JPH0448973Y2 - - 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 allows the power extraction operation to be performed with a single touch. The present invention relates to an engine power extraction device for a vehicle that is capable of performing power extraction operations safely and reliably even from a working position.

[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 that operates the engine power take-off device (hereinafter referred to as "RTO switch")
A semi-automatic method has been proposed that eliminates the complexity of electrically controlling the clutch by turning it on and off.

This conventional technology automatically engages and disengages the clutch and engages or disengages the power take-off shaft by one-touch operation of the PTO switch. For example, to operate the engine power take-off device, turn on the PTO switch while the vehicle is stopped, disengage the clutch, engage the power take-off shaft of the engine power take-off device with the countershaft of the transmission, and then This method extracts power from the engine by engaging the clutch again.

However, this prior art is based on the premise that in a vehicle equipped with an automatic transmission and an automatic clutch, the clutch is engaged and disconnected by an actuator controlled by a computer.

Therefore, in vehicles equipped with a manually operated transmission and clutch, the clutch is also connected and disconnected using the clutch pedal.
In this case, the above-mentioned prior art does not sufficiently disclose a solution thereto.

The present applicant and the same applicant have filed patent applications (Japanese Patent Application No. 61-209055, Japanese Unexamined Patent Application Publication No. 63-64820) at the same time. In a vehicle that is equipped with a first hydraulic system controlled by a clutch pedal and a second hydraulic system controlled by a control circuit as a means for controlling the clutch, the engine power take-off device is used. A method for programmatically controlling the engagement and disengagement of the clutch in accordance with the operation of the clutch has been disclosed.

That is, in the above patent application, when the transmission is in neutral and the clutch pedal is in the released state (clutch engaged), the PTO switch is turned on to engage the power take-off shaft, and the engine power take-off device is turned on. During operation, in addition to turning off the PTO switch, even when the clutch pedal is depressed, the power take-off shaft is immediately disengaged. As a result, the clutch pedal and the actuator can be used to control the engagement and disengagement of the clutch, and by giving priority to the operation of the clutch pedal, the operation of the engine power extraction device can be controlled safely and reliably.

[Problem that the invention attempts to solve]

However, in the above control system, after the control circuit sends out a control signal, there is no system for feeding back information as to whether or not the control system has performed an operation according to the control signal.

The present invention solves this problem by improving the relationship between the clutch engagement/disengagement control by operating the clutch pedal and the clutch engagement/disconnection control during the power extraction process in a vehicle equipped with a manually operated transmission and clutch. The engine power of the vehicle can be clearly defined and the status of the power take-off device can be accurately transmitted to the control circuit to operate the engine power take-off device safely and reliably even if other operations are performed from the driver's seat or working position. The purpose is to provide a take-out device.

[Means for solving problems]

The present invention provides a transmission with a 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,
In a vehicle engine power extraction device comprising a control circuit that programmatically controls the above-mentioned two connecting/disconnecting means according to input from an operating switch, the means for connecting/disconnecting the clutch includes a first fluid controlled by a clutch pedal. 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 to supply pressure to the clutch, wherein the power take-off shaft and the drive shaft are connected to each other. The control circuit includes a detection circuit that electrically detects whether the transmission is in the engaged or disengaged state and whose detection output is connected to the control circuit, and the control circuit is configured to detect whether the transmission is in the neutral position and the clutch pedal is not engaged. means for controlling the means for connecting and disconnecting the clutch on the condition that the clutch is released, and means for controlling the means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission based on the output of the detection circuit. It is characterized by

[Effect]

In this device, when the PTO switch is turned on to operate the engine power take-off device, the transmission is set to the neutral position, and the clutch pedal is released to confirm that the clutch is engaged, then the clutch is disengaged and the power take-off shaft is connected to the drive shaft of the transmission. The connection state of the power take-off shaft and the drive shaft of the transmission is confirmed by a detection circuit and output to a control circuit, which then automatically controls to engage the clutch again. In other words, the control system is configured as a closed loop, and the engine power take-off device can be operated safely and reliably with a one-touch operation of the PTO switch.

Further, when the PTO switch is turned off, the clutch is temporarily disconnected to disconnect the power take-off shaft and the drive shaft of the transmission. The disconnection state between the power output shaft and the drive shaft of the transmission is confirmed by the detection circuit and outputted to the control circuit, so that the control circuit can automatically control the clutch to be connected again. In this case as well, closed loop control is performed.

As a result, even if the PTP switch is installed in a position other than the driver's seat and the operation is different from that of the driver's seat, the engine power take-off device can be operated or stopped safely and reliably.

〔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 the power take-off (PTO), reference number 4
0 is the 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 the connection is controlled by a PTO connected to the vacuum tank 61. This is done via the disconnection solenoid valve 62.

The microprocessor 71 is connected to a plurality of PTO switches 81 and 82 via an input/output control device 72.
and a PTO disconnection solenoid valve 62 are connected.
The PTO switch is configured such that, for example, a PTO switch 81 is placed at the driver's seat, and a PTO switch 82 is placed at the working position.

As means for connecting and disconnecting the clutch 10, a first hydraulic system controlled by the clutch pedal 40 and a second hydraulic system controlled by the microprocessor 71 are provided, and these two hydraulic systems are switched to increase the pressure. This is a configuration for supplying to a doubler 51. That is, the first hydraulic system is a system that supplies the output hydraulic pressure of the master cylinder 53, which is linked to the operation of the clutch pedal 40, to the pressure multiplier 51 via the switching valve 54. The second hydraulic system transfers the output hydraulic pressure of the actuator 55 to the pressure multiplier 51 via the switching valve 54.
This is the system that supplies the

The drive control of the actuator 55 is performed by a clutch disconnection solenoid valve 6 connected to a vacuum tank 61.
3.

Further, the microprocessor 71 is connected to the clutch sensor 13, the transmission setting state detection sensor 23, and the clutch switch 4 via the input/output control device 72.
3. The clutch disconnection solenoid valve 63 is connected. The clutch switch 43 is configured to be turned on when the clutch pedal 40 is depressed and turned off when it is in a released state.

The feature of the present invention in this embodiment is that the power take-off section 30 is equipped with a PTO sensor 33 as a detection circuit for detecting whether the power take-off shaft 31 and the countershaft 21 are connected or disconnected. The output is connected to the microprocessor 71 via an input/output control device 72.
The PTO sensor 33 is a contact switch that detects the positional relationship between the power output shaft 31 and the countershaft 21.

When the PTO sensor 33 detects the contact state between the power take-off shaft 31 and the countershaft 21, a lamp or other display may be used to notify the operator that the power take-off operation is in progress.

The present invention realizes a device that can perform closed-loop system control with such a configuration, and can operate the power take-off section 30 safely, reliably, and automatically with one-touch operation of the PTO switch 81 or 82. do.

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.

When the PTO switch 81 or 82 is turned on, the clutch switch 43 detects whether the clutch pedal 40 is in the released state, and the transmission setting state detection sensor 23 detects whether the transmission 20 is in the neutral state. To detect.

When the clutch pedal 40 is not in the released state, that is, when the vehicle is running or in the middle of a gear change operation due to a power outage, or when the vehicle is stopped due to clutch disengagement, priority is given to clutch control operated by the driver. , PTO switch 81,
Disable 82 on. Further, when the transmission 20 is not in a neutral state, that is, when the vehicle is running or when the vehicle is about to run, the transmission 20
Even when the PTO switches 81 and 82 are shifted, the on state of the PTO switches 81 and 82 is disabled in order to give priority to the driver's will.

Therefore, the PTO switch 8 is activated only when the clutch pedal 40 is in the released state (clutch engaged) and the transmission 20 is in the neutral state.
1 and 82, and turn on the clutch connection/disconnection solenoid valve 63. When the clutch connection/disconnection electromagnetic valve 63 is turned on, the actuator 55 is actuated, which sends hydraulic pressure to the pressure multiplier 51 via the switching valve 54 to actuate the clutch cylinder 52 and disengage the clutch 10.

After confirming the disengagement of the clutch 10 using the clutch sensor 13, by turning on the PTO disconnection solenoid valve 62, the power take-off shaft 31 is connected to the clutch output shaft 22 via the countershaft 21, and the PTO sensor 33 is connected to the clutch output shaft 22 via the countershaft 21. This is confirmed by Once this is confirmed, the clutch connection/disconnection solenoid valve 63 is turned off and the actuator 55 is operated to gradually bring the clutch 10 into the engagement state.

The clutch sensor 13 confirms that the clutch 10 is engaged and the power extraction operation is started.

At this time, both the first hydraulic system controlled by the clutch pedal 40 and the second hydraulic system controlled by the actuator 55 are in a standby state in which no hydraulic pressure is generated, and the clutch 10 can be disengaged from either of them. Ready to supply hydraulic pressure.

FIG. 3 is a flowchart illustrating the procedure for stopping the power take-off section 30.

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

Normal power extraction operation is performed while the vehicle is stopped.
When the PTO switches 81 and 82 are on and the clutch pedal 40 is released, the power extraction operation continues.

When the PTO switches 81 and 82 are turned off in this state, the clutch connection/disconnection solenoid valve 63 is turned on and the actuator 55 is operated to disconnect the clutch 10. The clutch sensor 13 is a PTO
When it is detected that the clutch 10 is disconnected by turning off the switches 81 and 82, the PTO connection/disconnection solenoid valve 62 is turned off.

As a result, the power take-off shaft 31 is separated from the countershaft 21. When the PTO sensor 33 confirms this, if the clutch 10 is disconnected due to the PTO switches 81 and 82 being turned off, the clutch disconnection solenoid valve 63 is turned off, the clutch 10 is connected, and the clutch pedal 40 is operated. This enables clutch control by the first hydraulic system.

The clutch pedal 40 is pressed during rotation of the power take-off shaft.
is depressed and the clutch 10 is disengaged, the clutch switch 43 or clutch sensor 13 detects this and switches the PTO to give priority to the driver's operation.
Turn off the disconnection solenoid valve 62.

Thereby, the power take-off shaft 31 is separated from the countershaft 21, which is confirmed by the PTO sensor 33, and the vehicle can run.

With the above configuration, PTO switches 81 and 82
The engine power take-off device can be operated with a one-touch operation. Furthermore, even if the PTO switch 82 is located at a working position other than the driver's seat, priority is given to the operation of the clutch pedal 40, so safe and reliable operation can be achieved.

Here, since the PTO sensor 33 detects the positional relationship between the power take-off shaft 31 and the countershaft 21, it may be an optical sensor, an electromagnetic sensor, or any other sensor in addition to a contact switch.

[Effect of idea]

As explained above, this invention enables closed-loop control by inputting the status of the power take-off shaft into the control circuit, so the engine power take-off device can be operated safely and reliably even from a position other than the driver's seat. can be done. This has the effect of improving operability and reducing labor.

In addition, the operating conditions and stop conditions of the engine power take-off device are set to give priority to the driver's will, so even if the PTO switch operation is contrary to the driver's will, the engine power take-off device can be operated safely and reliably. Able to operate power take-off equipment.

[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. 10...Clutch (CL), 13...Clutch sensor, 20...Transmission (TM), 21...Counter shaft, 22...Clutch output shaft, 23...
Transmission setting state detection sensor, 30... Power take-off part (PTO), 31... Power take-off shaft, 33... PTO sensor, 40... Clutch pedal, 43... Clutch switch, 51... Pressure multiplier, 52...Clutch cylinder, 53...Master cylinder, 54
...Switching valve, 55...Actuator, 61...
Vacuum tank, 62...PTO disconnection solenoid valve,
63... Clutch connection/disconnection solenoid valve, 71... Microprocessor, 72... Input/output control device, 81,
82...PTO switch.

Claims (1)

[Scope of Claim for Utility Model Registration] (1) A transmission is provided with a power take-off shaft, a means for connecting and disconnecting the power take-off shaft to a drive shaft of the transmission, and a means for connecting and disconnecting a clutch on the input side of the transmission. and a control circuit for programmatically controlling the above-mentioned two connecting/disconnecting means in accordance with input from an operating switch, wherein the means for connecting/disconnecting the clutch is a first control circuit controlled by a clutch pedal. a fluid pressure system and a second fluid pressure system controlled by the control circuit, and includes means for switching between the two fluid pressure systems to supply pressure to the clutch, the power take-off shaft and the drive shaft. a detection circuit that electrically detects whether the transmission is in a connected or disconnected state and whose detection output is connected to the control circuit; Means for controlling the means for connecting and disconnecting the clutch on the condition that the clutch pedal is released, and controlling the means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission based on the output of the detection circuit. An engine power extraction device for a vehicle, comprising: (2) After confirming that the transmission is set to the neutral position and the clutch pedal is released by the ON input of the operation switch, the control circuit controls the second fluid pressure of the means for connecting and disconnecting the clutch. The clutch is disengaged by the system, and a connection command signal is sent to the means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission, and the detection output of the detection circuit indicates that the power take-off shaft and the drive shaft are in a connected state. The vehicle engine according to claim (1) of claim 1, further comprising means for directly controlling the clutch by means of a second fluid pressure system of the means for connecting and disconnecting the clutch after confirming that the clutch is connected and disconnected. Power take-off device. (3) The control circuit disconnects and disconnects the power take-off shaft from the drive shaft of the transmission by using a second fluid pressure system of the means for connecting and disconnecting the clutch in response to an off input from the operation switch. After confirming that the power take-off shaft and the drive shaft are in the disconnected state based on the detection output of the detection circuit, the second fluid pressure system of the means for connecting and disconnecting the clutch is transmitted to the means for connecting and disconnecting the clutch. An engine power take-off device for a vehicle according to claim 1 or 2, comprising means for directly controlling a clutch by means of a clutch.