JPH08158899A - Fail-safe device of vehicle with driving force taking out mechanism - Google Patents

Abstract

PURPOSE: To carry out engine control only in the case when a shift range of A/T is at an N(neutral) position in a fail-safe mechanism of a vehicle with a driving force offtake mechanism. CONSTITUTION: It is furnished with an engine rotation control means 5 to control a rotating state of an engine 1, an automatic transmission mechanism 2, a driving force offtake mechanism 3 and a lever member 4 constituted not interlocked with an accelerator pedal 6 and to control actuation of the driving force offtake mechanism 3. Additionally, it is furnished with a control means 9 to fix a position of the lever member 4 by a lever position fixing means 7 at the time of judging that a shift position of the transmission 2 is out of neutral in accordance with detection signals from a shift position detection means 10, the lever position fixing means 7 to fix the lever member 4 and a shift position detection means 8.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fail-safe device for a vehicle having a driving force extracting mechanism, which is suitable for use in a working vehicle such as a vehicle equipped with a mechanical winch or a mixer vehicle.

[0002]

2. Description of the Related Art Conventionally, there is a vehicle in which the power of an engine is taken out through a power take-off mechanism to drive a winch, a pump or the like, which is generally called a special vehicle such as a fire truck, a crane truck or a mixer truck. Widely used in various work vehicles. Here, the power take-off mechanism is a driving force take-out mechanism that decelerates the rotational driving force of the engine and takes it out, and a mechanism other than the driving force transmission system for traveling of the vehicle (for example, a propeller shaft). To transmit power to.

By the way, in recent years, automatic transmissions (automatic transmissions or A / Ts) are being widely adopted in order to simplify the driving and reduce the burden on the driver even in the above-mentioned special vehicles. In a vehicle equipped with such an A / T, a case where work is performed using the power from the power take-off mechanism described above will be described with reference to FIG. 8. The operation of the power take-off mechanism is provided outside the vehicle. It is controlled by the control lever 4.

If the vehicle engine is a diesel engine, the control lever 4 is connected to an engine speed governor (engine rotation control means) 5 via a link mechanism 4A. When the control lever 4 is operated, the control lever 4 is operated. The governor 5 of the engine is adjusted according to the operation amount, the engine speed is controlled, and the necessary driving force is taken out.

For example, in the work of taking concrete out of a mixer truck, the driver or other worker first needs to
With the / T shift range set to the N (neutral) position, the parking brake is activated, and then the engine control lever 4 provided outside the vehicle is operated to adjust the output of the engine to take out concrete. ing.

When the engine control lever 4 is tilted to the left in the figure, the output of the engine can be increased. When the lever 4 is tilted to the right in the figure, the engine is idling, and the lever is tilted to the right when the work is not performed or when the work is completed. Note that, usually, the A / T of such a large vehicle is not provided with the P (parking) range, and when the vehicle is stopped while the engine is operating, the N range is set and the parking brake is operated. It is like this.

The engine speed governor 5 is also connected to an accelerator pedal 6 in the passenger compartment. The operation of the accelerator pedal 6 and the engine control lever 4
Is configured so that they do not interlock with each other,
For example, even if the accelerator pedal 6 is depressed, the engine control lever 4 does not move in response to this.

[0008]

However, in a vehicle equipped with the power take-off mechanism as described above,
Even if the shift range of the automatic transmission is at a shift position other than the N range, it is possible that the parking brake is activated and the vehicle is stopped without noticing this.

When the engine control lever 4 is operated in such a state, the engine speed increases, and as a result, the driving force of the vehicle overcomes the braking force of the parking brake and the vehicle starts to move. Conceivable. By the way, in Japanese Utility Model Publication No. 2-32839,
A technique is disclosed in which a space for allowing a lever to pass is secured in a crowded area around an engine so that assembly work and maintenance work can be easily performed.

However, the above technique is intended to simplify the assembling work and the maintenance work, and does not solve the above problems. The present invention has been devised in view of the above problems, and is a fail-safe vehicle with a driving force extraction mechanism, which enables engine control only when the A / T shift range is at the N (neutral) position. The purpose is to provide a device.

[0011]

Therefore, a failsafe device for a vehicle with a driving force extracting mechanism according to a first aspect of the present invention is an engine rotation control means for controlling an engine rotation state in conjunction with an accelerator pedal of the vehicle. An automatic speed change mechanism capable of automatically changing the shift speed of the vehicle, a drive force take-out mechanism for taking out a rotational drive force from the engine for purposes other than the purpose of running the vehicle, and the accelerator pedal, and the engine rotation control. In a vehicle having a lever member for controlling the operation of the driving force extraction mechanism by operating the means, a shift position detecting means capable of detecting a shift position of the automatic transmission, and the lever member for outputting the output of the engine. Lever position fixing means capable of fixing the shift position of the transmission to the minimum position and the shift position of the transmission based on the detection signal from the shift position detecting means. It is characterized in that a control means for fixing the position of the lever member is provided through the lever position fixing means when it is determined to be other than Lal.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the fail-safe device for a vehicle with a driving force take-out mechanism according to the present invention detects that a parking brake is activated in the vehicle. The control means is provided with a possible parking brake detecting means, and the control means determines whether the shift position of the automatic transmission is other than neutral according to the detection signal from the shift position detecting means or the parking brake is detected according to the detection signal from the parking brake detecting means. The lever position fixing means fixes the position of the lever member when it is determined that the lever member is not operating.

According to a third aspect of the present invention, there is provided a fail-safe device for a vehicle with a driving force extracting mechanism, the engine rotation control means for controlling an engine rotation state in association with an accelerator pedal of the vehicle, and a gear stage of the vehicle. An automatic speed change mechanism capable of automatically changing the speed, a drive force extracting mechanism for extracting a rotational drive force from the engine for purposes other than the purpose of traveling the vehicle, and the accelerator pedal are configured to be non-interlocked to operate the engine rotation control means. In a vehicle having a lever member for controlling the operation of a driving force take-out mechanism, a shift position detecting means capable of detecting a shift position of the automatic transmission, and a lever member operating time capable of detecting the shift position when the lever member is operated. A detection means, an engine stopping means for stopping the engine by cutting off the fuel supply to the engine, and a detection signal from the shift position detecting means. When the operation of the lever member is detected when it is determined that the shift position of the automatic transmission is other than the neutral position based on the detection signal from the lever member operation time detection means, the engine stop means causes the engine to stop. It is characterized in that a control means for stopping the operation of is provided.

Further, the fail-safe device for a vehicle with a driving force take-out mechanism according to a fourth aspect of the present invention, in addition to the structure according to the third aspect, detects that a parking brake is operating on the vehicle. When the control means determines that the shift position of the transmission is other than neutral based on the detection signal from the shift position detection means, or the detection signal from the parking brake detection means. When the operation of the lever member is detected by the lever member operation time detection means when it is determined that the parking brake is not operating based on the engine stop means, the operation of the engine is stopped. It is characterized by

[0015]

In the fail-safe device for a vehicle with a driving force extracting mechanism according to the first aspect of the present invention described above, during normal traveling of the vehicle, the rotation state of the engine is controlled by the engine rotation control means linked to the accelerator pedal. The gear position of the vehicle is automatically changed by the automatic speed change mechanism. Further, when the driving force take-out mechanism of the vehicle is controlled to take out the rotational driving force from the engine for purposes other than the purpose of traveling the vehicle, a lever member that is not linked with the accelerator pedal and is connected to the engine rotation control means is operated. As a result, the engine can be adjusted to a desired output and the required driving force can be taken out.

At this time, when the control means determines that the shift position of the automatic transmission is other than neutral based on the detection signal from the shift position detection means, it controls the lever position fixing means to change the position of the lever member. Fix it to the position where the engine output is the lowest. Therefore, the lever member can be operated only when the shift position of the automatic transmission is neutral, and the lever member cannot be operated at other shift positions.

In the fail-safe device for a vehicle with a driving force take-out mechanism according to the second aspect of the present invention, whether or not the parking brake is applied to the vehicle by the control means based on the detection signal from the parking brake detection means. Is detected, and whether the shift position of the automatic transmission is neutral is detected based on the detection signal from the shift position detecting means. And by this control means,
When it is determined that the shift position of the automatic transmission is other than the neutral position or when it is determined that the parking brake is not operating, the lever position fixing means is controlled to fix the position of the lever member. Therefore, the lever member cannot be operated unless the shift position of the automatic transmission is neutral and the parking brake is not operated.

In the fail-safe device for a vehicle with a driving force take-out mechanism according to the third aspect of the present invention, during normal traveling of the vehicle, the engine rotation control means linked to the accelerator pedal controls the engine rotation state, The gear position of the vehicle is automatically changed by the automatic speed change mechanism. Further, when the driving force take-out mechanism of the vehicle is controlled to take out the rotational driving force from the engine for purposes other than the purpose of traveling the vehicle, a lever member that is not linked with the accelerator pedal and is connected to the engine rotation control means is operated. As a result, the engine can be adjusted to a desired output and the required driving force can be taken out.

At this time, the detection signal from the shift position detection means and the detection signal from the lever member operation detection means are input to the control means. Then, when the control means determines based on these detection signals that the lever member has been operated when the shift position of the automatic transmission is other than neutral, the engine stop means is controlled to cut off the fuel supply to the engine. Stop the operation of. This allows
Only when the shift position of the automatic transmission is neutral, the driving force can be taken out from the driving force taking-out mechanism via the lever member.

In the fail-safe device for a vehicle with a driving force extracting mechanism according to the present invention as set forth in claim 4, it is determined by the control means whether or not the parking brake is applied to the vehicle based on the detection signal from the parking brake detection means. Is detected, and whether the shift position of the automatic transmission is neutral is detected based on the detection signal from the shift position detecting means. Then, when the control unit determines that the shift position of the automatic transmission is not in the neutral position or when it is determined that the parking brake is not operating, the operation of the driving force extraction mechanism is controlled. When the lever member is operated, the control means controls the engine stopping means to cut off the fuel supply to the engine and stop the operation of the engine. As a result, the driving force can be extracted from the driving force extraction mechanism only when the shift position of the automatic transmission is neutral and the parking brake is operating.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A failsafe device for a vehicle with a driving force extracting mechanism according to the present invention will be described below with reference to the drawings. FIGS. 1 to 3 are views showing a first embodiment of the present invention, and FIG. FIG. 2 is a schematic diagram showing the overall configuration, FIG. 2 is a schematic diagram showing the configuration of the main parts thereof, (a) is a side view thereof, and (b) is
FIG. 3 is a plan view of FIG. 3A as seen from the direction of arrow A in FIG. 3A, and FIG. 3 is a flow chart for explaining the operation.

First, as shown in FIG. 1, in this vehicle, an automatic transmission (automatic transmission, A / T) 2 for automatically shifting the output rotation from the engine 1 is used.
When the shift range (shift position) of the shift lever 8 is set to the forward speed, the shift speed is selected according to parameters such as the vehicle speed, the accelerator opening degree, and the load of the engine 1 and the like. The vehicle is designed to travel while the shift speed is changed.

Further, between the engine 1 and the automatic transmission 2, a driving force take-out mechanism (hereinafter referred to as power take-off or PTO) 3 for taking out a rotational driving force from the engine 1 is provided in addition to the purpose of running the vehicle. ing. The power take-off mechanism 3 is a driving force take-out mechanism that decelerates the rotational driving force of the engine 1 and takes it out.
The output is used to transmit power to a mechanism other than the driving force transmission system for traveling of the vehicle (for example, a propeller shaft or the like).

In this embodiment, the power take-off 3
Is provided immediately after the engine 1, as shown in FIG.
The rotational driving force of the engine 1 is transmitted to the driving force output shaft 3A via a gear mechanism (not shown), a chain or the like. The output of the power take-off 3 can be controlled by controlling the rotation speed (output) of the engine 1. This output control is performed by the engine control lever (shown in FIG. 1). (Lever member) 4.

The control lever 4 is for controlling the operation of the power take-off 3 from outside the vehicle, and an engine speed governor (hereinafter referred to as an engine speed governor) as an engine rotation control means via a lever position fixing means 7 described later.
It is connected to the governor 5), and when the control lever 4 is operated, the governor 5 is adjusted according to this operation amount and the engine speed is controlled to obtain the necessary driving force from the power take-off 3. It is designed to be used.

The governor 5 is also connected to the accelerator pedal 6 in the vehicle compartment through the link mechanism 4A, but the operation of the accelerator pedal 6 and the operation of the engine control lever 4 should not be interlocked with each other. For example, even if the accelerator pedal 6 is depressed, the engine control lever 4 does not move accordingly.

That is, as shown in FIG. 1, an accelerator control cable 25 is connected to one end of the accelerator lever 41 of the link mechanism 4A, and the other end of the accelerator lever 41 is connected to the engine control lever 4 from the engine control lever 4. A cable (governor-side cable) 14 that transmits the operation force to the governor 5 is connected via a connection fitting 42.

As shown in FIG.
An elongated hole 42a is formed along the direction in which the operating force is transmitted by the cable 14, and a pin 41a fixed to the accelerator lever 41 is provided movably in the elongated hole 42a. Therefore, when the driver depresses the accelerator pedal 6, the accelerator lever 41 rotates, and this rotation angle is transmitted to the governor 5 to adjust the engine output. However, the pin 41 a of the accelerator lever 41 is connected to the connecting fitting 42.
Only the inner long hole 42a is moved, and the connecting fitting 42
The amount of depression of the accelerator pedal 6 is not transmitted to the.

Although not shown, the accelerator pedal 6 and the control lever 4 are also provided between the accelerator control cable 25 and the accelerator lever 41 by providing the same structure as the above-mentioned connecting fitting 42 and pin 41a.
The operations of and can be configured to be non-interlocking with each other. By the way, the above-mentioned lever position fixing means 7 is
When the control signal is transmitted to the lever position fixing means 7, the engine control lever 4 is locked at a position where the engine output becomes the minimum. It becomes impossible to operate. Therefore, in such a case, the engine speed is prevented from increasing by operating the engine control lever 4.

Even in such a case, the accelerator pedal 6 can be operated as described above, and the rotational speed of the engine 1 is controlled only by the operation of the accelerator pedal 6. Becomes By the way, EC
The U9 includes a shift position detecting means (hereinafter referred to as a shift range sensor) 10 capable of detecting the position of the shift lever 8 of the automatic transmission 2 and a parking brake detecting means (hereinafter referred to as a shift range sensor) capable of detecting the position when the parking brake operates. A parking brake sensor) 11 is connected.

The shift range sensor 10 is provided near the shift lever 8 as shown in FIG. 1 and outputs a signal according to the shift position of the shift lever 8. On the other hand, when the parking brake lever 12 is operated, the parking brake sensor 11 assumes that the parking brake is operating and outputs an ON signal. Both sensors 10 and 11 are conventional A / T vehicles. Is already widely used in.

Then, the ECU 9 determines that the position of the shift lever 8 is in the N (neutral) range based on the information from the shift range sensor 10 and the parking brake sensor 11, and the parking brake is operating. Only when the determination is made, the lever position fixing means 7 is controlled to the open (free) state, and in other cases, the lever position fixing means 7 is controlled to the fixed (locked) state.

That is, by controlling the lever position fixing means 7 in this way, the driver stops the vehicle by operating the parking brake while the engine 1 is operating while the shift position is in the D range or the R range. Moreover, since the control lever 4 cannot be operated, it is possible to prevent the rotation of the engine 1 from increasing due to the operation of the control lever 4, and it is possible to prevent the vehicle from starting to move.

Even if the shift lever 8 is in the N range, when the vehicle is stopped without operating the parking brake, the control lever 4 is locked in the same manner as described above, so that the driver does not operate the parking brake. Is notified to prompt the operation of the parking brake. Next, an example of a specific configuration of the lever position fixing means 7 will be described with reference to FIGS. 2 (a) and 2 (b).

The lever position fixing means 7 is mainly a motor 7
1, motor driving force transmission arm 72, rocker arm 7
3, connecting rod 74, operating force transmission lever 77
And so on. The motor 71 is a bracket 78B
The bracket 78B is connected to the bracket 78A by bolts 79A or the like as shown in the drawing. The bracket 78A and the bracket 78B form a bracket assembly 78, and the bracket assembly 78 is fixed to the frame 15 or the like on the vehicle body side by bolts 79B or the like.

The end of the motor drive force transmitting arm 72 and the end of the rocker arm 73 are connected by a connecting rod 74, and the motor drive force transmitting arm 72 is connected.
Is attached to a rotary shaft 72A of the motor 71 [see FIG. 2 (a)]. A stopper portion 73A is formed at the other end of the rocker arm 73, and the position of the stopper portion 73A is adjusted according to the rotation angle of the rocker arm 73.

On the other hand, the operating force transmission lever 77 is rotatably supported by the bracket 78A about the shaft 76. Further, in this example, the operating force transmission lever 77 is composed of two arms 77A and 77B that are integrally coupled. These arms 77A and 77B have the same structure as in FIGS.
As shown in (b), a cable (control lever side cable) 13 for transmitting the operating force from the control lever 4 and a cable (governor side cable) 14 for transmitting the operating force to the governor 5 are provided. Each is connected.

Therefore, the operating force from the control lever 4 is transmitted to the arm 77A via the cable 13, and the arm 77A to the arm 77B and the cable 1 are transmitted.
4 is transmitted to the governor 5. Further, a rocker arm contact portion 77C is formed at an end portion of the arm 77B facing the connection portion of the cable 14, and the rocker arm contact portion 77C is formed by the rocker arm 73.
The movement of the operating force transmission lever 77 is restricted when it comes into contact with.

Therefore, when a control signal from the ECU 9 is input to the motor 71, the motor 71 rotates the arm 72 at an angle according to the control signal. Then, this movement is transferred to the rocker arm 7 via the connecting rod 74.
3 is transmitted. The rocker arm 73 is attached to the rotary shaft 7.
When the stopper portion 73A rotates by a predetermined angle about the position 5 as shown by the chain line in FIG. 2A, the stopper portion 73A restricts the movement of the operating force transmission lever 77 (the rocker arm contact portion 77C is located at the rocker arm 73). 2) and a position allowing this (a position where the rocker arm contact portion 77C does not contact the rocker arm 73) as shown by the solid line in FIG. 2A.

Since the fail-safe device for a vehicle with a driving force take-out mechanism as the first embodiment of the present invention is constructed as described above, the fixing control of the lever position is performed according to the flow chart shown in FIG. 3, for example. Be done.
First, in step SA1, the flag is set to F = 0. Next, in step SA2, it is determined whether the engine 1 of the vehicle is operating. It should be noted that this is determined based on information from an engine speed sensor (not shown). Then, if the engine 1 is not operating, the process returns, and if the engine 1 is rotating, step S
Proceed to A3.

Then, in step SA3, the shift range (shift lever position) of the shift lever 8 of the A / T 2 is N based on the detection information from the shift range sensor 10.
It is determined whether it is a range. If the shift range of the shift lever 8 is the N range, then the routine proceeds to step 4, where it is determined based on the information from the parking brake sensor 11 whether the parking brake is operating.
Here, if the parking brake is operating, Y
Proceed to step SA5 through the ES route.

On the other hand, step SA3 or step SA4
In either case, if the NO route is taken, that is, A / T2 is N
If it is out of range or the parking brake is not operated, the routine proceeds to step SA8. Step SA
In 8, it is determined whether the flag F = 1. When starting the flowchart here and proceeding to step SA8 for the first time, since F = 0 is set in step SA1,
Proceed to Step SA9 through the NO route. Then, in step SA9, a control signal for locking the operating force transmission lever 77 is set, and this signal is transmitted to the motor 71. As a result, the motor 71 rotates by a predetermined angle and the operating force transmission lever 77 is locked, so that the engine control lever 4 cannot be operated.

Then, at step SA10, the flag is set to F = 1 and then the process returns to step SA2.
After that, when the process proceeds to step SA8 with the flag F = 1, it is determined that the engine control lever 4 is already locked (that is, it is determined that the motor 71 does not need to be operated). , Step SA8 to Y
Return directly to step SA2 through the ES route.

Explaining the case where the process proceeds from step SA4 to step SA5 and thereafter, first, at step SA5, it is judged if the flag F = 0. If F ≠ 0, the process proceeds to step SA6,
A control signal for rotating the motor 71 by a predetermined angle to unlock the operating force transmission lever 77 is set, and this signal is transmitted to the motor 71. As a result, the lock of the operating force transmission lever 77 is released, and the engine control lever 4 can be operated. Then, after this, the process proceeds to step SA7, the flag is set to F = 0, and then the process returns to step SA2.

That is, step SA4 to step SA
When the process proceeds to step 5, since the A / T 2 is in the N range and the parking brake is in operation, the engine control lever 4 is controlled to be operable. Therefore, when F ≠ 0 is determined in step SA5, it is determined that the engine control lever 4 is in the locked state through the route from step SA8 in the routine before that, and this is released. If F = 0 is determined in step SA5, it is determined that the engine control lever 4 is held in the operable state, and the process returns to step SA2 again.

As a result, when the vehicle is stopped by the parking brake or the like while the engine 1 is operating and the shift range is set to a range other than the N range, the engine control lever 4 is locked at the position where the engine output is the lowest. Therefore, even if the lever 4 is accidentally actuated at this time, the rotation of the engine 1 does not rise, and the vehicle can be prevented from starting to move.

Further, even if the shift range is the N range, if the parking brake is not operated, the engine control lever 4 is locked at the position where the engine output becomes the minimum, so that the operator is parked. Brake operation can be promoted, and safety is greatly improved. In this embodiment, the operating force transmission arm 77 is composed of two arms 77A and 77B, but this arm is composed of only one arm, and the control lever side cable 13 and the governor side cable 14 are provided in this arm. Both may be connected.

As a modification of the above-mentioned first embodiment,
A solenoid (electromagnetic valve) may be used instead of the motor 71. That is, by controlling the operation of this solenoid by connecting this solenoid to the driving force transmitting arm 72 or directly connecting it to the connecting rod 74, the operating force transmitting lever 77 is locked or unlocked. It may be configured to do.

In this embodiment, the A / T2 is not provided with the P (parking) range, but the A / T2 is provided with the same P range as that of a passenger car or the like. In the case of step SA3 of the flowchart shown in FIG.
Is it a range? It can also be applied to an A / T having a P range by rewriting "."

Next, a second embodiment of the present description will be described. FIG. 4 is a schematic diagram showing the configuration thereof. FIG. 5 is a schematic diagram showing the configuration of the main part of a modification thereof, and FIG. Figure,
(B) is the front view. In this second embodiment, the first
Only the construction of the lever position fixing means 7'is different from the embodiment, and the other construction is the same as that of the first embodiment.

That is, the vehicle is equipped with an automatic transmission that automatically shifts gears, and is provided with a power take-off for extracting the rotational driving force from the engine for purposes other than traveling of the vehicle. Further, as shown in FIG. 4, this vehicle is provided with an engine control lever 4 for controlling the operation of the power take-off from outside the vehicle. This control lever 4 is connected to the governor 5,
When the control lever 4 is operated, the governor 5 is adjusted according to this operation amount, the engine speed is controlled, and the required driving force is obtained.

By the way, the engine control lever 4
Is lockable by lever position fixing means 7 '. The lever position fixing means 7 ′ operates based on a control signal from an ECU (control means) 9, and when the control signal is transmitted to the lever position fixing means 7, the engine control lever 4 causes the engine control lever 4 to move. It is locked at a position where the output is the lowest (see the solid line in FIG. 4) and cannot be operated. Therefore, in such a state, the engine speed is prevented from increasing by operating the engine control lever 4.

Even in such a case, the accelerator pedal 6 can be operated, and the rotational speed of the engine 1 is controlled only by the operation of the accelerator pedal 6. Similar to the first embodiment, the ECU 9 includes a shift range sensor 10 that can detect the position of the shift lever 8 of the automatic transmission, and a parking brake sensor 11 that can detect the position when the parking brake operates.
And are connected.

Then, in the ECU 9, if the position of the shift lever 8 is in the N (neutral) range based on the information from the shift range sensor 10 and the parking brake sensor 11, and the parking brake is operating. Only when the determination is made, the lever position fixing means 7 is controlled to the open (free) state, and in other cases, the lever position fixing means 7 is controlled to the fixed (locked) state.

That is, by controlling the lever position fixing means 7 in this way, the driver stops the vehicle by operating the parking brake while the engine 1 is operating while the shift position such as the D range and the R range is still maintained. Moreover, since the control lever 4 cannot be operated, it is possible to prevent the rotation of the engine 1 from increasing due to the operation of the control lever 4, and it is possible to prevent the vehicle from starting to move.

Even if the shift lever 8 is in the N range, when the vehicle is stopped without operating the parking brake, the control lever 4 is locked in the same manner as described above, so that the driver does not operate the parking brake. Is notified to prompt the operation of the parking brake. Next, an example of a specific configuration of the lever position fixing means 7'in this embodiment will be described.
In this embodiment, as shown in FIG.
Is mainly composed of a fork 80, a solenoid 81, and a connecting rod 74A. Fork 80
Is a member for fixing the engine control lever 4, and is swingably attached to the frame of the vehicle or the like with a fulcrum near the center thereof.

Further, a solenoid 81 is connected to one end of the fork 80 via a connecting rod 74A so that the fork 80 is displaced by a predetermined angle about the swing fulcrum according to ON / OFF of the solenoid 81. Has become. The other end of the fork 80, as shown in FIG.
It is formed in a curved concave shape. The recess 80A restrains the movement of the lower end of the engine control lever 4. That is, when a control signal is set in the solenoid 81 by the ECU 9, the solenoid 81 is actuated to move the connecting rod 74A in the vertical direction in the figure, which causes the fork 80 to lock or free the position of the engine control lever 4. It is possible to switch to a different position.

Since the recess 80A of the fork 80 is formed by a smooth curved surface, the control lever 4
4 is in the state shown by the phantom line in FIG. 4, the lower end of the lever 4 easily moves along the curved surface of the recess 80A by controlling the lever position fixing means 7'to the locked state. Therefore, the position of the lever 4 can be forcibly returned to a position where the engine output is minimized and fixed.

Since the fail-safe device for a vehicle with a driving force take-out mechanism according to the second embodiment of the present invention is constructed as described above, it is controlled according to the flow chart shown in FIG. 3 as in the first embodiment. To be done. Therefore, when the vehicle is stopped by the parking brake or the like while the shift range is set to a range other than the N range while the engine 1 is operating, the engine control lever 4
Is locked at the position where the engine output is the lowest,
Even if the lever 4 is accidentally actuated at this time, the rotation of the engine 1 does not rise, and it is possible to prevent the vehicle from starting to move.

Further, even if the shift range is the N range, if the parking brake is not operated, the engine control lever 4 is locked at the position where the engine output is the lowest, so that the operator is parked. Brake operation can be promoted, and safety is greatly improved. Next, a modification of the above-described second embodiment will be described with reference to FIGS. 5A and 5B. In this modification, the lever position fixing means 7 ″ mainly includes a stopper member 82 and a stopper member 82. 5A and 5B, a stopper member 82 that can contact the lower end portion of the lever 4 is provided below the lever 4 and the stopper 83 is provided. The member 82 is configured to be movable by a solenoid 83 or the like to fix the lever 4. Reference numeral 15 in the drawing is a frame of the vehicle body.

That is, the stopper member 82 is the shaft 82A.
The stopper member 8 is rotatably mounted around the
A solenoid 83 is connected to one end of 2, and a stopper surface 82B that can contact the lower end of the lever 4 is formed at the other end. Then, the stopper member 82 rotates by a predetermined angle in response to the operation of the solenoid 83, and the position for fixing the lever 4 as shown by the solid line in FIG. 5B and the position as shown by the chain line in FIG. 5B. The lever 4 can be switched to a position where it is not fixed.

Similarly to the above-described first embodiment, the lever 4 is controlled to be free only when it is determined that the position of the shift lever is in the N range and the parking brake is operating, and other than that. In the case of, the lever 4 is locked. Therefore, according to such a modified example, in addition to the same effects as those of the first embodiment described above, there is also an effect that the present invention can be realized at low cost with the simple configuration described above.

Next, a third embodiment of the present description will be described. FIG. 6 is a schematic diagram showing its configuration, and FIG. 7 is a flow chart for explaining its operation. As shown in FIG. 6, a starter switch 22 and a throttle button 21 are provided near the steering column 27 of this vehicle. Of these, the throttle button 21 is connected to the accelerator control cable 25 via a link mechanism 26A provided in the accelerator lever bracket assembly 26.

As shown in FIG. 6, the tip of the cable 25 is connected to the throttle lever 28 of the governor 5, and the idling adjustment can be performed according to the adjustment amount of the throttle button 21. ing. The cable 25 is also configured to interlock with the accelerator pedal 6 via the link mechanism 26A, so that the engine output can be adjusted according to the depression amount of the accelerator pedal 6.

On the other hand, the starter switch 22 described above is configured to interlock with the stop motor 23. An engine stop cable 24 is connected to the stop motor 23, and the engine stop cable 24
Is connected to the stop lever 29 of the governor 5.
And these stop motor 23 and stop lever 2
An engine stopping means 17 is constituted by 9 and.

The stop lever 29 is a lever for cutting off the fuel supply to the engine and stopping the engine. When the starter switch 22 is turned off, the stop motor 23 stops the engine from the engine starting position (C in the figure). It can be switched to the position (B in the figure). Along with this, the stop lever 29 is also switched from the engine start position (C 'in the figure) to the engine stop position (B' in the figure), and the engine is stopped.

On the contrary, the starter switch 2
When 2 is turned on, the stop motor 23 is switched from the engine stop position (B in the drawing) to the engine start position (C in the drawing). As a result, the stop lever 29 is also switched from the engine stop position (B 'in the figure) to the engine start position (C' in the figure) to start the engine.

Reference numeral 30 in the drawing is a cabback control throttle lever, and the control lever 4 is connected to the throttle lever 30 via a cable 14 link mechanism. Control lever 4
Is a lever for adjusting the output of the power take-off in a work vehicle mainly equipped with a power take-off mechanism such as a mixer truck or a dump truck, and is provided, for example, behind the driver's cab (cab) or behind the vehicle. There is.

By operating the control lever 4, the cabback control throttle lever 30 of the governor 5 is remotely operated to adjust the output of the engine and the output of the power take-off. . By the way, in the third embodiment, EC
The U (control means) 9 is the position of the A / T shift lever 8, the operating state of the parking brake, and the control lever 4.
The presence / absence of the above operation is detected, and when a predetermined condition among these is satisfied, the stop motor 23 is controlled to stop the engine.

That is, in the vehicle, the shift range sensor 10 that can detect the shift position of the shift lever 8 of the automatic transmission, the parking brake sensor 11 that can detect this when the parking brake operates, and the control lever 4 are operated. A control lever sensor (lever member operation detecting means) 31 capable of detecting this is provided.

Of these, the control lever sensor 31
Is an on / off sensor provided in the vicinity of the link mechanism 4A, and when a part of the link mechanism 4A and the sensor 31 are in contact with each other when the lever 4 is not operated, and when the lever 4 is operated, A part of the link mechanism 4A and the sensor 31 are arranged in contact with each other. And
The sensor 31 detects whether or not the control lever 4 is operated based on the difference in the contact state with the link mechanism 4A.

Then, in the ECU 9, these sensors 1
Based on the information from 0, 11, and 31, the shift lever 8
When it is determined that the position is in the N (neutral) range and the parking brake is operating, the stop motor 23 is controlled to be held at the engine starting position (C in the figure). There is. For other cases, the control lever sensor 3
Control is performed based on the information from 1. When it is determined that the control lever 4 has been operated at this time,
In this case, the stop motor 23 is operated to stop the engine. If the control lever 4 is not operated, the stop motor 23 is not operated.

By controlling the stop motor 23 in this way, the driver operates the parking brake to stop the vehicle while the engine is operating and the shift position is in the D range or the R range, and then the control lever 4 is operated.
When is operated, the engine is controlled so as to be stopped by a control signal from the ECU 9. Therefore,
At this time, even if the control lever 4 is operated, the rotation of the engine does not rise and it is possible to prevent the vehicle from starting to move.

Even if the shift lever 8 is in the N range, if the vehicle is stopped without operating the parking brake and the control lever 4 is operated, the engine is stopped in the same manner as described above. It is designed to notify the operation and prompt the parking brake to operate. A fail-safe device for a vehicle with a driving force extraction mechanism as a third embodiment of the present invention is
Since it is configured as described above, it is controlled according to the flowchart shown in FIG. 6, for example.

To explain this flowchart, first, at step SB1, it is judged if the engine is operating. Then, when the engine is not operating, the process returns through the NO route. If the engine is operating, the process proceeds to step SB2, and it is determined based on the information from the shift range sensor 10 whether the position of the A / T shift lever 8 is neutral.

When the A / T shift position is in neutral, the process proceeds to step SB3, and it is determined whether the parking brake is in operation based on the information from the parking brake sensor 11. At this time, if it is determined that the parking brake is in operation, the process returns to step SB1 and the above routine is repeated.

Further, step SB2 or step SB3
If at least one of these is NO, that is,
If the engine is operating and the A / T shift position is other than neutral, or if the engine is operating and the parking brake is not operating, the process proceeds to step SB4. Then, in this step SB4, it is judged based on the information from the sensor 31 whether or not the control lever 4 has been operated. If the control lever 4 is operated at this time, the process proceeds to step SB5.

At step SB5, a control signal for operating the stop motor 23 to the engine stop side is set. Then, the motor 23 operates according to this control signal, and the stop lever 29 is switched to the engine stop position, whereby the engine stops. And
After this, return. On the other hand, if it is determined in step SB4 that the control lever 4 is not operated, then the process returns to step SB1.

During normal traveling, the above step SB
Since the vehicle goes through the NO route at 4, the engine does not stop and normal traveling is not hindered. Therefore, in this third embodiment,
When the operation of the control lever 4 is detected when the position of the shift lever 8 is outside the N range or when the parking brake is not operated, the engine is stopped. When the vehicle is stopped by the parking brake or the like with the setting set to other than, even if the lever 4 is erroneously operated, the rotation of the engine does not increase and it is possible to prevent the vehicle from starting to move. .

Further, even if the shift range is the N range, the engine is still stopped if the parking brake is not operated, so that the operator can be prompted to operate the parking brake, and the safety is improved. It will improve. In addition, in the third embodiment, with the simple structure as described above, it can be realized only by adding the control lever sensor 31 to the conventional vehicle and rewriting the software of the ECU 9, thereby increasing the weight and the cost. There is also an advantage that it hardly invites.

Further, the same P as that of a passenger car is added to this A / T.
When the range is provided, it can be applied to an automatic transmission having a P range by setting step SB3 of the flowchart shown in FIG. 7 to "is the shift lever position N range or P range?" it can.

[0082]

As described in detail above, the first aspect of the present invention
According to the fail-safe device for a vehicle with a driving force extraction mechanism described above, an engine rotation control means for controlling the rotation state of the engine in conjunction with an accelerator pedal of the vehicle, and an automatic speed change mechanism capable of automatically shifting the shift speed of the vehicle. , A driving force take-out mechanism for taking out rotational driving force from the engine for purposes other than the purpose of traveling the vehicle and the accelerator pedal are configured to be non-interlocked with each other, and the operation of the driving force take-out mechanism is controlled by operating the engine rotation control means. In a vehicle equipped with a lever member, a shift position detecting means capable of detecting a shift position of the automatic transmission, a lever position fixing means capable of fixing the lever member at a position where the output of the engine becomes minimum, and When it is determined that the shift position of the transmission is other than neutral based on the detection signal from the shift position detecting means, the lever position fixing means With the configuration in which a control means for fixing the position of the lever member through it is provided, the rotation of the engine may increase due to the operation of the lever member when the engine is stopped at a shift position other than the neutral position. It is possible to prevent the vehicle from running out of motion.

Further, according to the fail-safe device for a vehicle with a driving force take-out mechanism of the present invention as set forth in claim 2, in addition to the structure as set forth in claim 1, when the parking brake is applied to the vehicle. The control means has a parking brake detection means capable of detecting whether or not the shift position of the automatic transmission is other than neutral according to the detection signal from the shift position detection means or the parking signal is detected according to the detection signal from the parking brake detection means. When it is determined that the brake is not operated, the lever position fixing means fixes the position of the lever member, so that the lever member is locked when the parking brake is not operated even if the shift position is neutral. As a result, the operator can be prompted to activate the parking brake, which increases safety. To hear improved.

According to another aspect of the present invention, there is provided a failsafe device for a vehicle with a driving force extracting mechanism, and engine rotation control means for controlling an engine rotation state in association with an accelerator pedal of the vehicle, and the vehicle rotation control means. An automatic speed change mechanism capable of automatically changing the shift speed, a drive force extraction mechanism for extracting a rotational drive force from the engine for purposes other than the purpose of traveling the vehicle, and the accelerator pedal are configured to be non-interlocked with each other to operate the engine rotation control means. In a vehicle having a lever member for controlling the operation of the driving force output mechanism, a shift position detecting means capable of detecting a shift position of the automatic transmission,
A lever member operation detecting means capable of detecting the lever member when operated, an engine stopping means for stopping the engine by cutting off fuel supply to the engine, a detection signal from the shift position detecting means and the lever. When the operation of the lever member is detected when it is determined that the shift position of the automatic transmission is other than the neutral position based on the detection signal from the member operation time detection means, the engine stop means operates the engine. With the configuration in which the control means for stopping the engine is provided, when the engine is operating at a shift position other than neutral, the rotation of the engine is not increased by the operation of the lever member, and the vehicle is about to start moving. Can be prevented. Also,
The present invention can be realized without increasing cost and weight.

Further, according to the fail-safe device for a vehicle with a driving force take-out mechanism of the present invention as set forth in claim 4, in addition to the structure as set forth in claim 3, when the parking brake is actuated on the vehicle. When the control unit determines that the shift position of the transmission is other than neutral based on the detection signal from the shift position detection unit or the detection from the parking brake detection unit. When the operation of the lever member is detected by the lever member operation detection means when it is determined that the parking brake is not operating based on the signal, the engine stop means stops the operation of the engine. Due to the configuration, even if the shift position is in neutral, the parking brake does not operate. Because the engine is stopped, thereby it is possible to prompt the activation of the parking brake operator safety is greatly improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a fail-safe device for a vehicle with a driving force extraction mechanism as a first embodiment of the present invention.

2A and 2B are schematic diagrams showing a main configuration of a fail-safe device for a vehicle with a driving force take-out mechanism as a first embodiment of the present invention, in which FIG. 2A is a side view thereof, and FIG. FIG. 7B is a view seen from the direction of arrow A in FIG.

FIG. 3 is a flowchart for explaining the operation of the fail-safe device for a vehicle with a driving force extraction mechanism as the first embodiment of the present invention.

FIG. 4 is a schematic diagram showing a configuration of a fail-safe device for a vehicle with a driving force extraction mechanism as a second embodiment of the present invention.

FIG. 5 is a schematic diagram showing a main configuration of a fail-safe device for a vehicle with a driving force take-out mechanism as a modified example of the second embodiment of the present invention, in which (a) is a side view thereof.
(B) is the front view.

FIG. 6 is a schematic diagram showing the configuration of a fail-safe device for a vehicle with a driving force extraction mechanism as a third embodiment of the present invention.

FIG. 7 is a flowchart for explaining the operation of the fail-safe device for a vehicle with a driving force extraction mechanism as the third embodiment of the present invention.

FIG. 8 is a schematic diagram showing a configuration of a main part of a conventional vehicle with a driving force extraction mechanism.

[Explanation of symbols]

1 engine 2 automatic transmission (automatic transmission,
A / T) 2A Propeller shaft 3 Power take-off as driving force extraction mechanism 3A Driving force output shaft 4 Engine control lever as lever member 5 Engine speed governor as engine rotation control means 6 Accelerator pedal 7, 7 ', 7 "lever Position fixing means 8 Shift lever 9 ECU 10 Shift range sensor as shift position detecting means 11 Parking brake sensor as parking brake detecting means 12 Parking brake lever 13 Control lever side cable 14 Governor side cable 15 Frame 16 Engine stopping means 21 and throttle Button 22 Starter switch 23 Stop motor (or fuel cut motor) 24 Engine stop cable 25 Accelerator control cable 26 Acc Lever lever assembly 26A link mechanism 27 steering column 28 control lever 29 stop lever 30 cabback control throttle lever 31 control lever sensor 41 as a lever member operation detecting means 41 accelerator lever 41a pin 42 connecting metal fitting 42a long hole 71 motor 72 motor Driving force transmitting arm 73 Rocker arm 73A Stopper portion 74, 74A Connecting rod 75 Rotating shaft 76 Shaft 77A, 77B Arm 77C Rocker arm contact portion 77 Operating force transmitting lever 78 Bracket assembly 78A, 78B Bracket 79A, 79B Bolt 80 Fork 80A Recess 81 Solenoid 82 Stopper member 82A Stopper member swing shaft 82B Stopper surface 83 Solenoid

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 17/04 K 29/00 C 29/02 J K 45/00 314 M

Claims (4)

[Claims] 1. An engine rotation control means for controlling a rotation state of an engine in conjunction with an accelerator pedal of a vehicle, an automatic speed change mechanism capable of automatically changing a shift speed of the vehicle, and a rotational drive from the engine for purposes other than the purpose of running the vehicle. In a vehicle having a driving force take-out mechanism for taking out force and a lever member configured to be non-interlocked with the accelerator pedal and controlling the operation of the driving force take-out mechanism by operating the engine rotation control means, Based on a shift position detecting means capable of detecting a shift position of the transmission, a lever position fixing means capable of fixing the lever member to a position where the output of the engine becomes the minimum, and a detection signal from the shift position detecting means. Control means for fixing the position of the lever member through the lever position fixing means when it is judged that the shift position of the transmission is other than neutral Is provided,
A fail-safe device for vehicles with a drive force extraction mechanism. 2. The vehicle has a parking brake detection means capable of detecting that a parking brake is operating, and the control means uses the detection signal from the shift position detection means to shift position of the automatic transmission. Is other than neutral, or the position of the lever member is fixed by the lever position fixing means when it is determined that the parking brake is not operating based on a detection signal from the parking brake detection means. A fail-safe device for a vehicle with a driving force extraction mechanism according to 1. 3. An engine rotation control means for controlling a rotation state of an engine in conjunction with an accelerator pedal of a vehicle, an automatic speed change mechanism capable of automatically changing a shift speed of the vehicle, and a rotational drive from the engine for purposes other than the purpose of running the vehicle. In a vehicle having a driving force take-out mechanism for taking out force and a lever member configured to be non-interlocked with the accelerator pedal and controlling the operation of the driving force take-out mechanism by operating the engine rotation control means, A shift position detecting means capable of detecting a shift position of a transmission, a lever member operating time detecting means capable of detecting this when the lever member is operated, and an engine stop for stopping the engine by cutting off fuel supply to the engine. Means and a detection signal from the shift position detection means and a detection signal from the lever member operation time detection means. And a control means for stopping the operation of the engine by the engine stopping means when the operation of the lever member is detected when it is determined that the vehicle position is not neutral. Fail-safe device for vehicles with mechanism. 4. The vehicle has a parking brake detection means for detecting that a parking brake is operating, and the control means is operable to detect a shift position of the transmission based on a detection signal from the shift position detection means. Is determined to be other than neutral, or when it is determined that the parking brake is not operating based on the detection signal from the parking brake detection means, the lever member operation detection means detects the operation of the lever member. The fail-safe device for a vehicle with a driving force extraction mechanism according to claim 3, wherein the engine stopping means stops the operation of the engine.