JPH0643167B2 - Vehicle power extraction device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention is used as a device for extracting the rotational power of a dump truck, a garbage truck, and other engines to a special device other than a traveling system.

〔Overview〕

The present invention relates to a device in which a clutch operation associated with disconnection of a power takeoff shaft is automated, and a clutch engagement / disengagement operation by operating a clutch pedal and a clutch engagement / disengagement action by automatic control for disconnecting the power takeoff shaft. By switching the fluid pressure system for and, the power take-off shaft can be connected and disconnected safely and reliably, and the operation switch can be arranged at a position other than the driver's seat.

[Conventional technology]

The number of vehicles equipped with special devices driven by mechanical power has increased, and engine power take-off devices have come into wide use.
This device includes a device for switching the power transmission system from the traveling system to the special device drive system, and in principle, the switching operation is performed while the vehicle is stopped.

The switching operation for transmitting the power of the engine to such a special device is performed by connecting / disconnecting the power take-off shaft provided in the transmission to the counter shaft of the transmission in conjunction with the timing of connection / disconnection of the clutch.

The control of this engine power take-off device is known to have a manual mechanical structure using a link or a lever, or a semi-automatic electric circuit structure using a switch, a relay, a solenoid valve or the like.

With the manual type, it is necessary to depress the clutch pedal that disconnects the clutch for each disconnect control of the power take-off shaft, and when the power take-off shaft is frequently disconnected,
The clutch operation is troublesome. Therefore, there has been a demand for a device that automatically performs clutch engagement / disengagement control by operating a button of an operation switch (hereinafter, referred to as a "PTO switch") for operating the engine power take-off device, thereby eliminating the complexity. .

An example of a conventional automated engine power take-off device is disclosed in Japanese Utility Model Laid-Open No. 60-111720. The technique disclosed here is a system in which the power take-off shaft of the engine power take-off device is meshed with the counter shaft of the transmission by one-touch operation of the PTO switch to take out power from the engine. The control for releasing the engagement is performed after confirming that the vehicle is stopped and the rotation of the counter shaft is 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 take-off device does not operate. Therefore, in order to take out the power through the engine power take-off device, the clutch is disengaged after confirming that the vehicle is stopped. Further, even if the clutch is disengaged, the counter shaft is stopped when it is rotating with inertia. In this way, when it is confirmed that the counter shaft has completely stopped rotating, the power take-off shaft is engaged with the counter shaft for the first time, and after confirming this engagement state, the clutch is put in contact and the engine is removed. I try to take out the power of.

Further, when the engagement between the counter shaft and the power take-off shaft is released in order to stop the operation of the engine power take-off device, the same procedure is performed after stopping the rotation of the counter shaft.

By such a control procedure, it is possible to prevent the engine power take-off device from accidentally operating during traveling, and it is possible to prevent the occurrence of gear squeal and damage or damage when the power take-off shaft is engaged or disengaged. is there.

As described above, the prior art shown above automates the clutch operation at the time of turning on the engine power take-off device which has been conventionally performed,
Therefore, the engine power take-off device can be turned on by one-touch operation, so that it is configured to be performed after detecting that the vehicle is stopped for safety and protection of the transmission.

The above-mentioned prior art is premised on that a vehicle equipped with an automatic transmission and an automatic clutch always connects and disconnects the clutch by an actuator controlled by a computer. That is, since it is assumed that the transmission is automatically in neutral and the clutch is engaged while the vehicle is stopped, it is possible to perform the power take-out operation without trouble even with the control operation described above. Is.

[Problems to be solved by the invention]

Therefore, in the above-mentioned prior art, the clutch and the clutch pedal cannot be connected and disconnected by being mounted on a vehicle equipped with a manually operated transmission and a clutch.

For example, in such a manually operated vehicle, when the clutch and the transmission are stopped, the clutch may be disengaged and the transmission may be in a neutral state, or the clutch may be disengaged and the transmission may be connected. is there. In this case, when the vehicle is stopped, the rotation of the counter shaft is stopped in the above conventional method, and if the PTO switch is operated in the contact state, the operation of engaging the power take-off shaft with the counter shaft is started. become. However, since the counter shaft meshes with the speed change gear of the traveling system, the power take-off shaft cannot mesh with the counter shaft.

Further, in the above-mentioned configuration of the related art, it is not suggested that at least the PTO switch is located at a position other than the driver's seat and that a person other than the driver operates it. The inconvenient surface shown in 1 may occur.

That is, in this system, the relationship between the clutch on / off control by operating the clutch pedal and the clutch on / off control in the power takeoff operation process is unclear, and for example, the driver depresses the clutch pedal to start the vehicle. , When the operation of the transmission gear is started from the neutral state, PT
If the O switch is operated, there is a possibility that the above-mentioned inconvenient control operation is performed. At this time, the engine cannot be started and the engine power take-off device cannot be operated, and in some cases, the engine power take-out device can be operated simultaneously with the start, which may be a dangerous state. In particular, when the PTO switch is provided at a place other than the driver's seat, such a situation may occur.

The present invention has been made in view of such a problem, and in a vehicle equipped with a manually operated transmission and a clutch, clutch engagement / disengagement control by operation of a clutch pedal and clutch engagement / disengagement in a power takeoff operation process are performed. An object of the present invention is to provide an engine power take-off device for a vehicle, which has a clear relation with disconnection control and which allows the engine power take-out device to be operated easily, safely and reliably from a work position other than a driver's seat. .

[Means for solving problems]

The present invention provides a transmission with an auxiliary power take-off shaft, a means for connecting and disconnecting the power take-out shaft to a drive shaft of the transmission, a means for connecting and disconnecting an input side clutch of the transmission, and an operation switch. According to an input, in a vehicle engine power takeoff device provided with a control circuit that program-controls the two connection / disconnection means, the connection / disconnection means for the clutch is a first fluid pressure system controlled by a clutch pedal, and A second fluid pressure system controlled by the control circuit, including means for switching the two fluid pressure systems to supply pressure to the clutch, and means for switching the two fluid pressure systems to supply to the clutch Is characterized in that it includes a switching valve connecting the higher pressure side of the two fluid pressure systems.

Further, the means for switching between the two fluid pressure systems and supplying them to the clutch is characterized by including a priority valve for connecting the one of the two fluid pressure systems which has reached a predetermined pressure or higher first.

The control circuit detects that the transmission is in the neutral position and the clutch pedal is open,
Means for sending a connection command to the means for connecting and disconnecting the power take-off shaft to the drive shaft of the transmission can be included.

The PTO switch can be provided in either the driver's seat, the work position other than the driver's seat, or both.

The fluid pressure system is basically a hydraulic system. This principle can be applied to not only the hydraulic system but also the pneumatic system, for example.

[Work]

The present invention, when operating the engine power take-off device with the PTO switch in the operating state, confirms that the transmission is set to the neutral position and the clutch pedal is released, and then the clutch is temporarily disengaged. The control for automatically connecting the take-out shaft to the drive shaft of the transmission and engaging the clutch again is automatically performed. Therefore, the engine power take-off device can be operated by operating the PTO switch.

Further, the PTO switch can be disabled while the engine power take-off device is operating, and the operation of the engine power take-off device can be stopped immediately when the driver operates the clutch pedal.

As a result, even if the PTO switch is installed at a position other than the driver's seat, the engine power take-off device can be driven, and the clutch pedal is used by the driver not only when the vehicle is traveling but also when the vehicle is traveling. The operation of the engine power take-off device can be prohibited in the state of stepping on.
Further, since the operation can be stopped even when the driver performs an operation for running the vehicle, the engine power take-off device can be operated or stopped easily and safely and reliably. .

〔Example〕

 Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram showing an embodiment of the present invention. In FIG. 1, reference numeral 10 is a clutch (CL),
Reference numeral 20 is a transmission (TM), reference numeral 30 is a power take-off unit (PTO), and reference numeral 40 is a clutch pedal.

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

The power take-out unit 30 is configured to take out engine power by connecting the power take-out shaft 31 to the clutch output shaft 22 via the counter shaft 21 of the transmission 20, and the connection control thereof is a PTO connected to the vacuum tank 61. It is performed via the solenoid valve 62 for disconnection.

An electromagnetic valve 62 for PTO connection / disconnection is connected to the microprocessor 71 via an input / output control device 72.

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

As means for connecting and disconnecting the clutch 10, a first hydraulic system controlled by the clutch pedal 40 and a second hydraulic system controlled by the microphone processor 71 are provided, and the pressure multiplication is performed by switching between these two hydraulic systems. It is characterized in that it is supplied to the device 51. That is, the first hydraulic system is the clutch pedal 40.
The output oil pressure of the master cylinder 53 linked to the operation of
This is a system for supplying the pressure intensifying device 51 via 54. The second hydraulic system is a system that supplies the output hydraulic pressure of the actuator 55 to the pressure multiplier 51 through the switching valve 54.

The drive control of the actuator 55 is performed via a clutch connecting / disconnecting solenoid valve 63 connected to the vacuum tank 61.

Further, the microprocessor 71 includes an input / output control device 72.
The clutch sensor 13, the transmission neutral detection sensor 23, the PTO sensor 33, the clutch switch 43, and the clutch connecting / disconnecting solenoid valve 63 are connected via the. Clutch switch 43
Is a structure that is turned on when the clutch pedal 40 is stepped on and turned off when the clutch pedal 40 is in the released state.

The present invention has such a configuration and realizes a device capable of safely, reliably and automatically operating the power takeoff unit 30 by one-touch operation of the PTO switch 81 or 82.

Hereinafter, a series of procedures at this time will be described with reference to FIGS. 2 and 3.

FIG. 2 is a flowchart for explaining the procedure for operating the power take-out unit 30.

When the PTO switch 81 or 82 is turned on, the clutch switch 43 detects whether or not the clutch pedal 40 is in the open state, and further the transmission neutral detection sensor 23.
Detects whether or not the transmission 20 is in the neutral state.

When the clutch pedal 40 is not in the released state, that is, when the vehicle is running or stopped and is in the middle of a gear shifting operation, or when the vehicle is stopped due to clutch disengagement, P
Disable the ON of the TO switches 81 and 82. Also the transmission
When the vehicle 20 is not in the neutral state, that is, when the vehicle is traveling or when the transmission 20 is shifted in an attempt to travel, the PTO switches 81 and 82 are turned off.

Therefore, only when the clutch pedal 40 is in the released state (clutch contact) and the transmission 20 is in the neutral state, the PTO switches 81 and 82 are turned on and the clutch connection / disconnection solenoid valve 63 is turned on. . When the solenoid valve 63 for connecting and disconnecting the clutch is turned on, the actuator 55 operates,
Hydraulic pressure is sent to the pressure multiplying device 51 via the switching valve 54 to operate the clutch cylinder 52 to disconnect the clutch 10.

After the clutch sensor 13 confirms that the clutch 10 is disengaged, the power take-off shaft 31 is connected to the clutch output shaft 22 through the counter shaft 21 by turning on the PTO connection / disconnection solenoid valve 62. Confirm this by. When the confirmation is obtained, the clutch connecting / disconnecting solenoid valve 63 is turned off, and the actuator 55 is operated to gradually bring the clutch 10 into the connecting state.

The clutch sensor 13 confirms the contact of the clutch 10 to start the power take-out operation.

FIG. 3 is a flow chart for explaining the operation for stopping the power take-out unit 30.

When the power take-out unit 30 is operating, the microprocessor 71
The TO switches 81 and 82 and the clutch sensor 13 are monitored. When the PTO switches 81 and 82 are turned off,
Immediately, the solenoid valve 63 for clutch engagement / disengagement is turned on, the actuator 55 is operated, and the clutch 10 is disengaged. When the clutch sensor 13 detects that the clutch 10 is disengaged by turning off the PTO switches 81, 82 or by depressing the clutch pedal 40, the PTO connection / disconnection solenoid valve.
Turn off 62. As a result, the power take-off shaft 31 is separated from the clutch output shaft 22. When the PTO sensor 33 confirms this, the clutch 10 is disengaged from the PTO switches 81, 82.
When the switch is turned off, the clutch disconnecting solenoid valve 63 is turned off and the clutch 10 is closed to enable clutch control by the first hydraulic system by operating the clutch pedal 40.

In this way, while the power take-off unit 30 is operating, the clutch pedal
When 40 is stepped on, the master cylinder 53, the switching valve 54,
Hydraulic pressure is supplied to the clutch cylinder 52 via the pressure multiplying device 51, the clutch 10 is disengaged, and the power take-off shaft 31 is immediately disengaged from the clutch output shaft 22 so that the vehicle can travel.

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

FIG. 4 is an example of a switching valve that connects the two hydraulic systems with the higher pressure. In this switching valve, a free piston 101 is provided in a cylinder 100, and two hydraulic pressure input sections 102 and 10 are provided.
The higher pressure of 3 is connected to the hydraulic pressure output unit 104 by the free piston 101 that moves according to the pressure difference.

FIG. 5 is a cross-sectional structural view showing an example of a priority valve that connects the one of the two hydraulic systems in which pressure is generated first. The input end 111 is connected to the actuator 55. Input end 112
Is connected to the master cylinder 53 of the clutch pedal. The output end 113 is connected to the pressure multiplier 51 of the clutch. A piston 116 that slides inside is provided in the cylinder 115. A rod 117 is connected to the piston 116, and a valve 118 is connected to the tip of the rod 117.
The piston 116 is moved to the right in the figure by the action of the spring 120. The stoppers 121 and 122 are the air vents in the oil.

The input end 112 communicates with the output end 113 when there is no pressure from either of the input shafts 111 and 112. Therefore, when pressure is applied to the input end 112 from the master cylinder 53 of the clutch pedal, this pressure appears at the output end 113. When the pressure reaches the input end 111 when the input end 112 does not have a predetermined pressure, the piston 116 moves to the left side of the figure against the spring 120 to generate the pressure at the output end 113 and is connected to the rod 117. Valve 118 blocks the passage at input end 112. A gasket 124 is provided at the tip of the valve 118, and the area surrounded by the gasket 124 is a fraction of the area of the inner cross section of the cylinder 115. Therefore, pressure is applied to the input end 111 first, and
When the passage of 112 is blocked, the input end 112 is connected to the input end 111.
The valve 118 will not open unless a pressure several times higher than the pressure is applied. That is, when pressure is applied to the input end 111 first, it does not appear at the output end 113 even if pressure is applied to the input end 112 later. Also, if pressure is applied to the input end 111 later while pressure is applied to the input end 112, the piston 116 will move to the pressure of the input end 112 and the spring.
The piston 116 does not move unless pressure is applied to the input end 111 that opposes the sum of the bias forces of 120. Input end 11
Since an actuator is connected to 1, there is no abnormally large pressure applied here, and even if pressure is applied to the input end 112 first, even if pressure is applied to the input end 111 later, it will be It does not appear at output 113. In this way, the hydraulic system to which the pressure has been previously applied is selected.

FIG. 6 is an example of a solenoid valve for selectively connecting one of two hydraulic systems. Solenoid valves 131, 13 provided in the two hydraulic systems
2 is a configuration that is controlled by a microprocessor and selectively connects either one. That is, one of the two hydraulic systems is selected.

With the following configuration, it is possible to operate the power take-off device for a period by one-touch operation of the PTO switches 81 and 82. Further, by disposing the PTO switch 82 at a work position other than the driver's seat,
Even if a person other than the driver operates the PTO switch 82, safe and reliable operation can be enabled.

In the above example, one of the two hydraulic systems is pressurized by the pedal, and the other is pressurized by the actuator using the vacuum pressure (negative pressure). However, the present invention is not limited to this. The actuator may use positive pressure, and the present invention can be similarly implemented by using other actuators or cylinders.

〔The invention's effect〕

INDUSTRIAL APPLICABILITY As described above, the present invention allows a person other than the driver to operate the engine power takeoff device safely and surely, independently of the driver's intention. At this time, the driver's intention and its operation are complicated. However, they can be arranged reasonably and safely, and the operability of the engine power takeoff device can be improved. This device has the effect of reducing the labor of the person who handles the device.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention. FIG. 2 is a flowchart explaining the operation of the present invention. FIG. 3 is a flowchart explaining the operation of the present invention. FIG. 4 is a diagram showing an example of a switching valve. FIG. 5 is a diagram showing an example of a priority valve. FIG. 6 is a diagram showing an example of a switching valve using a solenoid valve. 10 …… Clutch (CL), 13 …… Clutch sensor, 20…
… Transmission (TM), 21 …… Counter shaft, 22 …… Clutch output shaft, 23 …… Transmission neutral detection sensor,
30 ... Power take-out part (PTO), 31 ... Power take-out shaft, 33 ...
… PTO sensor, 40 …… Clutch pedal, 43 …… Clutch switch, 51 …… Pressure multiplier, 52 …… Clutch cylinder, 53 …… Master cylinder, 54 …… Switching valve, 55 …… Actuator, 61 …… Vacuum tank, 62 ... PTO
Solenoid valve for disconnection, 63 ... Solenoid valve for clutch disconnection, 71 ... Microprocessor, 72 ... Input / output control device, 81, 82 ...
PTO switch.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Takeshi Togashi Takeshi Togashi 3-1, 1-1 Hinodai, Hino City, Tokyo Hino Motor Co., Ltd. (72) Teruo Ono 4-11-3 Shiba, Minato-ku, Tokyo Hino (56) References JP-A-57-138427 (JP, A) JP-A-61-57430 (JP, A) JP-A-60-229825 (JP, A) Actual development 60-11030 ( JP, U) Actual development Sho 61-67031 (JP, U) Actual public 4-27692 (JP, Y2)

Claims (6)

[Claims] 1. A transmission is provided with an auxiliary power take-off shaft, means for connecting and disconnecting the power take-out shaft to a drive shaft of the transmission, means for connecting and disconnecting an input side clutch of the transmission, and an operation switch. And a control circuit for program-controlling the above-mentioned two disconnecting means in accordance with the input of the above, the means for disconnecting the clutch is a first fluid pressure system controlled by a clutch pedal, A second fluid pressure system controlled by the control circuit, including means for switching the two fluid pressure systems to supply pressure to the clutch, and means for switching the two fluid pressure systems to supply to the clutch Is a vehicle engine power take-off device including a switching valve that connects two fluid pressure systems with high pressure. 2. The control circuit, after detecting that the transmission is set to the neutral position and the clutch pedal is released, issues a connection command to the means for disconnecting the power take-off shaft from the drive shaft of the transmission. The engine power take-off device for a vehicle according to claim (1), including means for sending out. 3. The engine power take-off device for a vehicle according to claim 1, wherein the operation switch is provided at a driver's seat or a work position other than the driver's seat, or both positions. . 4. A transmission having an auxiliary power take-off shaft, means for connecting / disconnecting the power take-out shaft to a drive shaft of the transmission, means for making / disconnecting a clutch on an input side of the transmission, and an operation switch. And a control circuit for program-controlling the above-mentioned two disconnecting means in accordance with the input of the above, the means for disconnecting the clutch is a first fluid pressure system controlled by a clutch pedal, A second fluid pressure system controlled by the control circuit, including means for switching the two fluid pressure systems to supply pressure to the clutch, and means for switching the two fluid pressure systems to supply to the clutch Is an engine power take-off device for a vehicle, characterized in that it includes a priority valve that is connected to the one of the two fluid pressure systems to which the higher pressure comes first. 5. The control circuit, after detecting that the transmission is set to the neutral position and the clutch pedal is opened, issues a connection command to the means for disconnecting the power take-off shaft from the drive shaft of the transmission. The engine power take-off device for a vehicle according to claim (4), including means for sending out. 6. The engine power take-off device for a vehicle according to claim 4, wherein the operation switch is provided at a driver's seat or a work position other than the driver's seat, or both positions. .