JPH0578449B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention clarifies the relationship between the clutch engagement/disconnection control by operating the clutch pedal and the clutch engagement/disconnection control during the power extraction operation process, and makes it easy and simple. The present invention relates to a method for controlling an engine power extraction device for a vehicle, which allows power extraction operations to be performed safely and reliably.

In particular, in vehicles equipped with a manually operated transmission and clutch, the operating switch for performing power take-off operations can be placed at a working position other than the driver's seat, making it possible to perform power take-off operations even from the work position. The present invention relates to a method for controlling an engine power extraction device of a vehicle.

[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.
When the clutch was turned on, a semi-automatic system was used to electrically control the connection and disconnection of the clutch, eliminating the complexity of this process.

The technique disclosed in Japanese Utility Model Application Laid-Open 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, but in this case, the engagement and disengagement are The control is performed after confirming that the vehicle is stopped and that the countershaft has stopped rotating.

That is, when the vehicle is running (the transmission gears are in a predetermined combination and the clutch is engaged), the engine power extraction device does not operate. Therefore, in order to extract power via the engine power take-off device, first make sure that the vehicle is stopped (vehicle speed is zero) (usually the clutch is engaged and the transmission is in neutral), and then disengage the clutch. do. Furthermore, even if the clutch is disengaged, if the countershaft is rotating with inertia, it is stopped. In this way, when it is confirmed that the countershaft has completely stopped rotating, the power take-off shaft is first engaged with the countershaft, and after confirming this engagement, the clutch is engaged and the engine is removed. I am trying to extract the power of the.

Further, when disengaging the countershaft from the power take-off shaft in order to stop the operation of the engine power take-off device, the same procedure is followed to stop the rotation of the countershaft.

This control procedure prevents the engine power take-off device from operating accidentally while the vehicle is running, and also prevents gear noise and damage when the power take-off shaft engages and disengages. be.

In this way, the above-mentioned prior art automates the conventional clutch operation when turning on the engine power take-off device, making it possible to turn on the engine power take-off device with a single touch, thereby improving safety. In order to protect the transmission, the system is configured to perform the process after detecting that the vehicle is stopped.

[Problem that the invention seeks to solve]

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 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 stops the rotation of the countershaft and turns on the PTO switch. For example, the operation of meshing the power take-off shaft with the countershaft is started. However, the countershaft meshes with the transmission gear of the traveling system, and the power take-off shaft also meshes with the countershaft.

Also, in the disclosed configuration, at least
The PTO switch is in a position other than the driver's seat,
Furthermore, there is no provision for the control to be operated by anyone other than the driver, and in this case, the above-mentioned disadvantages may occur with the above-mentioned control system.

In other words, in this method, the relationship between the clutch engagement/disengagement control by operating the clutch pedal and the clutch engagement/disconnection control during the power extraction process is unclear; for example, when the driver depresses the clutch pedal to start the vehicle, If the PTO switch is turned on when the transmission gear is changed from the neutral state to the engaged state, the control operation shown above may occur. In this case, it becomes impossible to start and the engine power take-off device also becomes unable to operate, or in some cases, the engine power take-off device also operates at the same time as the start. This situation is particularly likely to occur if the PTO switch is installed in a location other than the driver's seat.

The present invention has been made in view of these problems, and in a vehicle 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. It is an object of the present invention to provide a control method for an engine power take-off device of a vehicle, which clarifies the relationship with disconnection control and allows the engine power take-off device to be easily, safely and reliably operated even in a working position other than the driver. purpose.

[Means for solving problems]

The present invention includes steps in which a control circuit connects and disconnects an auxiliary power output shaft provided in a transmission to a drive shaft of the transmission in accordance with an input from an operating switch, and a step in which a clutch on the input side of the transmission is connected and disconnected. In a method of controlling a vehicle engine power take-off system in which a program controls two connecting and disconnecting steps, the clutch disengagement and the The present invention is characterized in that it includes a control condition for instructing the power take-off shaft to be engaged and for commanding the power take-off shaft to be disconnected when it is detected that the clutch pedal is depressed.

[Effect]

In the present invention, when the PTO switch is turned on and the engine power take-off device is operated, the transmission is set in 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, while the engine power take-off device is operating, the PTO
In addition to turning off the switch, when the driver operates the clutch pedal or the transmission, the engine power take-off system is immediately stopped.

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, and it is also possible to operate the engine power take-off device when the vehicle is running, or when the driver presses the clutch pedal to start the vehicle. Operation of the engine power take-off device can be prohibited when the driver is pressing the button or operating the transmission. Furthermore, even when the driver performs an operation to drive the vehicle, the operation of the engine power take-off device can be stopped, so the engine power take-off device can be easily, completely and reliably operated or stopped. can be done.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing one 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 connected and disconnected by a clutch cylinder 52 operated by hydraulic pressure supplied through 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 .

The features of the present invention in this example are as follows:
A plurality of PTO switches are arranged, for example, a PTO switch 81 is arranged at the driver's seat and a PTO switch 82 is arranged at the working position, and these are connected to the microprocessor 71 via the input/output control device 72.

Furthermore, the features of the present invention in this embodiment include a first hydraulic system controlled by a clutch pedal 40 as a means for connecting and disconnecting the clutch 10;
A second hydraulic system is controlled by a microprocessor 71, and the two hydraulic systems are switched and supplied to the pressure multiplier 51.

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 switching valve 54. The second hydraulic system is a system that supplies the output hydraulic pressure of the actuator 55 to the pressure multiplier 51 via the switching valve 54. The switching valve 54 connects these two hydraulic systems to the input of the pressure multiplier 51, and an Austin valve is used as an example, and selects the one of the two systems in which hydraulic pressure above a predetermined level is generated first. Then, the hydraulic pressure of the other system is closed and the hydraulic pressure of the one system is applied to the pressure multiplier 51.

The drive control of the actuator 55 is performed 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 such a 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.

When the PTO switch 81 or 82 is turned on, the clutch switch 43 detects whether the clutch pedal 40 is in the open state, and the transmission neutral detection sensor 23 detects whether or not the clutch pedal 40 is in the open state.
Detect whether or not 0 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, 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.

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, 82 are turned off, the solenoid valve 63 for clutch connection/disconnection is immediately turned on, actuator 55 is actuated, and the clutch 10 is disconnected. The clutch sensor 13 is connected to the PTO switches 81 and 82.
When it is detected that the clutch 10 is disengaged by turning off the clutch pedal 40 or by depressing the clutch pedal 40, the PTO connection/disconnection solenoid valve 62 is turned off. As a result, the power take-off shaft 31 is separated from the clutch output shaft 22. PTO sensor 33
When confirmed this, clutch 10 was disconnected.
If PTO switches 81 and 82 are turned off,
The clutch connection/disconnection solenoid valve 63 is turned off, the clutch 10 is connected, and the clutch can be controlled by the first hydraulic system by operating the clutch pedal 40.

In this way, when the clutch pedal 40 is stepped on while the power take-off section 30 is operating, hydraulic pressure is supplied to the clutch cylinder 52 via the master cylinder 53, the switching valve 54, and the pressure multiplier 51, and the clutch 10 is disconnected. , the power take-off shaft 31 is immediately disconnected from the clutch output shaft 22, allowing the vehicle to run.

By the above control method, the PTO switch 81,
The engine power take-off device can be operated with a single touch operation of the PTO switch 82, and even if the PTO switch 82 is placed in a working position other than the driver's seat, priority is given to the operation of the clutch pedal 40 or the transmission, ensuring safety. Moreover, reliable operation can be achieved.

〔Effect of the invention〕

As described 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 drawings]

FIG. 1 is a block diagram showing one 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 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, 54...Switching valve, 55...Actuator,
61... Vacuum tank, 62... PTO disconnection solenoid valve, 63... Clutch disconnection solenoid valve, 71
... Microprocessor, 72 ... Input/output control device, 81, 82 ... PTO switch.

Claims (1)

[Scope of Claims] 1. A step in which a control circuit connects and disconnects an auxiliary power take-off shaft provided in a transmission to a drive shaft of the transmission in accordance with an input from an operating switch, and disconnects and disconnects a clutch on the input side of the transmission. In a control method for a vehicle engine power take-off system, the method includes programmatic control of two connecting/disconnecting steps consisting of two connecting/disconnecting steps. An engine power take-off device for a vehicle, comprising a control condition that commands disconnection of the power take-off shaft and disconnection of the power take-off shaft when it is detected that the clutch pedal is depressed. control method.