JPH0522605B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is applicable to environmental hygiene vehicles, dump trucks, mixer trucks,
A specially equipped vehicle such as a fire engine, especially a power device that provides power to a mechanical device installed on the vehicle, and a power extraction device that extracts the engine power of the vehicle from an automatic transmission and transmits the power to the power device when the vehicle is stopped.
an electric control device having a manual open/close switch and capable of electrically controlling the operation of the power plant when connected to a power source by the switch; The present invention relates to a specially equipped vehicle equipped with an idle up mechanism that has an electromagnetic actuator that is energized and operates, and that increases engine rotation by a predetermined amount by operating the electromagnetic actuator.

[Prior art and its problems]

Conventionally, in the special purpose vehicle described above, the electric control device and the power source are directly connected. For this reason,
As long as the electrical control unit is connected to the power source by the switch, the idle up mechanism continues to operate. Therefore, when the automatic transmission is shifted to the travel range in such a state, a large shift shock occurs. Note that if the power to the electric control device is cut off using the above switch, the idle-up mechanism will automatically deactivate, so even if the automatic transmission is shifted to the driving range in such a state, a large shift shock will not occur. do not have.

[Means for solving problems]

In order to solve the above-mentioned problems, the present invention provides the above-mentioned specially equipped vehicle with an intermittent device that interrupts the energization only when the automatic transmission is shifted to the driving range in the energization circuit of the electromagnetic actuator.

[Action/effect of the invention]

As a result, in the present invention, even if the automatic transmission is shifted to the driving range when the idle-up mechanism is in operation, the disconnection device can cut off the power to the electromagnetic actuator and deactivate the idle-up mechanism. The engine rotation can be kept at a normal low rotation speed, and the shock during shifting can be reduced.

〔Example〕

An embodiment of the present invention will be described below based on the drawings. FIG. 1 schematically shows the power transmission system and control system of a specially equipped vehicle according to the present invention, and the power transmission system includes an engine A, an automatic transmission B, and a power extraction system for extracting engine power from the automatic transmission B. Equipment (P.
TO) C, and a power device D that is driven by the power from the power extraction device C to provide power to a mechanical device E installed on the vehicle. an electric control device F for electrically controlling the operation of D; and an engine A
It is comprised of an idle up mechanism G that increases the rotation of the engine by a predetermined amount. The engine A, the automatic transmission B, the power plant D, the mechanical device E, the electric control device F, and the idle-up mechanism G are each known per se.

As shown in FIGS. 1 and 2, the power take-off device C is an output shaft b of a planetary gear device b1 that functions as an overdrive device in the automatic transmission B.
A drive gear 11 is provided on the outer periphery of a clutch drum b3 connected to a clutch drum b3 connected to A driven gear 14 that meshes with the driven gear 14, a shift fork 15 that pushes the driven gear 14, and a casing 12 that pivotally supports the shift fork 15.
A shaft 16 that is slidably supported in the axial direction and moves together with the shift fork 15, and a drive device 20 that reciprocates the shaft 16 in the axial direction.
and a control circuit 30 that controls the operation of this drive device 20. Note that if the shift lever (not shown) of the automatic transmission B is shifted to a neutral range such as a neutral position or a parking position, the clutch drum b3 is rotated by the engine A even when stopped, and is rotated by the forward drive. If it is shifted to a driving range such as position or reverse position, it is a member that is stopped when stopped.

The drive device 20 includes an EDI motor 21 and this EDI
An arm 22 rotated by a motor 21, and a push-pull cable (or rod) 23 provided between the tip of this arm 22 and the left end of the shaft 16.
And this push-pull cable (or rod) 2
3 and a coil spring 24 interposed therein. The EDI motor 21 is known per se, and as shown in FIG.
1a, an energizing ring 21b rotated counterclockwise in the drawing by this motor 21a, and this ring 2
Contacts 21c, 21b, 2 interrupted by 1b
1e, and the contact 21e is grounded. In addition, the drive gear 11 and the driven gear 14
The engagement can be confirmed by the shaft 16 operating the switch 91 and the lamp 92 lighting up (see FIG. 2).

The control circuit 30, as shown in FIG.
PTO switch 31 and three relays 32, 33,
34, and an AT position switch 35. The PTO switch 31 is a manual open/close switch having a pilot lamp 31a, and can connect and disconnect the lead wires L1 and L2. The relay 32 has a coil 32a that is energized when the normally open contact 41a of the parking brake switch 41, which is connected to the battery power source 80 via the lamp 42 and the ignition switch IG, is closed by the activation of the parking brake. Open contact 32
b, and when the coil 32a is energized, the normally open contact 32b closes to connect the lead wires L1 and L3. The relay 33 includes a coil 33a connected to the lead wire L1, a pair of interlocking switching contacts 33b,
33c, when the coil 33a is de-energized, the lead wires L1, L4, L5 are separated and the lead wire L5 is grounded, and when the coil 33a is energized, the lead wires L1, L4, L5 are connected. The relay 34 has a coil 34a connected to the lead wire L2.
and a switching contact 34b, and a coil 34a.
When the coil 34a is not energized, the lead wire L1 is connected to L6, and when the coil 34a is energized, the lead wire L1 is connected to L7.
Connect to. Note that the lead wire L6 is connected to the contact 21c of the EDIC motor 21, and the lead wire L7
is connected to the contact 21d of the EDIC motor 21.

AT position switch 35 is automatic transmission B
It operates in conjunction with the shift lever (not shown), and when the shift lever is in the neutral (N) position, it is the N contact, when it is in the Parking (P) position, it is the P contact, and when it is in the Reverse (R) position, it is the P contact. At the r contact,
It also has a movable contact 35a that is connected to the d contact when it is in the forward (D, 1 or 2) position, and when the movable contact 35a is connected to the n and p contacts, the lead wire Lo is connected to L8, When the movable contact 35a is connected to the r contact, the lead wire
Lo is connected to L9, and when the movable contact 35a is connected to the d contact, the lead wire Lo is connected to L3. The lead wire Lo is connected to a battery power source 80 via an ignition switch IG, and the lead wire L9 is grounded via a back clamp 71.

On the other hand, as shown in FIG. 2, the idle up mechanism G is automatically energized and activated when the manual open/close main switch F1 of the electric control device F is operated and connected to the closed battery power source 80. A rotary solenoid 51 and an arm 52 that is swung by a predetermined angle by the rotary solenoid 51.
It has a wire 53 that transmits the swinging motion of the arm 52 to a part of the accelerator linkage 60 (lever 61), and when the rotary solenoid 51 is activated and the arm 52 swings by a predetermined angle, the lever 61 moves by a predetermined amount. The rotation of the engine A is increased by a predetermined amount. Note that when the rotary solenoid 51 is de-energized, it returns to the original position shown in the drawing by the action of a return spring (not shown).

In this embodiment configured as above,
A state in which the movable contact 35a of the AT position switch 35 is connected to the d contact and the parking brake switch 41 is closed (the vehicle is stopped, the shift lever is in the forward position, and the clutch drum b1 of the automatic transmission B is stopped). state)
When the PTO switch 31 is operated and closed, the lead wires Lo, L3, L1, and L7 are connected, and
The lead wire L1 is connected to L4 and L5, and the motor 21a of the EDIC motor 21 is driven to rotate.
b rotates counterclockwise. Thus, ring 2
When 1b rotates 180 degrees, the contacts 21d and 21e are cut off by the notch in the ring 21b, cutting off the current flow to the lead wires Lo, L3, L1, and L7.
The relay 33 is as shown in Figure 3 and the lead wire L
1, L4, and L5 are separated, and the lead wire L5 is grounded, so that the motor 21a is stopped and fixed. During this time, in the drive device 20, the arm 22
1b, it is rotated 180 degrees counterclockwise, and this is transmitted to the shaft 16 via the push-pull cable (or rod) 23 and coil spring 24, so the shaft 16 and shift fork 15
moves to the right to shift driven gear 14 to drive gear 11.
mesh. At this time, the drive gear 11
Since the gears are stopped, no meshing noise is generated, and even if the driven gear 14 and the drive gear 11 do not mesh, the coil spring 24 is compressed and continues to elastically press the driven gear 14 against the drive gear 11. Therefore, the driven gear 14 and the drive gear 11 are automatically engaged by the action of the coil spring 24 at the moment when the drive gear 11 starts rotating by shifting the shift lever from the forward position to the neutral position or the parking position.

In this state, when the PTO switch 31 is operated and opened, the lead wires Lo, L3, L1, and L6 are connected, and the lead wire L1 is connected to L4 and L5, and the motor 21a of the EDIC motor 21 is driven to rotate. The stop ring 21b rotates counterclockwise.
Thus, when the ring 21b rotates 180 degrees, the contact 21 is opened by the cutout of the ring 21b as shown in the figure.
The connection between c and 21e is broken and the lead wires Lo, L3,
The energization of L1 and L6 is cut off, and the relay 33 is switched to the third
As shown in the figure, the lead wires L1, L4, and L5 are separated, and the lead wire L5 is grounded, and the motor 2
1a is stopped and fixed. During this time, the arm 22 in the drive device 20 is rotated 180 degrees counterclockwise like the ring 21b, and this causes the push-pull cable (or rod) 23 and the coil spring 2
4 to the shaft 16, the shaft 16 and shift fork 15 move to the left to disengage the driven gear 14 from the drive gear 11.

Further, in this embodiment, as described above, when the vehicle is in a stopped state and the shift lever is in the forward position, the driven gear 14 and the drive gear 1
1 is engaged, when the shift lever is shifted to the neutral position or the parking position, the clutch drum b1 of the automatic transmission B becomes rotated by the engine A, and the automatic transmission B outputs power. The power of engine A is transmitted to power plant D via device C, and the lead wire Lo is connected to L.
8 and the electric control device F is connected to the battery power supply 8.
Connected to 0. Therefore, when the switch F1 of the electric control device F is turned on in this state, the idle up mechanism G is automatically operated to increase the rotation of the engine A by a predetermined amount, and the electric control device F also controls the power plant D. The operation can now be controlled and the mechanical device E can be driven appropriately, and when the switch F1 of the electric control device F is turned off, the idle-up mechanism G is automatically deactivated and the rotation of the engine A is stopped. becomes the normal low rotation, and the electric control device F cannot control the operation of the power plant D. However, in this state, the AT position switch 35
Since the connection between Lo and L3 is broken, even if the PTO switch 31 is operated, the EDIC motor 21 will not operate and the driven gear 14 cannot be moved. Therefore, when the driven gear 14 meshes with the rotating drive gear 11, no jerky operation occurs, and it is possible to prevent meshing noise from occurring.

By the way, in a vehicle in such a state, when the shift lever is shifted to the forward position or reverse position, the connection between the lead wires Lo and L8 is cut off at the AT position switch 35, and the switch F1 of the electric control device F is turned on/off. Power to the electric control device F is cut off regardless of the state. Therefore, if the switch F1 of the electric control device F is turned on and the idle-up mechanism G is activated before the shift, the idle-up mechanism G is deactivated at the same time as the shift, and the rotation of the engine A returns to normal. The rotation will be lower and the shift shock will be reduced. In this state, when the parking brake is released in order to drive the vehicle, the normally open contact 41a of the parking brake switch 41 opens, cutting off the power to the coil 32a of the relay 32, and the lead wires L3 and L
1 connection is broken. Therefore, even if the PTO switch 31 is operated in this state, the EDIC motor 2
1 does not operate, and the driven gear 14 cannot be moved. Therefore, even in this state, the drive gear 11 with the driven gear 14 rotating
When the two mesh with each other, no sluggish operation occurs, and it is possible to prevent the occurrence of meshing noise.

[Modified example]

In the above embodiment, the intermittent device is incorporated in the control circuit 30 of the power take-off device C and is interposed between the electric control device F and the battery power source 80 as an intermittent device that cuts off power only when the automatic transmission B is shifted to the driving range. The installed AT position switch 35 was used, but instead of this, a switch that cuts off the power only when the automatic transmission B is shifted to the driving range is installed between the electric control device F and the rotary solenoid 51 in FIG. Alternatively, it is also possible to implement the present invention by interposing it between the rotary solenoid 51 and ground.

Furthermore, in the above embodiment, the drive gear 1
In order to prevent the driven gear 14 from engaging when the motor 1 is rotating, a parking brake switch 41 is interposed in the coil energization circuit of the relay 32 in the control circuit 30 of the power take-off device C.
Instead of the parking brake switch 41, it is also possible to employ a switch that closes when the vehicle speed of the vehicle becomes zero.

In the above embodiment, a timer relay T is interposed in the energizing circuit (for example, lead wire L3) of the motor 21a as shown by the imaginary line in FIG.
If the power supply to the PTO switch 31 is delayed by about 0.5 seconds, the PTO switch 31
is operated and closed, and even if the shift lever is subsequently shifted to the forward position, the time it takes for the drive gear 11 to stop (usually about 0.5 seconds)
The meshing of the driven gear 14 with the drive gear 11 can be delayed. Therefore, the occurrence of meshing noise can be prevented.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram schematically showing a specially equipped vehicle according to the present invention, FIG. 2 is a schematic configuration diagram showing the relationship among the power take-off device, electric control device, and idle up mechanism shown in FIG. FIG. 3 is a circuit diagram showing details of the control circuit in the power take-off device shown in FIG. 2. Explanation of symbols, A...Engine, B...Automatic transmission, C...Power take-off device, D...Power unit, E...
...Mechanical device, F...Electric control device, F1...Manual open/close switch, G...Idle up mechanism, 35
...AT position switch (intermittent device), 51
...Rotary sonoid (electromagnetic actuator).

Claims (1)

[Claims] 1. A power unit that provides power to a mechanical device installed on a vehicle, a power extraction device that extracts the engine power of the vehicle from an automatic transmission and transmits the power to the power unit when the vehicle is stopped, and a manual opening/closing switch. an electric control device that can electrically control the operation of the power plant when connected to a power source by the switch; and an electromagnetic actuator that is automatically energized and activated when the electric control device is connected to a power source by the switch. and an idle-up mechanism that increases engine rotation by a predetermined amount by operating the electromagnetic actuator, wherein the electromagnetic actuator is energized only when the automatic transmission is shifted to a driving range during the energization circuit of the electromagnetic actuator. A specially equipped vehicle that is equipped with an intermittent device that interrupts the interruption.