconnected.

Further, since the driver needs to perform the above-described clutch operation, such an operation is limited to the cab or the like, and the operation of connecting and disconnecting the auxiliary power take-out device cannot be performed from outside the cab. The driver must get on and off the cab each time to perform clutch operation and the like. Accordingly, there is a problem that the fatigue of the driver is large and the workability is inferior.

Further, a device has been proposed in which an electromagnetic clutch is interposed between the auxiliary power take-out device and the pump to electrically connect and disconnect the auxiliary power take-out device. In this device, however, a special mechanism is additionally provided. And there are problems with weight, cost, and installation space. Therefore, the present invention has been made in view of the above-described conventional problems, without adding a special mechanism,
The clutch operation for connecting and disconnecting the auxiliary power take-off device is reduced, and the auxiliary power take-off device can be connected and disconnected from outside the cab, reducing driver fatigue and improving workability. It is an object to solve the problems of weight, cost, and installation space.

[0009]

For this purpose, the invention according to claim 1 comprises an auxiliary power take-out gear arranged to be meshable with a drive gear connected to a counter shaft of a transmission;
An auxiliary power take-out actuator that operates to engage the auxiliary power take-off gear with the drive gear, and auxiliary power output means that is connected to the auxiliary power take-out gear and outputs power from the drive gear as auxiliary power. An auxiliary power take-out device for a transmission in a vehicle, a clutch operating actuator for connecting and disconnecting a clutch, a vehicle speed detecting means for detecting a vehicle speed, a shift position detecting means for detecting a shift position of the transmission, A clutch operating actuator for disengaging the clutch when the vehicle speed is 0 and the shift position is neutral based on detection signals output from the vehicle speed detecting means and the shift position detecting means in response to the take-out command, respectively. Drive the auxiliary power take-out gear to engage the drive gear after the clutch disengages. Drives the actuator, a first control means for driving the clutch operating actuator so as to connect the clutch auxiliary power feed gear after meshed with the driving gear, in response to the auxiliary power takeoff stop command,
An operation actuator is driven to disconnect the clutch, and after the clutch is disconnected, an auxiliary power take-off actuator is driven to release the engagement between the auxiliary power take-out gear and the drive gear, and the auxiliary power take-out gear and the drive gear are meshed. Second control means for driving a clutch operation actuator so as to connect the clutch after disengagement.

According to a second aspect of the present invention, there is provided a clutch including a clutch disengagement completion detecting means for detecting completion of disengagement of the clutch, wherein the control means controls the auxiliary power when the clutch disengagement completion detecting means detects the clutch disengagement completion. The take-out actuator is driven.

According to a third aspect of the present invention, there is provided an engagement completion detecting means for detecting the completion of the engagement between the auxiliary power take-out gear and the drive gear, and a mesh for detecting the completion of the release of the engagement between the auxiliary power take-off gear and the drive gear. And a control unit that controls the operation of the clutch operating actuator upon detection of engagement completion by the engagement completion detection unit and upon detection of engagement completion by the engagement release completion detection unit. Is driven.

According to a fourth aspect of the present invention, the control means includes:
When the clutch is disengaged in a state where the clutch is connected after the auxiliary power take-out gear is engaged with the drive gear, an auxiliary power take-out stop command is output.
The invention according to claim 5 is configured such that the clutch operation actuator is configured to gradually return the clutch to the connected state after driving the auxiliary power take-out actuator.

According to a sixth aspect of the present invention, a clutch operating actuator includes a connecting plate slidably connected to a pin fixed to a clutch pedal, and a cylinder for driving the connecting plate in response to an auxiliary power take-out command. And a groove is formed in the connecting plate along a moving path of the pin in accordance with the operation of the clutch pedal, and the pin is inserted into the groove.

According to a seventh aspect of the present invention, the clutch operation actuator includes a cylinder driven in response to an auxiliary power take-out command, and operates in conjunction with a clutch pedal to control the operation of the clutch pedal by hydraulic pressure. A first master cylinder that operates a clutch booster with the hydraulic pressure, a second master cylinder that operates in conjunction with the cylinder to convert the operation of the cylinder into a hydraulic pressure, and that operates the clutch booster with the hydraulic pressure, A switching means for selectively switching the path of the operating oil pressure of the clutch booster between the first master cylinder and the second master cylinder.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the attached drawings. FIG. 1 is a diagram schematically showing a system configuration of an auxiliary power take-out device (hereinafter, referred to as a PTO) of a transmission in a vehicle according to the present invention. FIG.
FIG. 3 is a configuration diagram of an engine equipped with a PTO.

In these figures, the power of the engine 10 is transmitted to a transmission 14 via a clutch 12, and the main power is taken out from a main power outlet 16 of the transmission 14, and the auxiliary power is An auxiliary power is taken out from the outlet 18. Auxiliary power outlet 18
Are connected to an auxiliary power take-out gear 22 via a PTO output shaft 20. Auxiliary power take-off gear 22
Is arranged so as to mesh with a drive gear 26 connected to a counter shaft 24 of the transmission 14, and is driven by an auxiliary power take-out actuator 28.
It is designed to mesh with. That is, the auxiliary power take-out gear 22 is connected to the actuator 28 via the shift fork 30 and the shift shaft 32.

The actuator 28 is constituted by an air cylinder, and an air passage is connected to an air pressure source 36 via a solenoid valve 34. The energizing circuit of the solenoid valve 34 includes:
As will be apparent from a PTO control circuit of FIG. 4 described later, the power supply is connected to a power supply 46 via a clutch switch 40, an auxiliary power take-out command switch (hereinafter, referred to as a PTO switch) 44, and the like. When the solenoid valve 34 is energized,
The air from the air pressure source 36 is supplied to the actuator 28, and the auxiliary power take-out gear 22 moves to the drive gear 26 side.

On the other hand, a clutch operating actuator 80 for connecting and disconnecting the clutch is provided. The clutch operating actuator 80 includes an air cylinder 81 and the like.
A speed control valve 83 is provided in an air passage connecting the solenoid valve 82 and one chamber A of the air cylinder 81 of the air cylinder 81 of the clutch operating actuator 80. Is interposed. The other chamber B of the air cylinder 81 is opened to the atmosphere via a speed control valve 84.

The solenoid valve 82 supplies the air from the air pressure source 36 to the chamber A of the air cylinder 81 via the speed control valve 83 when energized. Is discharged through a speed control valve 83. In this case, the inflow and outflow of air from the chambers A and B are performed slowly by the speed control valves 83 and 84.

The operating rod 81A of the air cylinder 81
Is connected to the clutch pedal 86 via a connecting plate 85. A groove 85A is formed in the connecting plate 85, and a pin 87 fixed to the clutch pedal 86 is slidably inserted into the groove 85A. That is, the groove 85A is formed along the direction in which the pin 87 moves with the operation of the clutch pedal 86. When the clutch pedal 86 is operated during normal vehicle operation, the pin 87 is inserted into the groove 85A.
To allow the operation of the clutch pedal 86. Also, when air is supplied to the chamber A of the air cylinder 81 and the operating rod 81A is contracted, the clutch pedal side end of the groove 85A engages with the pin 87, and moves the pin 87 downward, thereby causing the clutch 87 to move downward. The clutch is disengaged by operating the pedal 86 in a depressed state.

A master cylinder 88 is connected to the clutch pedal 86.
By driving the clutch 8, the clutch is disconnected or connected via the clutch booster 89 in accordance with the operation of the clutch pedal 86. Here, a vehicle speed sensor (speed sensor 61 and speed control unit 62) as vehicle speed detecting means for detecting a vehicle speed, a neutral switch 63 as shift position detecting means for detecting a shift position of the transmission 14, a clutch disengagement completion detection And a clutch switch 40 as a means.
When the vehicle speed is 0 and the shift position is neutral based on detection signals output from the vehicle speed sensor and the neutral switch 63 in response to an auxiliary power take-out command (PTO switch 44 ON) by the switch 44, the clutch is disengaged. The clutch operating actuator 80 is driven to disconnect, and after the clutch is disconnected, the auxiliary power take-off gear 2
A first drive unit drives an auxiliary power take-out actuator to engage the drive gear 26 with the drive gear 26, and drives a clutch operation actuator 80 to connect the clutch after engaging the auxiliary power take-off gear 22 with the drive gear.
In response to the auxiliary power take-off stop command (PTO switch 44 OFF) by the PTO switch 44, the clutch operating actuator 80 is driven to disconnect the clutch, and the auxiliary power take-off gear 22 is driven after the clutch is disconnected. A second drive for driving the auxiliary power take-out actuator 28 to release the engagement of the gear 26 and driving the clutch operation actuator 80 to connect the clutch after the release of the engagement between the auxiliary power take-off gear 22 and the drive gear 26. And control means, and a control circuit shown in FIG. 4 which constitutes the first and second control means is provided.

The control circuit includes the clutch switch 4
When the clutch disconnection is detected by 0, the auxiliary power take-out actuator 28 is driven.
Further, a first cylinder stroke switch 90 of an auxiliary power take-out actuator as a meshing completion detecting means for detecting the meshing completion of the auxiliary power take-out gear 22 and the drive gear 26, A second cylinder stroke switch 91 of an auxiliary power take-out actuator as an engagement release completion detecting means for detecting the completion of engagement release,
The control circuit includes a first cylinder stroke switch 9
The clutch operating actuator 80 is configured to be driven when the engagement completion is detected by zero and when the engagement release completion is detected by the second cylinder stroke switch 91.

The control circuit includes a clutch switch 40 and a PTO switch 4 provided in a conventional PTO control circuit.
4 and the like, a speed sensor 61, a speed control unit 62, a neutral switch 63, and a plurality of relays and diodes are provided. still,
1 and 4, reference numeral 92 denotes a standard PTO switch. Reference numeral 93 denotes a cab remote control panel, and 94 denotes a cab remote control panel. A PTO switch 44 and a pilot lamp 73 for notifying connection (ON) and disconnection (OFF) of the PTO are arranged respectively.

Reference numeral 74 denotes a relay box constituting a control circuit. Next, the control contents of the control circuit are shown in FIG.
And a flowchart of FIG. In this flowchart, in step 1 (abbreviated as S1 in the figure, the same applies hereinafter), it is determined whether the PTO switch 44 is ON or OFF. If the PTO switch 44 is OFF, the process returns to step 1; Then, the process proceeds to a step 2, wherein it is determined whether or not the vehicle speed is zero. If the vehicle speed is not 0, that is, if the vehicle is running, the process returns to step 1, and if the vehicle speed is 0, that is, the vehicle is stopped, the process proceeds to step 3.

In step 3, the shift position of the transmission 14 is neutral, that is, the neutral switch 63 is
It is determined whether or not N, and if not neutral,
Returning to the step, if neutral, proceed to step 4. In step 4, the clutch operation actuator 80 is operated, and the clutch is forcibly disengaged regardless of the operation of the clutch pedal 86. In step 5,
It is determined whether the clutch disconnection has been completed, that is, whether the clutch switch 40 has been turned on. If the clutch disconnection has been completed, the process proceeds to step 6; otherwise, the determination in step 5 is repeated. . In step 6, as described above, the actuator 28 operates to move the auxiliary power take-out gear 22 to the drive gear 26 side to engage. That is, the PTO is connected (ON).

Then, in step 7, it is determined whether or not the connection of the PTO has been completed, that is, whether or not the first stroke switch 90 has been turned ON. Then, the clutch operation actuator 80 is operated, and the clutch is forcibly connected regardless of the operation of the clutch pedal. Step 9
In this example, power is transmitted at the same time as the clutch is connected.

In the next step 10, the PTO switch 4
It is determined whether 4 remains ON or OFF.
If it remains ON, the process proceeds to step 11, and if it is switched OFF, the process proceeds to step 12. In step 11, it is determined whether or not the clutch pedal 86 has been depressed. If so, the process proceeds to step 12, and if not, the process proceeds to step 9, where the state of power transmission is maintained.

The flow after step 12 is the same as step 10
The case where the PTO switch 44 is turned off at step S11 and the case where the PTO is disconnected at step S11 when the clutch pedal 86 is depressed with the PTO switch 44 turned on. When the completion of clutch disconnection is confirmed in step 13, the PTO is disconnected in step 14, and
When the completion of PTO disconnection is confirmed in step 5, the clutch is connected in step 16.

The situation from step 11 to step 12 and on is when the shift operation of the transmission is erroneously performed at the time of connection of the PTO (accompanying the clutch disengagement operation).
In this situation, the PTO is set to the OFF state and the state is maintained for safety measures. next,
The specific operation of the control circuit when the above-mentioned PTO is ON and OFF will be described.

(When PTO is ON) The PTO switch 44 is turned on. 2. The electromagnetic valve 82 operates to send air to the air cylinder 81 that constitutes the clutch operating actuator 80 to disconnect the clutch. 3. The clutch switch 40 detects the clutch disengagement, the solenoid valve 34 operates, and the auxiliary power take-out actuator 28
Send air to the cylinder and connect the PTO.

4. The first stroke switch 90 is PT
When the O connection completion is detected, the electromagnetic valve 82 is turned off, and the clutch operating actuator 80 is operated to connect the clutch. The on-off speed of the clutch is controlled by speed control valves 83 and 84. (When PTO is OFF) The PTO switch 44 is turned off.

2. The electromagnetic valve 82 operates to send air to the air cylinder 81 that constitutes the clutch operating actuator 80 to disconnect the clutch. 3. The clutch switch 40 detects the clutch disconnection, the electromagnetic valve 34 is turned off, the cylinder of the auxiliary power take-out actuator 28 is also turned off, and the PTO is disconnected.

4. The disconnection of the PTO is detected by the second stroke switch 91, the solenoid valve 82 is operated, and the clutch operating actuator 80 is operated to connect the clutch.
According to the PTO having such a configuration, the clutch is disengaged when the vehicle speed is 0 and the shift position is neutral, which is a normal state when the vehicle stops, and the auxiliary power take-off gear 22 is connected to the drive gear 26 after the clutch disengages. The clutch is disengaged, the clutch is disengaged, and the clutch is disengaged. After disengagement of the clutch, the disengagement of the auxiliary power take-off gear 22 and the drive gear 26 is released. By providing the control circuit for connecting the clutch later, it is not necessary to frequently depress the clutch pedal and turn on the PTO switch each time the PTO connection / disconnection operation is performed.

Further, as the clutch operation in the cab becomes unnecessary, the operation for connecting and disconnecting the PTO is not limited to the cab or the like, but the operation for connecting and disconnecting the PTO can be performed from outside the cab. Therefore, the driver does not need to go on and off the cab each time to operate the clutch. Therefore, these can reduce driver fatigue,
Workability can be improved.

In particular, as described above, the driver does not need to perform the clutch operation due to the connection and disconnection of the PTO, so that the driver can concentrate on driving, and thus can run safely. In order to disengage the clutch before the auxiliary power take-out actuator 28 is driven, the driving gear 2
Even if the peaks of the gears of the auxiliary power take-out gear 22 are engaged with each other and do not mesh with each other, the gears 26 and 22 are engaged while the rotation of the drive gear 26 is stopped. It is possible to prevent the generation of an abnormal sound due to the collision and the gear wear due to the collision. In particular, since the clutch pedal 86 is gradually returned to the original position, the driving gear 2
6 and the auxiliary power take-out gear 22 can be engaged while rotating, and the engagement can be performed accurately.

Further, the device is greatly different from the device for electrically connecting and disconnecting the PTO by interposing an electromagnetic clutch between the PTO and the pump. The only difference is that no special device is used for connecting and disconnecting power, and only the electric control circuit is used. This is advantageous in terms of weight, cost, and installation space. Further, when the shift operation of the transmission 14 is performed by mistake when the PTO is connected (with the disengagement of the clutch), the PTO is turned off and the state is maintained, so that safety is ensured. Can be.

In the above-described embodiment, the clutch operating actuator 80 is constituted by the air cylinder 81 for directly operating the clutch pedal 86. The full cab having a space where the air cylinder 81 is provided on the clutch pedal 86 side. Can be implemented effectively. On the other hand, in a short cab having no space for providing an air cylinder on the clutch pedal side, the following configuration is desirable.

That is, in FIG. 1, the clutch operating actuator 95 is constituted by an air cylinder 96 and the like, and the clutch controlling solenoid valve 97 is provided in the air passage connecting the air pressure source 36 and one chamber A of the air cylinder 96. A speed control valve 98 is provided in an air passage connecting the electromagnetic valve 97 and the air cylinder 96. The other chamber B of the air cylinder 96 is open to the atmosphere via a speed control valve 99.

This configuration is similar to that of the clutch operating actuator 80 of the previous embodiment. In conjunction with the clutch pedal 86, the operation of the clutch pedal 86 is converted into a hydraulic pressure, and a master cylinder (first master cylinder) 88 that operates the clutch booster 89 by the hydraulic pressure is provided separately from a clutch operating actuator 95. A second master cylinder 100 is provided, which operates in conjunction with the air cylinder 96 to convert the operation of the air cylinder 96 into a hydraulic pressure, and activates the clutch booster 89 with the hydraulic pressure.

In this case, the operating rod 95A of the air cylinder 95 is connected to the operating rod 100A of the second master cylinder 100 via the connecting means 101. Further, the path of the operating hydraulic pressure of the clutch booster 89 is changed by the first master cylinder 88 and the second master cylinder 100.
And a solenoid valve 102 is provided as a switching means for selectively switching between the two.

The solenoid valve 102 has three ports ac, a port c is connected to a hydraulic passage connected to the first master cylinder 88, and a port b is connected to the second master cylinder 100. The hydraulic passage connected is connected, and the hydraulic passage connected to the clutch booster 89 is connected to the port c. Then, it selectively switches between a first switching position in which port a and port c are communicated to shut off port b, and a second switching position in which port b is communicated with port c to shut off port a. Can be That is, usually
The first switching position has been switched, and the path of the operating hydraulic pressure of the clutch booster 89 is switched to the first master cylinder 88. At the time of the PTO operation, the path is switched to the second switching position, and the path of the operating hydraulic pressure of the clutch booster 89 has been switched. Is switched to the second master cylinder 100.

Therefore, when the PTO is operated, the clutch operation is performed by the air cylinder 96 using the second master cylinder 100.
Can be performed. In the above embodiment, an example of application to the transmission PTO has been described. However, it is needless to say that the invention can also be applied to a full power PTO.

[0043]

As described above, according to the first aspect of the present invention, it is not necessary to frequently depress the clutch pedal and turn on the PTO switch each time the PTO is connected or disconnected. As the clutch operation in the cab becomes unnecessary, the operation for connecting and disconnecting the PTO is not limited to the cab or the like, but the PTO can be connected and disconnected from outside the cab. Since it is not necessary to perform the clutch operation or the like by getting on and off the cab each time, the fatigue of the driver can be reduced, the workability can be improved, and furthermore, the safe driving can be performed. Further, it is possible to prevent generation of abnormal sound and wear of the gears due to collision between the peaks of the gears of the drive gear and the auxiliary power take-out gear. Further, it is advantageous in terms of weight, cost, and installation space.

According to the second aspect of the present invention, the auxiliary power take-out actuator can be reliably driven after the clutch disengagement is completed. According to the invention according to claim 3,
After the completion of the engagement and the completion of the release of the engagement, it is possible to reliably drive the actuator for clutch operation. According to the fourth aspect of the present invention, when the shift operation of the transmission is performed by mistake when the PTO is connected (with the disengagement of the clutch), the PTO is turned off and the state is maintained. Safety can be ensured.

According to the fifth aspect of the invention, the driving gear and the auxiliary power take-out gear can be accurately engaged. According to the invention according to claim 6, the present invention can be effectively implemented in a full cab having a space for providing an auxiliary power take-out actuator on the clutch pedal side. According to the invention according to claim 7, the present invention can be effectively implemented in a short cab having no space for providing an auxiliary power take-out actuator on the clutch pedal side.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of an auxiliary power take-out device for a transmission in a vehicle according to the present invention;

FIG. 2 is a sectional view of a main part of the auxiliary power take-out device;

FIG. 3 is a configuration diagram of an engine equipped with an auxiliary power take-out device;

FIG. 4 is a control circuit diagram of the auxiliary power take-out device;

FIG. 5 is a flowchart for explaining the control contents of the control circuit according to the first embodiment;

FIG. 6 is a flowchart for explaining the control contents of the control circuit according to the first embodiment;

[Explanation of symbols]

 10 Engine 14 Transmission 22 Auxiliary Power Extraction Gear 26 Drive Gear 28 Auxiliary Power Extraction Actuator 40 Clutch Switch 44 PTO Switch 61 Speed Sensor 62 Speed Control Unit 63 Neutral Switch 80 Clutch Operation Actuator 81 Air Cylinder 82 Clutch Control Solenoid Valve 83 Speed control valve 84 speed control valve 86 clutch pedal 95 clutch operating actuator 96 air cylinder 98 speed control valve 99 speed control valve 100 second master cylinder 102 solenoid valve

Claims (7)

(57) [Claims] An auxiliary power take-out gear arranged to be meshable with a drive gear connected to a counter shaft of a transmission; an auxiliary power take-out actuator operable to mesh the auxiliary power take-off gear with the drive gear; An auxiliary power output device coupled to the power take-off gear and outputting power from the drive gear as auxiliary power, the auxiliary power take-out device for a transmission in a vehicle, comprising: An actuator, a vehicle speed detecting means for detecting a vehicle speed, a shift position detecting means for detecting a shift position of the transmission, and output from the vehicle speed detecting means and the shift position detecting means in response to an auxiliary power take-out command, respectively. When the vehicle speed is 0 and the shift position is neutral based on the detection signal, clutch operation is performed to disengage the clutch. Operating the actuating actuator, driving the auxiliary power take-out actuator to engage the auxiliary power take-off gear with the drive gear after the clutch is disconnected, and operating the clutch to connect the clutch after engaging the auxiliary power take-off gear with the drive gear. A first control means for driving an auxiliary actuator, and an operating actuator for disconnecting the clutch in response to an auxiliary power removal stop command. After the clutch is disconnected, the auxiliary power extraction gear and the drive gear are engaged. Second control means for driving the auxiliary power take-out actuator to release the clutch, and driving the clutch operation actuator to connect the clutch after the disengagement of the auxiliary power take-off gear and the drive gear. An auxiliary power take-out device for a transmission in a vehicle. 2. A clutch disengagement completion detecting means for detecting completion of disengagement of the clutch, wherein the control means drives an auxiliary power take-out actuator when clutch disengagement completion detection is detected by the clutch disengagement completion detecting means. The auxiliary power take-out device for a transmission in a vehicle according to claim 1, wherein: 3. An engagement completion detecting means for detecting completion of meshing between the auxiliary power take-off gear and the drive gear; and a mesh release completion detecting means for detecting completion of meshing of the auxiliary power take-out gear and the drive gear. Wherein the control means drives a clutch operation actuator when the meshing completion detecting means detects the meshing completion and the meshing cancellation completion detecting means detects the meshing cancellation completion. The auxiliary power take-out device for a transmission in a vehicle according to claim 1 or 2. 4. The control means outputs an auxiliary power take-out stop command when a clutch disengagement operation is performed in a state where a clutch is connected after the auxiliary power take-out gear is meshed with a drive gear. An auxiliary power take-out device for a transmission in a vehicle according to any one of claims 1 to 3. 5. The clutch operating device according to claim 1, wherein the clutch operating actuator is configured to gradually return the clutch to a connected state after driving the auxiliary power extracting actuator. Auxiliary power take-out device for a transmission in a vehicle according to Claim 1. 6. A clutch operating actuator includes a connecting plate slidably connected to a pin fixed to a clutch pedal, and a cylinder for driving the connecting plate in response to an auxiliary power take-out command. A groove is formed in the connecting plate along a moving path of the pin accompanying the operation of the clutch pedal,
2. A pin is inserted into the groove.
The auxiliary power take-out device for a transmission in a vehicle according to any one of the above-mentioned items. 7. The clutch operation actuator includes a cylinder driven in response to an auxiliary power take-out command, and is linked with a clutch pedal to convert the operation of the clutch pedal to a hydraulic pressure. A first master cylinder that operates a clutch booster by hydraulic pressure, a second master cylinder that operates in conjunction with the cylinder to convert the operation of the cylinder into hydraulic pressure, and that operates the clutch booster with the hydraulic pressure, and an operating hydraulic pressure of the clutch booster Switching means for selectively switching the first path to the first master cylinder and the second master cylinder.
5. The auxiliary power take-out device for a transmission in a vehicle according to any one of items 5.