JP3475599B2 - PTO control device for vehicles with automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a PTO for a vehicle equipped with an automatic transmission for controlling power take-off to a mounting device such as a pump mounted on the vehicle equipped with an automatic transmission. The present invention relates to a control device. 2. Description of the Related Art Some vehicles are equipped with a mounting device such as a crane or a pump that requires power during use. In many of such vehicles, when the bodywork device is used, power is taken out from an engine used for traveling. The power take-out device is a PTO device (Power Take Off). As vehicles equipped with automatic transmissions have become more widespread than passenger vehicles, vehicles equipped with automatic transmissions equipped with the above-mentioned mounting devices have been increasing. FIG. 3 shows a PTO in a vehicle equipped with an automatic transmission.
It is a block diagram showing an apparatus and its circumference. In FIG. 3, 11 is a PTO operation switch, 15 is an electromagnetic clutch,
20 is a shift lever, 21 is a shift lever position detecting device, 22 is an electromagnetic clutch control device, 23 is an engine,
4 is a power take-out mechanism, 25 is a bodywork, 26 is an automatic transmission, and 27 is a drive wheel. The system of the engine 23, the automatic transmission 26, and the drive wheels 27 is, of course, a system for transmitting power for running the vehicle. On the other hand, the system of the engine 23 → the power take-out mechanism 24 → the electromagnetic clutch 15 → the mounting device 25 is a system for transmitting power for operating the mounting device 25. Power is transmitted when the electromagnetic clutch 15 is connected, and the control is performed by the electromagnetic clutch control device 22. [0005] The bodywork device 25 such as a crane satisfies predetermined conditions such as that the vehicle is stopped and the shift lever is set to P (parking position) or N (neutral position). Operated in the state. The shift lever position detecting device 21 is specifically an inhibitor switch, which detects whether the shift lever 20 is at P, N, or any other position, and notifies the electromagnetic clutch control device 22 of it. . When the PTO operation switch 11 is turned on when predetermined conditions are satisfied, a signal for connecting the electromagnetic clutch 15 is issued from the electromagnetic clutch control device 22. FIG. 2 shows a conventional PTO for a vehicle equipped with an automatic transmission.
FIG. 3 is a circuit configuration diagram of a control device. The reference numerals correspond to those in FIG. 3, 1 is a battery, 2 is a fuse, 3 is a starter switch, 4 is an idle detection switch, 5 is an idle relay,
5-1 is an idle relay coil, 5-2 is an idle relay contact, 6 is an AT controller (AT: Automatic Transformer).
mission), 7 and 8 are diodes, 9 is an inhibitor switch, 9-1 to 9-3 are switches, 10 is a PTO relay, 10-1 is a PTO relay coil, and 10-2 is a PTO.
Relay contacts, 12 is an electromagnetic clutch relay, 12-1 is an electromagnetic clutch relay coil, 12-2 is an electromagnetic clutch relay contact, 13 is a PTO indicator lamp, 14 is a PT
An O indicator relay, 14-1 is a PTO indicator relay coil, and 14-2 is a PTO indicator relay contact. The idle detection switch 4 is a switch that is turned on when the engine enters an idle state. The idle relay 5 is a relay that energizes the idle relay coil 5-1 when an idle state is detected, and turns on the idle relay contact 5-2. The inhibitor switch 9 includes a plurality of switches, and is turned on in accordance with the shift position of the shift lever. For example,
When the switch is set to the position P, the switch 9-1 is turned on. Similarly, when the switch is set to the R or N position, the switch 9-2 or 9-3 is turned on. An ON signal of each of the inhibitor switches 9 is transmitted to the AT controller 6 and used for controlling an automatic transmission (not shown). The switches 9-1 and 9-3 corresponding to P and N pass through diodes 7 and 8 provided for blocking backflow, and are collectively connected to the PTO relay 10. When a current is applied to the PTO relay coil 10-1, the PTO relay 10 is turned on only when the power is turned on, and the PTO relay contact 10-2 is turned on if it is off. It is a relay that is defeated. The PTO operation switch 11 is turned on only during pressing, and returns to off when there is no pressing force.
This is a so-called self-return type switch. The PTO indicator lamp 13 is a lamp that indicates that power is being taken out via the electromagnetic clutch 15. Next, the operation will be described. When the electromagnetic clutch relay 12 is turned on, a current flows through a path of battery 1 → fuse 2 → electromagnetic clutch relay contact 12-2 → electromagnetic clutch 15, and the electromagnetic clutch 15 is operated. As a result, power is extracted from the engine to the bodywork. When the electromagnetic clutch relay 12 is turned on, P
Since current also flows through the TO indicator relay 14, P
The TO indicator lamp 13 lights up to indicate that power is being taken out. Therefore, if it is known when the electromagnetic clutch 15 is activated and when it is not activated, the operation of the PTO control device can be understood. The start of use of the body mounting device is performed with the vehicle stopped, the engine in an idle state, and the shift lever set to P or N. Since the engine is rotating, the contact of the starter switch 3 is, of course, in the ON position. In the idle state, the idle detection switch 4
Is turned on, the idle relay coil 5-1 is energized, and the idle relay contact 5-2 is turned on. When the shift lever is set to P or N, the switch 9-1 or 9-3 of the inhibitor switch 9 is turned on. Therefore, the voltage of the battery 1 is passed through the starter switch 3 and the inhibitor switch 9 and the PTO relay. It is applied to both ends of the contact 10-2. In this state, PT
When the O operation switch 11 is turned on, the battery 1 → the fuse 2 → the starter switch 3 → the idle relay contact 5-2
→ PTO relay coil 10-1 → PTO operation switch 1
1 when the current rises.
The O relay contact 10-2 is turned on. When the PTO relay contact 10-2 is turned on, the electromagnetic clutch relay coil 1
Since current flows through 2-1, the electromagnetic clutch relay contact 1
2-2 is turned on. As a result, the electromagnetic clutch 15 operates as described above. When the use of the bodywork device is finished and the power is to be taken out, the engine is returned to the idle state and the PTO operation switch 11 is turned on. By returning to the idle state, the idle relay contact 5-2 is turned on. However, when the PTO operation switch 11 is turned on in this state, a current flows through the PTO relay coil 10-1, and the PTO relay contact 10- 2 is turned off, and the electromagnetic clutch relay 12 is deenergized. The operation of the electromagnetic clutch 15 is stopped, and power transmission is stopped. Conventional documents relating to the PTO control device include, for example, Japanese Utility Model Laid-Open No. 63-184126,
No. 276827. The technology disclosed in Japanese Utility Model Laid-Open Publication No. 63-184126 discloses a technology in which the vehicle is driven with the PTO operation switch inadvertently turned on, the clutch is engaged when the vehicle is stopped by a signal or the like, and the gear is set to N (neutral). This is a solution to the disadvantage that the clutch operates. However, this relates to a vehicle having a clutch pedal (that is, a vehicle having a manual transmission), and not to a vehicle having an automatic transmission. [0014] The technology disclosed in Japanese Patent Application Laid-Open No. Hei 3-276827 discloses a PTO.
This is to solve the disadvantage that if the operation of the device is canceled by a manual switch and the driver forgets to turn off the vehicle and runs, the PTO device is activated. A vehicle speed detecting means is newly provided so that the PTO device is automatically turned off when the vehicle starts running. The PTO device disclosed in JP-A-3-276827 is applied to a vehicle equipped with an automatic transmission. However, since the power for the body mounting device is taken out from the transmission behind the torque converter, the PTO device is not used in the neutral position. Power cannot be taken out. On the other hand, in FIGS. 3 and 2 described above, the power is taken out before the torque converter (automatic transmission), so that the power can be taken out even in the neutral position. I have. (Problem to be Solved by the Invention) In the above-mentioned conventional PTO control apparatus for a vehicle equipped with an automatic transmission, if the PTO operation switch is turned on due to erroneous operation in an idle state, then the shift operation is performed. Lever is P
Alternatively, there has been a problem in that the electromagnetic clutch is operated at the stage of setting to N, and power is suddenly unintentionally taken out to the bodywork device. (Explanation of Problems) In the idling state, there is a case where the PTO operation switch is inadvertently touched in the cab. In such a case, in the circuit of FIG. 2, when the idle relay contact 5-2 is turned on (idle Because of the state)
Since the PTO operation switch 11 has been turned on, the PTO relay coil 10-1 is energized,
The PTO relay contact 10-2 is turned on (at first, the PTO relay contact 10-2 was off because the bodywork was not operated). At this time, if the shift lever is at a position other than P and N (for example, the position of R), since both the switches 9-1 and 9-3 of the inhibitor switch 9 are off, the PT
No current flows to the electromagnetic clutch relay coil 12-1 via the O relay contact 10-2. Therefore, the electromagnetic clutch 15 does not operate. However, when the shift is made to the position P or N in the subsequent operation, the switch 9-1 or 9-3 of the inhibitor switch 9 is turned on.
-2, a current flows through the electromagnetic clutch relay coil 12-1 to operate the electromagnetic clutch 15. Even though the driver does not intend to do so, power is extracted from the bodywork and suddenly starts to operate. [0018] In addition to the danger of starting operation when not intended, the power is applied in a state where the operation is not ready, thereby deteriorating or damaging mechanical parts related to the PTO device. Or the inconvenience of causing the error to occur. For example, if the bodywork is a fire pump,
Before you start it, fill the pump with water,
When activated, the rotation does not rise rapidly due to the resistance of the water. However, if activated when not in such preparation, the rotation of the pump will rise abnormally due to lack of water resistance, degrading or damaging mechanical parts. An object of the present invention is to solve the above problems. According to the present invention, there is provided an inhibitor switch having a switch which closes when a shift lever is set to a parking or neutral position, and a PTO relay coil. A PTO relay connected in series with an idle relay that turns on when the engine is in an idle state and a PTO operation switch of a self-recovery type, wherein when the PTO relay coil is energized, the PTO relay contact is tilted to the opposite side; An electromagnetic clutch relay that energizes an electromagnetic clutch relay coil via an inhibitor switch and the PTO relay; and an electromagnetic clutch that is activated when the electromagnetic clutch relay is energized and transmits power from the engine to the bodywork device. -Equipped PTO with automatic transmission
In the control device, a switching means that closes only when the shift lever is in the parking or neutral position is connected in series to the PTO relay coil. (Outline of the operation to be solved)
And in positions other than N, the switching means connected in series with the relay coil of the PTO relay is turned off. Therefore, even if the PTO operation switch is accidentally turned on due to an erroneous operation, the relay coil of the PTO relay is not energized, so that the PTO relay does not operate.
The relay contact does not turn on. Therefore, even if the shift lever is subsequently moved to P or N,
The TO relay is not energized, and the electromagnetic clutch that transmits power to the bodywork device does not operate. Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a circuit configuration diagram of a PTO control device for a vehicle equipped with an automatic transmission according to the present invention. Reference numerals correspond to those in FIG. 2, 16 is a first normally closed relay, 16-1 is a first normally closed relay coil, 16-2 is a first normally closed relay contact, 17 is a second normally closed relay, 17- 1 is a second normally closed relay coil, 17-2 is a second normally closed relay contact, and 18 is a switching means. Those having the same reference numerals as those in FIG. 2 have the same configuration and operate in the same manner, and therefore description thereof will be omitted. The configuration differs from the conventional example of FIG.
The point is that the switching means 18 is newly connected in series with the PTO relay coil 10-1. The switching means 18 is a switching means which is closed only when the shift lever is set to P or N, and can be constituted by two normally closed relays 16 and 17, for example. The second normally closed relay contact 17-2 is
The idle relay contact 5-2 and the PTO relay coil 10
It is connected in the path where the energizing current of the PTO relay 10 flows, such as between -1. One terminal of the second normally closed relay coil 17-1 is connected to the starter switch 3 via the first normally closed relay contact 16-2, and the other terminal is connected to ground.
One terminal of the first normally closed relay coil 16-1 is connected to switches 9-1 and 9-3 corresponding to P and N of the inhibitor switch 9 via diodes 7 and 8, and the other terminal is connected to the ground. Is done. Next, the role and operation of the switching means 18 will be described. The role of the switching means 18 is as long as the shift lever is not set to P or N.
Even if the PTO operation switch 11 is operated, the PTO relay 10 is not operated. Behavior
The case where the shift lever is set to P or N and the case where it is set to other positions will be described separately. In addition,
It is assumed that the PTO relay contact 10-2 is initially off. (1) When the shift lever is set to P or N When the shift lever is set to P or N, the switch 9-1 or 9-3 of the inhibitor switch 9 is turned on. The normally closed relay coil 16-1 includes: battery 1 → starter switch 3 → inhibitor switch 9 →
A current flows through the path of the diode 7 or 8. Then, the first normally closed relay contact 16-2 is turned off, and the second normally closed relay contact 16-2 is turned off.
No current flows through the normally closed relay coil 17-1. Therefore, the second normally closed relay contact 17-2 remains ON. In such a case, when the engine is idle (therefore, the idle relay contact 5-
2 is ON), and when the PTO operation switch 11 is pressed, the PTO
A current flows through the relay coil 10-1. Therefore, PTO
The relay contact 10-2 is turned on, and the battery 1 → starter switch 3 is connected to the electromagnetic clutch relay coil 12-1.
→ Inhibitor switch 9 → Diode 7 or 8 → P
A current flows through the path of the TO relay contact 10-2.
Such an operation is an operation performed when an attempt is made to use the PTO device. (2) When the shift lever is set to a position other than P and N When the shift lever is set to a position other than P and N (for example, the position of R), the switch 9-1 of the inhibitor switch 9 is set. And 9-3 are off. Therefore, no current flows through the first normally closed relay coil 16-1,
The first normally closed relay contact 16-2 remains on. Then, the second normally closed relay coil 17-1 has the battery 1 →
A current flows through a path from the starter switch 3 to the first normally closed relay contact 16-2, and the second normally closed relay contact 17-2 is turned off. In such a case, and when the engine is in an idle state (the idle relay contact 5-2 is on), even if the PTO operation switch 11 is inadvertently pressed due to an erroneous operation, the second normal operation is performed. Because the closed relay contact 17-2 is off, the PTO relay coil 10-1
No current flows through Therefore, the PTO relay contact 10-2 remains off. Thereafter, even if the shift lever is set to P or N and the switch 9-1 or 9-3 of the inhibitor switch 9 is turned on for the necessity of driving the vehicle,
No current flows through the electromagnetic clutch relay coil 12-1 (it did flow in the conventional example of FIG. 2). This is because the PTO relay contact 10-2 is off. Therefore, it is not possible to suddenly operate the electromagnetic clutch 15 at an unintended time and start taking out power to the body mounting device. In the above example, the switching means 18
Is configured by combining two normally-closed relays, but it is of course possible to configure using electronic switches such as transistors and thyristors. As described above, according to the PTO control apparatus for a vehicle equipped with an automatic transmission of the present invention, the switching means that closes only when the shift lever is set to P or N is provided by the PTO relay. When the shift lever is in a position other than P and N, the PTO operation switch is inadvertently turned on.
The O relay will not be activated. Therefore, even if the shift lever is subsequently set to P or N, the electromagnetic clutch relay is not energized through the PTO relay, and the electromagnetic clutch does not operate. Accordingly, it is possible to prevent the power from being suddenly started to be transmitted to the bodywork unintentionally.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a circuit configuration diagram of a PTO control device for a vehicle with an automatic transmission according to the present invention; FIG. 2 is a circuit configuration diagram of a conventional PTO control device for a vehicle with an automatic transmission; Block diagram showing a PTO device and its periphery in a vehicle equipped with an automatic transmission [Description of References] 1 ... Battery, 2 ... Fuse, 3 ... Starter switch,
4 ... Idle detection switch, 5 ... Idle relay, 6 ...
AT controller, 7, 8 diode, 9 inhibitor switch, 10 PTO relay, 11 PTO operation switch, 12 electromagnetic clutch relay, 13 PTO indicator lamp, 14 PTO indicator relay,
15: electromagnetic clutch, 16: first normally closed relay, 17: second normally closed relay, 18: switching means, 20: shift lever, 21: shift lever position detecting device, 22: electromagnetic clutch control device, 23: engine, 24: power take-out mechanism, 25: mounting device, 26: automatic transmission, 27: drive wheel

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Yasushi Suganuma, 8 Tsurana, Fujisawa City Inside Isuzu Engineering Co., Ltd. (56) References JP-A-1-2084831 (JP, A) JP-A-3-276827 ( JP, A) JP-A 5-89064 (JP, U) JP-A 63-184126 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 25/00-25/06 B60K 17/28

Claims (1)

(57) [Claim 1] An engine is idled in series with an inhibitor switch having a switch that closes when a shift lever is set to a parking or neutral position, and in series with a PTO relay coil. A PTO relay connected to an idle relay that is turned on when the PTO relay is turned on and a PTO operation switch of a self-recovery type, and the PTO relay contact is turned to the opposite side when the PTO relay coil is energized;
An electromagnetic clutch relay that energizes an electromagnetic clutch relay coil through the inhibitor switch and the PTO relay; and an electromagnetic clutch that is activated when the electromagnetic clutch relay is energized and transmits power from an engine to a bodywork device. In a PTO control apparatus for a vehicle equipped with an automatic transmission, switching means for closing only when a shift lever is in a parking or neutral position is connected in series to the PTO relay coil. PTO control device for vehicles with transmission.