JPS6364820A - Engine power taking-out device for vehicle - Google Patents

Abstract

PURPOSE:To improve control properties of an engine power taking-out device and to enable reduction of a man-hour, by a method wherein other worker than a driver can control the engine power taking-out device differently from intention of the driver. CONSTITUTION:A power taking-out part 30 is formed such that a power taking- out shaft 31 is connected to a clutch output shaft 22 through a counter shaft 21 of a transmission 20 to take-out a power, and control of connection is effected through an electromagnetic valve 62 for disconnecting PTO connected to a vacuum tank 61. The electromagnetic valve 62 for disconnecting PTO is connected to a microprocessor 71 through an input/output control device 72. Plural PTO switches are disposed, a PTO switch 81 is situated to a driver's seat, a PTO switch 82 is located in a working position, and the PTO switches are connected to the microprocessor 71 through an input/output control device 72.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention is used as a device for extracting rotational power from a dump truck, garbage truck, or other engine to a special device other than a traveling system.

[) Already required]

The present invention provides a device in which the clutch operation associated with the engagement of the power take-off shaft is automated, which includes: the engagement operation of the clutch by operating the clutch pedal; and the engagement operation of the clutch by automatic control for the engagement of the power take-off shaft. By switching the fluid pressure system to do this, it is possible to safely and reliably connect the power take-off shaft, and the operation switch can also be placed in a position other than the driver's seat.

[Conventional technology]

As more and more vehicles are equipped with special devices driven by mechanical power, engine power take-off devices have become widely used.

This device includes a device that switches the power transmission system from the driving system to the special equipment drive system, and as a general rule, the switching operation is performed while the vehicle is stopped.

A switching operation for transmitting engine power to such a special device is performed by bringing a power take-off shaft provided in the transmission into contact with a countershaft of the transmission in conjunction with the timing of engagement of the clutch.

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 type requires depressing the clutch pedal to disengage the clutch each time the power take-off shaft is closed. troublesome.

Therefore, there is a need for a device that automatically performs clutch contact control by operating a button on an operation switch (hereinafter referred to as the "rPTo switch") that operates the engine power take-off device, thereby eliminating the complexity. .

An example of a conventional automated engine power extraction device is one described in Japanese Utility Model Application Publication No. 1720/1983. The technology disclosed here is a method in which the power take-off shaft of the engine power take-off device is engaged with the countershaft of the transmission by one-touch operation of the PTO switch, and power is taken out from the engine. The disengagement is controlled to be performed after 6'l il when the vehicle is stopped and the rotation of the countershaft has stopped.

That is, when the vehicle is running and 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 extraction device, the clutch is disengaged after 6i1 iH that the vehicle is stopped. 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 state, the clutch is engaged and the engine is removed. I am trying to extract the power of the.

Furthermore, when disengaging the countershaft from the power extraction shaft in order to stop the operation of the engine power extraction 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 prior art shown above automates the clutch operation when the engine power take-off device is turned on, which was conventionally done, and
Therefore, since the engine power extraction device can be turned on with a one-touch operation, it is configured to be turned on after detecting that the vehicle is stopped for safety and protection of the transmission.

The above-mentioned conventional technology is based on the premise that in a vehicle equipped with an automatic transmission and an automatic clutch, the clutch is always engaged by an actuator controlled by a computer. In other words, since the transmission is automatically and always assumed to be in neutral and the clutch is engaged while the vehicle is stopped, the power extraction operation can be performed without any problem even with the control operations shown above. It is.

[Problem that the invention seeks to solve]

Therefore, in the above-mentioned prior art, it is not possible to install the clutch in a vehicle equipped with a manually operated transmission and clutch so that the clutch can be engaged or engaged using the clutch pedal.

For example, in such a manually operated vehicle, when the vehicle is stopped, the clutch and transmission are in a neutral state with the clutch engaged and the transmission is in a neutral state, and the clutch is disengaged and the transmission is engaged. There is. In this case, when the vehicle is stopped, the rotation of the countershaft is stopped in the conventional method described above, and when the PTO switch is operated directly, the operation of meshing the power take-off shaft with the countershaft is started. become. However, the countershaft is meshed with the transmission gear of the traveling system, and the power take-off shaft cannot be meshed with the countershaft.

Furthermore, in the configuration of the prior art described above, at least the Pro switch is located at a position other than the driver's seat, and there is no suggestion that anyone other than the driver operates it. There is a possibility that the disadvantages shown in .

In other words, in this system, the relationship between the clutch engagement control by operating the clutch pedal and the clutch engagement control during the power extraction process is unclear; for example, when the driver depresses the clutch pedal to start the vehicle, , when you start operating the transmission gear from the neutral state, the PT
If the O switch is operated, there is a possibility that the previously mentioned inconvenient control operation will occur. In this case, it becomes impossible to start the vehicle, and the engine power take-off device also becomes inoperable. In some cases, the engine power take-off device also becomes activated at the same time as the vehicle starts, creating a dangerous situation. Particularly, if the PTQ switch is installed at a location other than the driver's seat, this situation may occur.

The present invention has been made with a focus on these problems, and in vehicles equipped with a manual-based transmission and clutch, it is possible to control the engagement of the clutch by operating the clutch pedal, and to control the engagement of the clutch during the power extraction process. It is an object of the present invention to provide an engine power take-off device for a vehicle that clarifies the relationship with close-talk control and allows the engine power take-off device to be easily, safely and reliably operated from a working position other than the driver's seat. .

[Means for solving problems]

The present invention provides a transmission with an auxiliary power take-off shaft, a means for connecting the power take-off shaft to a drive shaft of the transmission, a means for connecting a clutch on the input side of the transmission, and a means for connecting the power take-off shaft to a drive shaft of the transmission, and a means for connecting a clutch on the input side of the transmission. and a control circuit for programmatically controlling the two means for engaging the clutch according to an input, wherein the means for engaging the clutch includes a first fluid pressure system controlled by a clutch pedal; The present invention is characterized in that it includes a second fluid pressure system controlled by the control circuit, and includes means for switching between the two fluid pressure systems to supply pressure to the clutch.

The means for switching between the two fluid pressure systems to supply the clutch may include a switching valve that connects the higher pressure of the two fluid pressure systems.

The means for switching between the two fluid pressure systems and supplying the fluid to the clutch may include a priority valve that connects the one of the two fluid pressure systems that reaches a predetermined pressure or higher first.

The means for switching between the two fluid pressure systems to supply the clutch may include a solenoid valve that selectively connects one of the two fluid pressure systems.

The control circuit detects that the transmission is set in the neutral position and the clutch pedal is released, and then
The means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission may include means for sending a connection command.

The PT○ switch can be provided at either the driver's seat, a working position other than the driver's seat, or both.

The fluid pressure system is basically a hydraulic system. This principle can also be applied to systems other than hydraulic systems, such as pneumatic systems.

[For production]

In the present invention, when the PT○ switch is activated to operate the engine power take-off device, the clutch is first disengaged after confirming that the transmission is set to the neutral position and the clutch pedal is released. Control is automatically performed to connect the power take-off shaft to the drive shaft of the transmission and re-engage the clutch. Therefore, the engine power extraction device can be operated by operating the PTO switch.

Further, while the engine power take-off device is in operation, the PT◯ switch is disabled, and when the driver operates the clutch pedal, the operation of the engine power take-off device can be 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 drive the engine power take-off device while the vehicle is running, as well as when the driver presses the clutch pedal to start the vehicle. When the pedal is depressed, the operation of the engine power take-off device can be prohibited.

Furthermore, even when the driver performs an operation to move the vehicle, the operation can be stopped, making it possible to easily, safely and reliably operate or stop the engine power take-off device. .

〔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 a power take-off unit (CPTO), and reference number 40 is a clutch pedal.

The clutch 10 is controlled by a clutch cylinder 52 operated by hydraulic pressure supplied via a pressure multiplier 51 . The pressure multiplier 51 and the clutch cylinder 52 are known devices that perform pressure multiplication using vacuum pressure.

The power take-off section 30 is connected to the countershaft 21 of the transmission 20.
A power take-off shaft 31 is connected to the clutch output shaft 22 via a power take-off shaft 31 to take out engine power, and the connection control is performed by a PTo connection/disconnection solenoid valve 62 connected to a vacuum tank 61.

A solenoid valve 62 for connecting and disconnecting power to the PTO is connected to the microprocessor 71 via an input/output control device 72 .

In this embodiment, a plurality of PTO switches are arranged, and for example, PTO switch 81 is placed in the driver's seat, and PT○ switch 82
are arranged at respective working positions and connected to a microprocessor 71 via an input/output control device 72.

A clutch pedal 4 serves as a means for connecting and disconnecting the clutch 10.
0 and a second hydraulic system controlled by a microprocessor 71, and is characterized in that the two hydraulic systems are switched and supplied to the pressure multiplier 51. That is, the first hydraulic system is a system that supplies the output hydraulic pressure of the mask cylinder 53, which is linked to the operation of the clutch pedal 40, to the pressure multiplier 51 via the switching valve 54. The second hydraulic system is a system that supplies the output hydraulic pressure of the actuator 55 to the pressure multiplier 51 via the switching valve 54.

The drive control of the actuator 55 is performed by the vacuum tank 6.
This is done via a clutch energizing solenoid valve 63 connected to 1.

Furthermore, a clutch sensor 13, a transmission neutral detection sensor 23, a PTO sensor 33, a clutch switch 43, and a clutch energizing solenoid valve 63 are connected to the microprocessor 71 via an input/output control device 72. The clutch switch 43 is configured to be turned on when the clutch pedal 40 is depressed and turned off when it is in the released state.

In the present invention, with such a configuration, the PTO switch 81
Alternatively, a device that can operate the power take-off section 30 safely, reliably, and automatically with a one-touch operation of 82 is realized.

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 extraction 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 the transmission 20 is in the neutral state. do.

When the clutch pedal 40 is not in the released state, that is, when the vehicle is running or stopped and in the middle of a gear change operation, or when the vehicle is stopped due to the clutch being disconnected,
Disable the PTO switches 81 and 82 from turning on. Also,
When the transmission 20 is not in a neutral state, that is, when the vehicle is running or about to drive, the transmission 2
Even when shifting 0, turning on of the PTO switches 81 and 82 is disabled.

Therefore, only when the clutch pedal 40 is in the open state (clutch engaged) and the transmission 20 is in the neutral state, the PTO switches 81 and 82 are enabled and the clutch crossing solenoid valve 63 is turned on. By turning on this clutch crossing solenoid valve 63, the actuator 5
5 is activated, hydraulic pressure is sent to the pressure multiplier 51 via the switching valve 54, the clutch cylinder 52 is activated, and the clutch 10 is disengaged.

After confirming that the clutch 10 is disconnected using the clutch sensor 13, the PTO connection/disconnection solenoid valve 62 is turned on, so that the power take-off shaft 31 is connected to the clutch output shaft 22 via the counter shaft 21, and the PTO sensor This is confirmed by 33. When confirmation is obtained, the clutch crossing electromagnetic valve 63 is turned off and the actuator 55 is operated to gradually bring the clutch 10 into the engaged 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 extraction section 30.

The microprocessor 71 controls the PTO switch 81, 82 and the clutch sensor 13 while the power take-off section 30 is in operation.
is being monitored. When the PT◯ switches 81 and 82 are turned off, the clutch crossing electromagnetic valve 63 is immediately turned on, the actuator 55 is operated, and the clutch 10 is disengaged. The clutch sensor 13 is connected to the PTO switch 81
．． When it is detected that the clutch 10 is disconnected by turning off the PTO switch 82 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 disconnected from the clutch output shaft 22. When the PTO sensor 33 confirms this, if the disengagement of the clutch 10 is due to the PTO switch 81. This enables clutch control by the first hydraulic system through operation of the clutch.

In this way, when the clutch pedal 40 is stepped on while the power take-off section 30 is in operation, the clutch cylinder 5
2, the clutch 10 is disconnected, and the power take-off shaft 31 is immediately disconnected from the clutch output shaft 22.
It is possible to enable the vehicle to run.

4 to 6 are diagrams showing specific configuration examples of the switching valve 54.

FIG. 4 is an example of a switching valve that connects the higher pressure of two hydraulic systems. This switching valve has a free piston 101 provided in a cylinder 100, and two hydraulic input parts 10.
2.103 is connected to the hydraulic output section 104 by a free piston 101 that moves due to the pressure difference.

FIG. 5 is a cross-sectional structural diagram showing an example of a priority valve that connects the one in which pressure is generated first among two hydraulic systems. Input end 1) 1 is connected to actuator 55. The input end 1) 2 is connected to the mask cylinder 53 of the clutch pedal. The output end 1) 3 is connected to a pressure multiplier 51 of the clutch. The cylinder 1) 5 is equipped with a piston 1) 6 that slides on the inside thereof, a rod 1) 7 is connected to this piston 1) 6, and a valve 1) 8 is connected to the tip of this rod 1) 7. The connected piston 1) 6 is pushed to the right in the figure by the action of a spring 1200. Stopper 12
1 and 122 are air vents in the pond.

In the absence of pressure from either input end 1)1 and 1)2, input end 1)2 communicates with output end 1)3.

Therefore, when pressure is applied from the mask cylinder 53 of the clutch pedal to the input end 1) 2, this pressure is applied to the output end 1) 3.
appears in When pressure arrives at the input end 1) 1 when there is no predetermined pressure at the input end 1) 2, the piston 1) 6 moves to the left in the figure against the spring 120, generating pressure at the output end 1) 3. At the same time, the pulp 1) 8 connected to the rod 1) 7 blocks the input end 1) 20 passage, this pulp 1)
There is a gasket 124 at the tip of the cylinder 8, and the area surrounded by the gasket 124 is a fraction of the area of the inner cross section of the cylinder 1). Therefore, input end 1
) 1 is applied first and once the passage of the input end 1) 2 is blocked, the pulp 1 must be applied to the input end 1) 2 unless a pressure several times the pressure of the input end 1) 1 is applied. )8 does not open. In other words, if pressure is applied to the input end 1) 1 first, even if pressure is applied later to the input end 1) 2, it will not appear at the output end 1) 3. Also, if pressure is applied to the input end 1) 2 first and then pressure is applied to the input end 1) 1 later, the piston 1) 6 will be moved by the pressure of the input end 1) 2 and the pressure of the spring 120. The piston 1) 6 will not move unless a pressure opposite to the sum is applied to the input end 1) 1. Since the actuator is connected to the input end 1) 1, an abnormally large pressure will not be applied there, and essentially, if pressure is applied to the input end 1) 2 first, then the input end 1) 1 will be connected to the input end 1) 1. Even if pressure is applied to the output end 1) 3
It does not appear in In this way, the hydraulic system to which pressure was applied first is selected.

FIG. 6 is an example of a solenoid valve that selectively connects one of two hydraulic systems. Solenoid valves 131 provided in two hydraulic systems.
132 is controlled by a microprocessor and is configured to selectively connect one of the two. That is, one of the two hydraulic systems is selected.

With the above configuration, the engine power take-off device can be operated with one-touch operation of the PTO switches 81 and 82.
Further, by arranging the PTO switch 82 at a working position other than the driver's seat, safe and reliable operation can be achieved even if a person other than the driver operates the PTO switch 82.

In the above example, one of the two hydraulic systems is pressurized by a pedal, and the other is pressurized by an actuator that uses vacuum pressure (negative pressure). The present invention is not limited thereto. The actuator may use positive pressure, and the present invention can be similarly practiced with other actuators or cylinders.

〔Effect of the invention〕

As explained above, the present invention allows a person other than the driver to safely and reliably operate the engine power take-off device independently of the driver's intention, and at this time, the driver's intention and the operation are complicated. However, they can be arranged rationally and safely, and the operability of the engine power take-off device can be improved. This device has the effect of reducing the labor of the person handling the device.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention. FIG. 2 is a flowchart illustrating the invention in detail. FIG. 3 is a flowchart illustrating the present invention in detail. FIG. 4 is a diagram showing an example of a switching valve. FIG. 5 is a diagram showing an example of priority pulp. FIG. 6 is a diagram showing an example of a switching valve using a solenoid valve. DESCRIPTION OF SYMBOLS 10... Clutch (CL), 13... Clutch sensor, 20... Transmission (TM), 21... Counter shaft, 22... Clutch output shaft, 23... Transmission neutral detection sensor , 30...Power take-off part (P
TO), 31... Power take-off shaft, 33... PTO sensor, 40... Clutch pedal, 43... Clutch switch, 51... Pressure multiplier, 52... Clutch cylinder, 53... ...Mask cylinder, 54...Switching valve, 55...Actuator, 61...Bakiame tank, 62...PTO connection/disconnection solenoid valve 3...
Clutch contact solenoid valve, 71... Microprocessor, 72... Input/output control device, 81.82... PTO
switch. Ivy 1st Figure 2 Figure 3

Claims (6)

[Claims] (1) The transmission is equipped with an auxiliary power take-off shaft, a means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission, a means for connecting and disconnecting a clutch on the input side of the transmission, and an input from an operation switch. In the engine power extraction device for a vehicle, the means for connecting and disconnecting the clutch includes a first fluid pressure system controlled by a clutch pedal and a control circuit for programmatically controlling the two means for connecting and disconnecting the clutch. An engine power extraction device for a vehicle, comprising a second fluid pressure system controlled by a circuit, and means for switching between the two fluid pressure systems to supply pressure to the clutch. (2) The vehicle engine according to claim (1), wherein the means for switching between the two fluid pressure systems and supplying the same to the clutch includes a switching valve that connects a high pressure system of the two fluid pressure systems. Power take-off device. (3) The means for switching between the two fluid pressure systems to supply the clutch to the clutch includes a priority valve that connects the system in which higher pressure has arrived first among the two fluid pressure systems.
The engine power extraction device for the vehicle described in item 1). (4) The means for switching between the two fluid pressure systems and supplying the same to the clutch includes a solenoid valve that selectively connects one of the two fluid pressure systems. Device. (5) After the control circuit detects that the transmission is set to the neutral position and the clutch pedal is released, the control circuit sends a connection command to the means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission. An engine power extraction device for a vehicle according to claim 1, comprising means. (6) The engine power extraction device for a vehicle according to claim (1), wherein the operation switch is provided at a driver's seat, a working position other than the driver's seat, or both positions.