JPH0427692Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial field of application] The present invention allows the operation switch for performing power extraction operation to be placed at a working position other than the driver's seat, and it can be operated safely and efficiently even from the working position. The present invention relates to an engine power extraction device for a vehicle that can reliably perform power extraction operations.

In particular, the present invention relates to an engine power extraction device for a vehicle in which a solenoid valve is used to switch between clutch engagement/disconnection control by operating a clutch pedal and clutch engagement/disconnection control during an automatic operation process of connecting/disconnecting a power extraction shaft.

[Conventional technology]

Vehicles equipped with special equipment driven by mechanical power generally derive the power for driving the special equipment from the engine. In this case, it is necessary to switch the power transmission system from the driving system to the special device drive system, and this switching operation is usually performed while the vehicle is stopped.

The switching operation that transmits engine power to such a special device involves connecting and disconnecting the power take-off shaft installed in the transmission to the drive shaft (countershaft) of the transmission in conjunction with the timing of engagement and disconnection of the clutch. This is done by an engine power take-off device.

The control of this engine power take-off device is known to have a manual mechanical configuration using links and levers, or a semi-automatic electric circuit configuration using switches, relays, solenoid valves, etc.

Manual mechanical configurations require the clutch to be disengaged (depressing the clutch pedal) each time the power take-off shaft is connected and disconnected, and this is useful when the engine power take-off device is frequently turned on and off. However, the clutch operation was extremely troublesome. Therefore, a switch (hereinafter referred to as "PTO switch") that operates the engine power take-off device is required.
Semi-automatic systems have come into use that eliminate the complexity of electrically controlling the connection and disconnection of the clutch by turning on the clutch.

The technique disclosed in Japanese Utility Model Application Publication No. 60-111720 will be described below as an example of an engine power extraction device having this electric circuit configuration.

In this conventional technology, power is extracted from the engine by engaging the power extraction shaft of the engine power extraction device with the countershaft of the transmission by one-touch operation of the PTO switch. is controlled to be performed after confirming that the vehicle is stopped and that the countershaft has stopped rotating.

This prior art technology automates the conventional clutch operation when turning on the engine power take-off device, and therefore allows the engine power take-off device to be turned on with a one-touch operation, which improves safety and transmission protection. Therefore, the system is configured to perform the process after detecting that the vehicle is stopped.

[Problem that the invention attempts to solve]

However, the technology disclosed herein is based on the premise that, in a vehicle equipped with an automatic transmission and an automatic clutch, the clutch is connected and disconnected by an actuator controlled by a computer. That is, when the vehicle is stopped, the transmission is automatically set to neutral and the clutch is engaged, so that the power extraction operation can be performed without any problem even with the control operation described above.

Therefore, in the above-mentioned prior art, it is not assumed that in a vehicle equipped with a manually operated transmission and clutch, the clutch pedal is also used to connect and disconnect the clutch.

For example, in such a manually operated vehicle, when the vehicle is stopped, the clutch and transmission are in the neutral state with the clutch engaged, and the clutch is disengaged (the transmission is optional). There is. In the latter case (particularly when the clutch is disengaged and the transmission gear is engaged) and the vehicle is stopped, the above control method will stop the countershaft from rotating and the PTO switch will need to be turned on. For example, the operation of meshing the power take-off shaft with the countershaft is started. However, the countershaft is meshed with the transmission gear of the traveling system, and the power take-off shaft cannot be meshed with the countershaft.

In this conventional technology, the relationship between the clutch engagement/disconnection control by operating the clutch pedal and the clutch engagement/disconnection control during the power extraction process is unclear. For example, the driver presses the clutch pedal to start the vehicle. If the PTO switch is turned on when the pedal is depressed and the transmission is moved from neutral to the drive position, contradictory control actions may occur. In this case, it becomes impossible to start the vehicle, and the engine power extraction device also becomes unable to operate. In some cases, the engine power take-off device also operates at the same time as the vehicle starts. In particular, if the PTO switch is installed in a location other than the driver's seat, the intentions of each operator may differ, which may lead to an inconvenient situation.

The present invention has been developed with a focus on these problems, and in vehicles equipped with a manually operated transmission and clutch, it is possible to control the engagement and disengagement of the clutch by operating the clutch pedal, and to control the engagement and disengagement of the clutch during the power extraction process. The purpose of the present invention is to provide an engine power take-off device for a vehicle that can switch between disconnection control and disconnection control using a solenoid valve, and can operate the engine power take-off device easily, safely and reliably from a working position other than the driver's seat. do.

[Means for Solving the Problems] The present invention provides a transmission with an auxiliary power take-off shaft, a means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission, and a clutch on the input side of the transmission. In the engine power extraction device for a vehicle, the means for connecting and disconnecting the clutch is provided with a means for connecting and disconnecting the clutch, and a control circuit that programmatically controls the above two means for connecting and disconnecting according to input from an operation switch (PTO switch). ,
a first fluid pressure system controlled by a clutch pedal and a second fluid pressure system controlled by the control circuit, and includes means for switching between the two fluid pressure systems to supply the clutch; It is characterized in that it includes a solenoid valve that selectively connects one of the two fluid pressure systems under the control of the control circuit.

[Effect]

In this invention, when the PTO switch is turned on and the engine power take-off device is operated, the transmission is set to the neutral position and the clutch pedal is released, and then the clutch is disengaged and the power take-off device is operated. Since the shaft is automatically connected to the drive shaft of the transmission and the clutch is engaged again, the engine power take-off device can be operated with a single touch of the PTO switch.

Also, if the engine power take-off device is in operation or
When the PTO switch is off and inactive,
The first fluid pressure system is activated. Therefore,
In addition to turning off the PTO switch, when the driver operates the clutch pedal, it can immediately stop the operation of the engine power take-off device.

As a result, even if the PTO switch is installed in a position other than the driver's seat, it is possible to drive the engine power take-off device.In addition, it is possible to drive the engine power take-off device even when the PTO switch is installed in a position other than the driver's seat. When the pedal is depressed, the operation of the engine power take-off device can be prohibited. Furthermore, even when the driver performs an operation to move the vehicle, the operation can be stopped.
To easily, safely and reliably operate or stop an engine power take-off device.

〔Example〕

Hereinafter, embodiments of the present invention will be explained based on the drawings.

FIG. 1 is a block diagram showing an embodiment of the present invention. In FIG. 1, reference number 10 is a clutch CL, reference number 20 is a transmission TM, reference number 30 is a power take-off section PTO, and reference number 40 is a clutch pedal.

The clutch 10 is controlled for engagement and disengagement by a clutch cylinder 52 operated by hydraulic pressure supplied via a pressure multiplier 51.

The power take-off section 30 is configured to take out engine power by connecting a power take-off shaft 31 to the clutch output shaft 22 via the countershaft 21 of the transmission 20, and its connection control is connected to the vacuum tank 61. This is done via the PTO disconnection solenoid valve 62.

A PTO disconnection solenoid valve 62 is connected to the microprocessor 71 via an input/output control device 72 .

In this embodiment, a plurality of PTO switches are arranged, and the PTO switch 81 is arranged at the driver's seat and the PTO switch 82 is arranged at the working position, and these are connected to the microprocessor 71 via the input/output control device 72.

As means for connecting and disconnecting the clutch 10, a first hydraulic system is controlled by a clutch pedal 40 and a master cylinder 53, and a second hydraulic system is controlled by a microprocessor 71, a solenoid valve 63 for clutch connection and disconnection, and an actuator 55. The pressure multiplier 51 is supplied with the two hydraulic systems switched by electromagnetic valves 56 and 57.

That is, the first hydraulic system is connected to the clutch pedal 4.
This system supplies the output hydraulic pressure of the master cylinder 53, which is linked to the operation of 0, to the pressure multiplier 51 via the electromagnetic valve 56. The second hydraulic system is a system that supplies the output hydraulic pressure of the actuator 55 to the pressure multiplier 51 via the electromagnetic valve 57.

The actuator 55 is driven and controlled by a clutch disconnection solenoid valve 6 connected to a vacuum tank 61.
3.

Furthermore, the microprocessor 71 is connected to the clutch sensor 13, transmission neutral detection sensor 23, and PTO sensor 3 via the input/output control device 72.
3. Clutch switch 43 and clutch disconnection solenoid valve 63 are connected. The clutch switch 43 is
It is configured to be turned on when the clutch pedal 40 is depressed and turned off when it is in the released state.

With this configuration, the present invention realizes a device that can operate the power take-off section 30 safely, reliably, and automatically by one-touch operation of the PTO switch 81 or 82.

A series of procedures at this time will be described below with reference to FIGS. 2 and 3.

FIG. 2 is a flowchart illustrating the procedure for operating the power take-off section 30.

Normally, the solenoid valve 56 is open and the solenoid valve 57 is closed, enabling the first hydraulic system that allows the clutch 10 to be connected or disconnected by operating the clutch pedal 40.

Here, when the PTO switch 81 or 82 is turned on, the clutch switch 43 detects whether or not the clutch pedal 40 is in the open state.
Further, a transmission neutral detection sensor 23 detects whether the transmission 20 is in a neutral state.

When the clutch pedal 40 is not in the open state, that is, when the vehicle is running or stopped and a gear change operation is in progress, or when the vehicle is stopped due to the clutch being disengaged, the PTO switches 81 and 82 are activated.
Disable on. Furthermore, when the transmission 20 is not in a neutral state, that is, when the vehicle is running or when the transmission 20 is shifted in an attempt to run, the PTO switches 81 and 82 are also disabled.

Therefore, the PTO switch 8 is activated only when the clutch pedal 40 is in the open state (clutch engaged) and the transmission 20 is in the neutral state.
1 and 82, close the solenoid valve 56, open the clutch disconnection solenoid valve 63, and then close the solenoid valve 57.
Open. Closing of the clutch connection/disconnection solenoid valve 63 activates the actuator 55, which sends hydraulic pressure to the pressure multiplier 51 via the solenoid valve 57 to operate the clutch cylinder 52 and disengage the clutch 10.

After confirming the disengagement of the clutch 10 using the clutch sensor 13, by opening the PTO disconnection solenoid valve 62, the power take-off shaft 31 is connected to the clutch output shaft 22 via the countershaft 21.
This is confirmed by the PTO sensor 33. Once this is confirmed, the clutch connection/disconnection solenoid valve 63 is closed and the actuator 55 is operated to close the clutch 1.
0 is gradually brought into contact.

The clutch sensor 13 confirms that the clutch 10 is engaged and the power take-off device starts operating, and the solenoid valve 57 is closed and the solenoid valve 56 is opened.
The clutch can be controlled by the first hydraulic system by operating the clutch pedal 40.

FIG. 3 is a flowchart illustrating the operation of stopping the power take-off section 30.

The microprocessor 71 monitors the PTO switches 81, 82 and the clutch sensor 13 while the power take-off section 30 is operating.

When the PTO switches 81 and 82 are turned off, the solenoid valve 56 is closed, and the solenoid valve 6 for clutch connection/disconnection is closed.
3 is opened, the solenoid valve 57 is opened, and the actuator 5 is opened.
5 to disengage the clutch 10. When the clutch sensor 13 detects that the clutch 10 is disengaged by turning off the PTO switches 81 and 82 or by depressing the clutch pedal 40, it closes the PTO disconnection solenoid valve 62.
As a result, the power take-off shaft 31 is connected to the clutch output shaft 2.
separated from 2. When the PTO sensor 33 confirms this, if the disengagement of the clutch 10 is due to the closing of the PTO switches 81 and 82, the solenoid valve 63 for clutch engagement/disconnection is closed to connect the clutch 10, and then the solenoid valve 57 is closed. Closed, the solenoid valve 56 is opened to enable clutch control by the first hydraulic system by operating the clutch pedal 40.

In this way, when the power take-off section 30 is in operation or
When PTO switches 81 and 82 are off and inactive, solenoid valve 56 is open and solenoid valve 57 is open.
Since the clutch 10 is closed, the clutch 10 can be connected or disconnected by operating the clutch pedal 40. Therefore, when the clutch pedal 40 is depressed while the power take-off section 30 is operating, the master cylinder 53,
Hydraulic pressure is supplied to the clutch cylinder 52 via the solenoid valve 56 and the pressure multiplier 51, the clutch 10 is disconnected, and the power take-off shaft 31 is immediately separated from the clutch output shaft 22, allowing the vehicle to run. I can do it.

Also, by turning on the PTO switches 81 and 82,
When the power take-off section 30 is in the middle of setting the operation, the hydraulic system that connects and disconnects the clutch 10 is on the actuator 55 side, so the clutch pedal 4
0 operation is not possible. However, if the clutch pedal 40 is depressed at this time, the clutch switch 43 detects this and interrupts the control program of the microprocessor 71. That is, the microprocessor 71 immediately stops the operation settings of the power take-off section 30 and closes the solenoid valve 5.
7 is closed, the solenoid valve 56 is opened, and the clutch pedal 4 is pressed.
Clutch control by the first hydraulic system is enabled by the operation of 0.

FIG. 4 is a flowchart illustrating the operation of the solenoid valves 56 and 57 in the procedure for operating the power take-off section 30 (FIG. 2).

In this way, the two electromagnetic valves 56 and 57 may be closed at the same time, but never open at the same time, so switching between the two hydraulic systems can be performed reliably.

FIG. 5 is a diagram showing an example of the structure of a solenoid valve that can switch between two hydraulic systems with one solenoid valve. The solenoid valve 58 replaces the two solenoid valves 56 and 57, and has two interlocking valves 101,
The two hydraulic systems are switched by raising and lowering 102.
That is, when the solenoid valve 58 is closed, the master cylinder 53
and the pressure multiplier 51 are connected to enable the first hydraulic system, and when the solenoid valve 58 is opened, the actuator 55 and the pressure multiplier 51 are connected to enable the second hydraulic system. be. The control operation of the device of the present invention using this electromagnetic valve 58 is basically the same as the control method using the two electromagnetic valves 56 and 57, so a description thereof will be omitted.

Although the above example describes an actuator that uses vacuum pressure, the present invention can be similarly implemented with an actuator that uses air pressure.

Further, in the above example, the fluid pressure system is a hydraulic system, but the present invention can be similarly implemented using a pneumatic system.

With the above configuration, PTO switches 81 and 82
The engine power take-off device can be operated with a single touch operation, and even if the PTO switch 82 is placed in a working position other than the driver's seat, the clutch pedal 4
Since the operation of 0 is given priority, safe and reliable operation can be achieved.

[Effect of idea]

As explained above, the present invention has the effect that the engine power extraction device can be operated by a one-touch operation even when not in the driver's seat, improving operability and reducing labor.

Further, since the operating conditions and stop conditions of the engine power extraction device are set to give priority to the driver's intention, the engine power extraction device can be operated safely and reliably.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the present invention. FIG. 2 is a flowchart explaining the operation of the present invention. FIG. 3 is a flowchart explaining the operation of the present invention. FIG. 4 is a flowchart explaining the operation of the solenoid valve. FIG. 5 is a diagram showing an example of the structure of a solenoid valve that can switch between two hydraulic systems with one solenoid valve. 10...Clutch (CL), 13...Clutch sensor, 20...Transmission (TM), 21...Counter shaft, 22...Clutch output shaft, 23...
Transmission neutral detection sensor, 30...Power takeoff section (PTO), 31...Power takeoff shaft, 33...
PTO sensor, 40...Clutch pedal, 43...
...Clutch switch, 51...Pressure multiplier, 5
2... Clutch cylinder, 53... Master cylinder, 55... Actuator, 56, 57, 58
... Solenoid valve, 61 ... Vacuum tank, 62 ...
...Solenoid valve for PTO connection/disconnection, 63...Solenoid valve for clutch connection/disconnection, 71...Microprocessor, 72...
Input/output control device, 81, 82...PTO switch.

Claims (1)

[Scope of Claim for Utility Model Registration] A transmission is provided with an auxiliary power take-off shaft, a means for connecting and disconnecting the power take-off shaft to a drive shaft of the transmission, a means for connecting and disconnecting a clutch on the input side of the transmission, A control circuit for programmatically controlling the above-mentioned two connecting/disconnecting means in accordance with an input from an operating switch. a pressure system and a second fluid pressure system controlled by the control circuit, and includes means for switching between the two fluid pressure systems and supplying the clutch to the clutch, the means controlling the two fluid pressure systems under the control of the control circuit. An engine power take-off device for a vehicle, comprising a solenoid valve for selectively connecting one side of a pressure system to a clutch device.