JP3018228B2 - Auxiliary power take-off device for manual transmission in vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to an automobile and the like.
The present invention relates to an auxiliary power take-out device for a manual transmission, and more particularly to a technique for improving the operability thereof.

[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, resulting in great driver fatigue, There is a problem that it is inferior.

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 separately added. And there are problems with weight, cost, and installation space. In view of the above problems, the present invention reduces the clutch operation for connecting and disconnecting the auxiliary power take-off device without adding a special mechanism, thereby reducing driver fatigue and workability. To improve, and
It is an object to solve the problems of weight, cost, and installation space.

[0008]

According to a first aspect of the present invention, an auxiliary power take-out gear and an auxiliary power take-out gear are provided so as to mesh with a drive gear connected to a counter shaft of a manual transmission. Manual gear shifting in a vehicle including: an auxiliary power take-out actuator that operates to mesh with a 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. A vehicle speed detecting means for detecting a vehicle speed; a shift position detecting means for detecting a shift position of the manual transmission; a clutch disengaging operation detecting means for detecting a clutch disengaging operation by a clutch pedal; Detection output in response to the power take-out command from the vehicle speed detection means, the shift position detection means, and the clutch depression detection means, respectively. Control means for driving an auxiliary power take-out actuator to engage the auxiliary power take-out gear with a drive gear when the vehicle speed is 0, the shift position is neutral, and a clutch disengagement operation is performed based on the It consisted of.

According to a second aspect of the present invention, in addition to the above configuration,
The control means includes a notifying means, based on a detection signal output from the clutch disengaging operation detecting means, when there is no clutch disengaging operation, until there is a clutch disengaging operation, there is no clutch disengaging operation. Is controlled by the notification means.

[0010]

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) for a manual transmission in a vehicle according to the present invention, FIG. 2 is a cross-sectional view of a main part of the PTO, and FIG. 1 is a configuration diagram of an engine on which a PTO is mounted.

In these figures, the power of an engine 10 is transmitted through a clutch 12 to a manual transmission (hereinafter simply referred to as a transmission).
14 ) and the transmission 1
The main power is taken out from the main power outlet 16 of the fourth power supply, and the auxiliary power is taken out from the auxiliary power outlet 18. The auxiliary power outlet 18 is connected to an auxiliary power output gear 22 via a PTO output shaft 20. The 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.
The drive gear 8 meshes with the drive gear 26. That is, the auxiliary power take-out gear 22 is connected to the shift fork 3
0, which is connected to the actuator 28 via 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 shown in FIG. 4, which will be described later, it is connected to a power supply 46 via a clutch switch 40, a PTO relay 42, an auxiliary power take-out command switch (hereinafter, referred to as a PTO switch) 44, and the like. Note that diodes 50, 52, 54, and 56 are provided at one ends of the clutch switch 40 and the PTO switch 44, respectively. When the solenoid valve 34 is energized, 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.

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, A clutch switch 40 as clutch disengagement operation detecting means for detecting a clutch disengagement operation by the pedal, and in response to an auxiliary power removal command from the PTO switch 44, the vehicle speed sensor, the neutral switch 63, and the clutch switch 40 Based on the signals output respectively, when the vehicle speed is 0, the shift position is neutral, and there is a clutch disengagement operation,
A control circuit shown in FIG. 4 is provided as control means for driving the auxiliary power take-out actuator 28 to engage the auxiliary power take-out gear 22 with the drive gear 26.

Further, an alarm buzzer 64 is provided as a notifying means. Based on a detection signal output from the clutch switch 40, when there is no clutch disengagement operation, the control circuit operates until the clutch disengagement operation is performed. The alarm buzzer 64 is configured to perform control for notifying that there is no disconnection operation. Such a control circuit is a conventional PT
Clutch switch 40 provided in O control circuit, PTO
In addition to the relay 42, the PTO switch 44, the holding relay 48, and the relay 65, a speed sensor 61, a speed control unit 62, a neutral switch 63, a relay 66, a relay 67, a relay 68, a diode 69,
70, 71, and 72 are provided.

Reference numeral 73 denotes a pilot lamp for notifying connection (ON) and disconnection (OFF) of the PTO. In FIG. 1, reference numeral 74 denotes a relay box constituting a control circuit, and reference numeral 75 denotes an in-cab operation switch. Next, the control contents of the control circuit will be described with reference to the flowchart of FIG.

In this flowchart, step 1
(In the figure, abbreviated as S1; the same applies hereinafter), it is determined whether the PTO switch 44 is ON or OFF,
If it is OFF, the process proceeds to step 2 and the PTO is disconnected. If it is ON, the process proceeds to step 3, where 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 proceeds to step 2, and the vehicle speed is 0, that is,
If the vehicle is stopped, go to step 4.

In step 4, 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,
Proceed to step 2 and if neutral, step 5
Proceed to. In step 5, it is determined whether or not a clutch disconnection operation has been performed by the clutch pedal, that is, whether or not the clutch switch 40 has been once turned on. If the clutch is not depressed and there is no clutch disengagement operation, the routine proceeds to step 9.

In step 6, as described above, the actuator 28 is operated to move the auxiliary power take-off gear 22 to the drive gear 26 side and mesh therewith. That is, PT
O is connected (ON). Then, in step 8, when the foot is released from the clutch pedal, the clutch is connected and power is transmitted at the same time.

In the next step 9, the PTO switch 44
Is determined to be ON or OFF.
If N, the power transmission state is maintained in step 8. If it is turned off, the process proceeds to step 2,
After the PTO is disconnected, the process returns to step 1. On the other hand, in step 7 after it is determined in step 5 that the clutch pedal has not been depressed and there has been no clutch disconnection operation,
The alarm buzzer 64 is turned on to notify that there is no clutch disconnection operation, and this notification is continued until it is determined in step 5 that the clutch disconnection operation has occurred.

The situation from step 5 to step 7 is as follows:
When the vehicle is stopped, the transmission gear is in neutral, and release the clutch pedal to leave the clutch connected.
This is a state in which the vehicle is stopped by running due to inertia, and in this state, the PTO is not turned on for safety measures of the PTO. Accordingly, when the alarm buzzer 64 is activated in step 7 as described above, the PTO can be connected by depressing the clutch pedal to proceed to step 6.

Next, the operation and state of each element such as a relay of the control circuit at the time of controlling the PTO will be described with reference to FIG. FIG. 4 shows a state in which the key switch is ON and the PT
The O switch 44 is OFF, the clutch pedal is not depressed, the clutch switch 40 is OFF, and the neutral switch 63 is ON (state 1).

When the PTO is connected, the PTO switch 44 is turned on from the state 1 in FIG. 4, the clutch switch 40 is turned on by depressing the clutch pedal, the transmission is neutralized, and the neutral switch 63 is turned on (state 2). ). In this case, when the clutch switch 40 is turned on,
The contact A of the relay 42 is opened, and the clutch switch circuit is turned off.

When the clutch pedal 40 is turned off by connecting the clutch pedal from the state 2, the work is enabled by turning on the PTO (state 3). In this state 3, the solenoid valve 34 is turned on (PTO is turned on). From state 3,
Depress the clutch pedal to turn on the clutch switch 40,
When the neutral switch 63 is turned off by a gear shift of the transmission (except for the neutral position), the contacts A and B of the relay 66 are opened, the contact B of the relay 42 is closed, and the contact A is opened (state 4). ).

In this state 4, the solenoid valve 34 is turned off (PTO is turned off). In the traveling state, when the clutch switch 40 is turned on by depressing the clutch pedal and the transmission gear is returned to the neutral position (when the gear shifts to the neutral position by the shift operation), the contact A and the contact B of the relay 67 are opened ( State 5). In this state 5, the solenoid valve 34
Is OFF (PTO is OFF).

When the transmission gear is neutral and the clutch is engaged and the vehicle stops after coasting, the contact A of the relay 42 is opened, the contact A of the relay 48 is opened, and the solenoid valve 34 is turned off. , PTO does not turn ON and O
The state becomes FF (state 6). Next, as an example of a vehicle equipped with such a PTO, a method of operating the PTO will be described by taking a garbage truck as an example. When the PTO switch 44 is turned ON, the foot is released from the clutch pedal and the PTO is connected (ON) at the same time.
Power is transmitted.

When the loading of the refuse is completed and the transmission gear is shifted to a position other than neutral to move the refuse collection vehicle, the PTO is automatically cut off (OFF). Also, during traveling of the garbage truck, PTO and ON are not turned on even if the transmission is in the neutral position. According to the auxiliary power take-off device having such a configuration, the PTO is operated under the condition that the vehicle is stopped, the shift gear is in neutral, and the clutch is disengaged by the operation of the transmission and the clutch, which are operations normally performed when the vehicle is stopped. By providing the control circuit for connection (ON), the operation of the transmission and the clutch required when the vehicle is stopped can be shared with the operation of the auxiliary power take-off device, In addition to the clutch operation when the vehicle is stopped, it is not necessary to frequently perform the operation of depressing the clutch pedal each time to turn on the auxiliary power take-off switch, thereby reducing driver fatigue.
Workability can also be improved.

In particular, as described above, the driver does not need to perform a clutch operation different from the clutch operation when the vehicle is stopped because of the connection and disconnection of the PTO. Traveling becomes possible. Furthermore, a major difference from a device that electrically connects and disconnects the auxiliary power take-out device by interposing an electromagnetic clutch between the auxiliary power take-out device and the pump is that no special device is used for connecting and disconnecting the power. The power is connected and disconnected only by the operation of the control circuit, which is advantageous in weight, cost, and installation space.

Further, since the PTO is connected on the premise that the clutch is depressed when the vehicle is stopped, as described above, the transmission gear connects the clutch with neutral,
When the vehicle stops after coasting, PTO does not turn on,
TO safety can be ensured. In addition, in such a situation, that is, when the transmission gear is neutral and the clutch is engaged and stopped after coasting, if the PTO does not turn on, this is reported by the alarm buzzer 64 to prompt the clutch to be disengaged. Therefore, the PTO can be quickly turned on by quickly coping with the situation.

[0029]

As described above, according to the first aspect of the present invention, the operation of the manual transmission and the clutch required when the vehicle is stopped can be shared with the connection operation of the auxiliary power take-out device. When connecting the power take-off device, apart from the clutch operation when the vehicle is stopped, it is not necessary to frequently depress the clutch pedal and turn on the auxiliary power take-off switch each time, thereby reducing driver fatigue. In addition, the workability can be improved, the driver can concentrate on driving, and the vehicle can be driven safely, and the auxiliary power take-out device is connected on the assumption that the clutch is depressed when the vehicle stops. For example, if the transmission gear is neutral and the clutch is engaged, and the vehicle stops after coasting, the auxiliary power take-out device is not connected, and the safety of the auxiliary power take-out device is ensured. Bets can be, moreover, it is not necessary to use a special device to disconnection of the power, weight, cost, is advantageous in terms of installation space.

According to the second aspect of the present invention, when the clutch disengaging operation at the time of stopping the vehicle, which is a prerequisite for connecting the auxiliary power take-off device, is not performed, the disengaging operation of the clutch is prompted by the notification by the notification means. Therefore, the auxiliary power take-out device can be quickly connected.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of an auxiliary power take-out device for a manual 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;

[Explanation of symbols]

Reference Signs List 10 engine 14 manual transmission 22 auxiliary power take-out gear 26 drive gear 28 auxiliary power take-out actuator 40 clutch switch 44 PTO switch 61 speed sensor 62 speed control unit 63 neutral switch 64 alarm buzzer

Claims (2)

(57) [Claims] An auxiliary power take-off gear arranged to mesh with a drive gear connected to a counter shaft of a manual transmission; an auxiliary power take-off actuator operative to engage the auxiliary power take-off gear with the drive gear; An auxiliary power output device coupled to the auxiliary power take-off gear and outputting power from the drive gear as auxiliary power; and an auxiliary power take-out device for a manual transmission in a vehicle, the vehicle speed detecting means detecting a vehicle speed. Shift position detection means for detecting a shift position of the manual transmission; clutch disengagement operation detection means for detecting a clutch disengagement operation by a clutch pedal; vehicle speed detection means in response to an auxiliary power removal command; The vehicle speed is 0 and the shift position is new based on the detection signals output from the detecting means and the clutch depression detecting means, respectively. Lal manually and when there clutch disengaging operation, the vehicle, characterized in that a control means for driving the auxiliary power takeoff actuator to engage the auxiliary power feed gear with the drive gear, which is configured to include, <br/> Auxiliary power take-out device for transmission. 2. The control device according to claim 1, further comprising: a notifying device. The control device performs a clutch disengaging operation based on a detection signal output from the clutch disengaging operation detecting device when there is no clutch disengaging operation. 2. The auxiliary power take-out device for a manual transmission in a vehicle according to claim 1, wherein a control is performed to notify the absence of a clutch disengagement operation by the notification means until there is.