JPH09123787A - PTO controller for vehicles with automatic transmission - Google Patents

Abstract

(57) [Abstract] [PROBLEMS] A shift lever 51 of a vehicle equipped with an automatic transmission is P
When it enters the range, the P range detection cam 48 and P
It is locked by a lock cam 41 driven by the range shift lock solenoid 20 and released when the brake pedal is depressed. On the other hand, no mechanism was provided for locking when the N range was entered. Therefore, P
If you accidentally put it in the driving range while using the TO device,
There was a risk of the vehicle going out of control. A mechanism for locking a shift lever placed in an N range is newly provided. When the N range detection switch 27 detects that the N range has been entered, the N range shift lock solenoid 26 is energized. Rod 5
6 is projected, and the fitting portion 52-1 of the lock body 52 fits and locks with the shift lever 51. The energizing current to each shift lock solenoid has a circuit configuration that is not stopped while the PTO device is in use to prevent the shift lever from shifting to the traveling range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a PTO controller for a vehicle equipped with an automatic transmission, which controls power output to a bodywork device such as a pump equipped in the vehicle equipped with the automatic transmission.

[0002]

2. Description of the Related Art Some vehicles are equipped with a bodywork device, such as a crane or a pump, which requires power during use. In many of such vehicles, when a bodyworking device is used, power is taken out from an engine used for traveling by a device centering on an electromagnetic clutch. The power takeoff device is a PTO device (PTO: PowerT
ake Off). With the spread of vehicles equipped with an automatic transmission other than passenger cars, the number of vehicles equipped with an automatic transmission equipped with the above-described bodywork device is also increasing.

In a bodywork device such as a crane, the vehicle is stopped or the shift lever is set to a P range (parking range) or an N range (neutral range) so that it can be operated in a safe state. Such as
It is operated under the condition that predetermined conditions are met.

FIG. 4 shows a conventional PTO for a vehicle equipped with an automatic transmission.
It is a circuit block diagram of a control apparatus. In FIG. 4, 1 is a battery, 2A and 2B are fuses, 3 is a starter switch,
4 is an idle detection switch, 5 is an idle relay, 6 is an AT controller, 7 and 8 are diodes, 9 is an inhibitor switch, 10 is a PTO relay, 11 is a PTO operation switch, 12 is an electromagnetic clutch relay, 13 is an electromagnetic clutch, and 14 Is the brake pedal stop lamp switch,
Reference numeral 15 is a stop lamp, 16 to 18 are wirings, 19 is a shift lock controller, 20 is a P range shift lock solenoid, and 21 is a P range detection switch.

The idle detection switch 4 is a switch that is turned on when the engine is in an idle state (when the accelerator pedal is not depressed). Idle relay 5
Is a relay in which the idle relay coil 5-1 is energized when the idle state is detected, and the idle relay contact 5-2 is turned on.

The inhibitor switch 9 is composed of a plurality of switches and is turned on according to the shift position of the shift lever. For example, when the position is set to P (P range), the switch 9-1 is turned on. Similarly,
When the switch is set to the R or N position (R range, N range), the switch 9-2 or 9-3 is turned on. The ON signal of each switch of the inhibitor switch 9 is AT
It is transmitted to the controller 6 and used for controlling an automatic transmission (not shown). Switches 9-1 and 9 corresponding to P and N
-3 is connected to the PTO relay 10 collectively after passing through the diodes 7 and 8 provided for backflow prevention.

In the PTO relay 10, when a current is applied to the PTO relay coil 10-1, the PTO relay contact 10-2 is turned to the opposite side (if it is turned off, turned on, turned on) only when the energization rises. It is a relay that is turned down. The PTO operation switch 11 is turned on only while being pressed, and is returned to off when the pressing force disappears.
It is a so-called self-resetting switch.

The electromagnetic clutch relay 12 is a relay in which the relay coil 12-1 is energized when the relay contact 10-2 of the PTO relay 10 is turned on, and the relay contact 12-2 is turned on. The brake pedal stop lamp switch 14 is a switch that is turned on when the brake pedal is depressed, and the stop lamp 15 is turned on when the brake pedal is depressed. In addition, the signal that you stepped on the brake pedal,
It is also transmitted to the shift lock controller 19 through the wiring 18. This signal will be described in detail later with reference to FIG.
It is used to deactivate the P-range shift lock solenoid 20.

The shift lock controller 19 is for locking a shift lever (not shown) at that position when it is put in the P range. When a detection signal indicating that the P range has been entered is input from the P range detection switch 21, the P range shift lock solenoid 20 is energized to lock the shift lever.

Next, the operation will be described. First, the operation of the electromagnetic clutch 13 will be described, and then the shift lock controller 1
The operation of No. 9 will be described. (Operation of Electromagnetic Clutch 13) When the electromagnetic clutch relay 12 is turned on, a current flows through the path of the battery 1 → the fuses 2A and 2B → the electromagnetic clutch relay contact 12-2 → the electromagnetic clutch 13 to operate the electromagnetic clutch 13. As a result, power is extracted from the engine side to the bodywork device side.

Therefore, the operation of the PTO controller can be understood by knowing when the electromagnetic clutch 13 is activated and when it is not activated. The use of the bodywork device is started when the vehicle is stopped, the engine is in the idle state, and the shift lever is in the P range or the N range. Since the engine is rotating, the contact of the starter switch 3 is naturally in the ON position. In the idle state, the idle detection switch 4 is turned on, so that the idle relay coil 5-1 is energized and the idle relay contact 5-2 is turned on.

When the shift lever is set to the P range or the N range, the inhibitor switch 9 switch 9-
1 or 9-3 is turned on, the voltage of the battery 1 is set to the starter switch 3 and the inhibitor switch 9
Is applied to both ends of the PTO relay contact 10-2. In this state, when the PTO operation switch 11 is turned on, the battery 1 → fuses 2A, 2B → starter switch 3 → idle relay contact 5-2 → PTO relay coil 10-1 → PTO operation switch 11 are energized and energized. PTO relay contact 10-2 at startup
Is turned on. When the PTO relay contact 10-2 is turned on, a current flows through the electromagnetic clutch relay coil 12-1, so that the electromagnetic clutch relay contact 12-2 is turned on.
As a result, the electromagnetic clutch 13 operates as described above.

When the use of the bodywork device is finished and it is desired to stop taking out power, the engine is returned to the idle state and the PTO operation switch 11 is turned on. By returning to the idle state, the idle relay contact 5-2 is turned on, but when the PTO operation switch 11 is turned on in this state, a current flows through the PTO relay coil 10-1 and the PTO relay contact 10- 2 is turned off and the electromagnetic clutch relay 12 is deenergized. The electromagnetic clutch 13 stops operating, and power transmission is stopped.

(Operation of shift lock controller 19)
When the shift lever is put into the P range, the P range shift lock solenoid 20 is energized as described above, and the shift lock is performed so that the P range cannot be shifted to another range. Details of the configuration and operation of the shift lock controller 19 will be described with reference to FIG.

FIG. 5 shows a circuit around the shift lock controller in the conventional example. Reference numerals correspond to those in FIG. 4, 31 is an unlocking relay, 32 is a starter switch ON relay, 33 and 34 are diodes, 35 is a lock relay, and 36 and 37 are diodes. The lock release relay 31 is a normally closed relay, and the starter switch ON relay 32 and the lock relay 35 are normally open relays.

Relay coil 31 of unlocking relay 31
One end of -1 is the brake pedal stop lamp switch 1
4 and the other end is connected to the ground via the diode 33. Relay contact 31-2 of unlocking relay 31
Is connected to the wiring 16 from the starter switch 3, and the other end is connected to one end of the P range shift lock solenoid 20 via the relay contact 35-2 of the lock relay 35.

One end of the relay coil 32-1 of the starter switch ON relay 32 is connected to the wiring 16 from the starter switch 3, and the other end is connected to the ground via the diode 34. One end of the relay contact 32-2 of the starter switch ON relay 32 is connected to the wiring 17 from the battery 1, and the other end is connected to the P range detection switch 21 and the relay coil 35-1 of the lock relay 35 and the diode 3.
Connected to ground via 6. The other end of the P-range shift lock solenoid 20 is connected to the ground via a diode 37.

Since the circuit configuration is as described above, P
The range shift lock solenoid 20 has a relay contact 3
When a current flows through 5-2, it is energized to shift-lock. If it does not flow, it is de-energized and the shift lock is released. When the starter switch 3 is in the ON position, the starter switch ON relay 32 is energized and the relay contact point 32-2 is turned on because the power is supplied from the wiring 16. Since the unlocking relay 31 is a normally-closed relay, unless the brake pedal is depressed (the brake pedal stop lamp switch 14 is off), the relay contact 31-
2 is on.

In such a state, when the shift lever is put into the P range and the P range detection switch 21 is turned on, the relay coil 35-1 of the lock relay 35 is energized and the relay contact 35-2 is turned on. Then, the P range shift lock solenoid 20 is energized, and the shift lever in the P range is locked at that position.

The lock is released by stepping on the brake pedal, which will be described below. When a current flows through the wiring 18, the lock release relay 31
The relay contact 31-2 is turned off, the energizing current to the P range shift lock solenoid 20 is cut off, and the lock is released. Therefore, the wiring 18 can be said to be a wiring for transmitting the shift lock release signal.

When the brake pedal is stepped on, the brake pedal stop lamp switch 14 is turned on.
8 through the relay coil 31 of the unlock relay 31-
1 is energized and the relay contact 31-2 is turned off. Therefore, the energization of the P range shift lock solenoid 20 is stopped and the lock is released. Next, the mechanical structure and operation of the shift lever lock will be described.

(Structure Related to P Range Lock of Shift Lever and Its Mechanical Operation) The mechanical structure related to P range lock of the shift lever and its operation will be described with reference to FIGS. 6 and 7. In these figures, reference numerals correspond to those in FIG. 4, A is a P range shift lock mechanism, 40 is a rod,
41 is a lock cam, 42 is a connecting shaft, 43 is a rotating shaft, 44
Is a concave portion, 45 is a fixed column, 46 is a central axis, 47 is a spring, 48 is a P range detection cam, 48-1 is an engaging portion, 49
Is a guide body, 50 is a guide groove, and 51 is a shift lever. The P range shift lock mechanism A includes a P range detection cam 48, a lock cam 41, a rod 40, a P range shift lock solenoid 20, and the like.

First, FIG. 6 will be described. FIG. 6 is a diagram showing an operating state of the shift lever mechanism when the shift lever is not in the P range. FIG. 6A is a view looking down from above the shift lever 51.
(B) is a plan view of a portion of the lock cam 41. The guide groove 50 is formed as a bent groove by arranging two guide bodies 49 having a predetermined uneven surface so as to face each other with a gap (so-called Benz shift gate). The shift lever 51 has the bent guide groove 50.
By moving the inside of the box and holding it at positions such as P, R, and N shown in the drawing, the shift to the P range, the R range, the N range, and the like is performed. The shift lever 51 in FIG. 6 (a) is in the state of being in the P range, and when it is advanced in the direction of the arrow in the figure, it is put in the P range.

The P range detection cam 48 is a cam fixed by the central shaft 46 and rotatable. Spring 47
The center portion of the is wound around the center shaft 46, one end of which is fixed to the fixed column 45, and the other end of which is engaged with the P range detection cam 48. Therefore, when the shift lever is not in the P range, the P range detection cam 48 is rotated counterclockwise by the elastic force of the spring 47, and at the position where the P range detection cam 48 contacts the fixed column 45. It has been stopped. If the shift lever 51 is moved to the P range, the P range detection cam 48 is pushed by the shift lever 51 and rotates in the arrow direction (clockwise direction) while resisting the elastic force of the spring 47. Then, the engaging portion 48-1 approaches the lock cam 41.

As shown in FIG. 6B, the lock cam 41 has a recess 44 on the side facing the engaging portion 48-1. Then, it is configured to rotate about a rotating shaft 43, and is connected by a connecting shaft 42 to a rod 40 that is driven to move in and out by the P-range shift lock solenoid 20. When the P-range shift lock solenoid 20 is deenergized, the rod 40 projects in the direction of the arrow, and the lock cam 41 is rotated counterclockwise.

Next, FIG. 7 will be described. Fig. 7 (a)
FIG. 8 is a diagram showing an operating state of the shift lever mechanism when the shift lever is in the P range. Shift lever 51
When the P range is set to the P range, the P range detection cam 48 is pushed by the shift lever 51 and rotated to the position shown in the figure.
Having entered the P range means that the P range detection switch 2
1 is transmitted to the shift lock controller 19 shown in FIG. 5, and the P range shift lock solenoid 20 is energized.

Then, as shown in FIG. 7B, the rod 40 is pulled in the direction of the arrow, and the lock cam 41 rotates clockwise. As a result, the recess 44 of the lock cam 41
Engages with the engaging portion 48-1 that has just rotated. When engaged, the P range detection cam 48 cannot rotate counterclockwise, so the shift lever 51 cannot be pulled out of the P range position. Thus, the shift is locked in the P range. It should be noted that the shift lock in the P range is not related to the use or non-use of the PTO device, as is clear from the above description of the operation. In short, as long as it is put in the P range, the shift lock is always performed. Locked.

[0028]

[Problems to be solved by the invention]

(Problem) In the above-described conventional PTO control device for a vehicle equipped with an automatic transmission, even if the shift lever is set to the P range or the N range at the start of use of the PTO device, the shift lever is shifted to another range due to an erroneous operation during use. However, there is a problem in that the vehicle may start unintentionally.

(Explanation of Problems) (1) Case in which the P Range is in place First, the case in which the PTO apparatus is in the P range at the start of use will be described. In this case, as described with reference to FIG. 7, the shift lever 51 is locked by the P range detection cam 48 and the like.

However, this lock operation is performed by the PTO.
Since it is not related to the use of the device, a person sitting in the driver's seat accidentally depresses the brake pedal (this unlocks it) due to misunderstanding or casual operation without holding hand. If you shift the lever to the driving range, the vehicle that should have stopped starts moving. If the engine speed is being increased to increase the power taken out, the vehicle will jump out. This is extremely dangerous.

(2) When the shift lever is set to the N range The locking of the shift lever set to the N range has not been performed conventionally. Therefore, the N range may be more easily shifted to the travel range than the P range due to an erroneous operation. If the shift is performed while the PTO device is in use, the vehicle will start moving or jumping out, which is dangerous.

(3) Operation of parking brake When in the P range, due to the structure of the driving force transmission mechanism, it is almost as if the parking brake or more was applied, but in the N range. If this is not the case. Therefore, when using the PTO device, N
Especially when in the range, it is required to remember to operate the parking brake. However, the operation may be forgotten, and even if the operation is performed, if the parking brake operation force is not sufficient, the stopped state of the vehicle cannot be secured. An object of the present invention is to solve the above problems.

(4) Conventional Literatures As literatures relating to a PTO control device for a vehicle equipped with an automatic transmission for preventing the vehicle from running out of control while using the PTO device, for example, Japanese Utility Model Publication No. 58-147826, Actual Kaisho 60-3
There are 0820 and Japanese Utility Model Laid-Open No. 5-80852. However, none of the techniques described in these documents solves the above-mentioned problems.

[0034]

In order to solve the above-mentioned problems, according to the present invention, an automatic transmission including a P-range shift lock mechanism for locking a shift lever in the P range and a shift lock controller for controlling the P range shift lock mechanism. In an automatic transmission-equipped vehicle PTO control device for controlling a PTO device equipped in an installed vehicle, an N range detection means for detecting that a shift lever is in an N range and sending a detection signal to the shift lock controller, , An N range shift lock mechanism for locking a shift lever in the N range, and an N range shift lock mechanism driving means for driving the N range shift lock mechanism by being energized by a current from the shift lock controller, It is provided in the middle of the wiring that transmits the shift lock release signal to the shift lock controller. In PTO device used was that it comprises a shift lock release signal transduction inhibiting means for inhibiting the transmission of the shift lock release signal.

Further, according to the present invention, in the PTO control device for the vehicle equipped with the automatic transmission, which enables the use of the PTO device when the shift lever is put in the P range or the N range, when the shift lever is put in the N range, The PTO device cannot be used unless the parking brake is applied.

(Outline of operation) In a vehicle equipped with an automatic transmission, the shift lever is locked when the shift lever is put in the P range. However, in the present invention, the shift lever is put in the N range. Added a new configuration that locks when Then, while the PTO device is used, these locks cannot be released.

As a result, the shift lever cannot be shifted to the running range while the PTO device is in use.
Even if the shift lever is accidentally shifted, there is no risk of shifting to the driving range. Therefore, PTO
The vehicle does not run away while using the device. Also, N
When the PTO device is used in the range, the vehicle can be surely stopped before using the PTO device if the configuration is such that the use cannot be started without applying the parking brake.

[0038]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a circuit configuration diagram of a PTO control device for a vehicle equipped with an automatic transmission according to the present invention. Reference numerals correspond to those of FIG. 4, 22 is a parking brake switch, 2
3, 24 are diodes, 25 is a shift lock relay during PTO operation, 26 is an N range shift lock solenoid,
27 is an N range detection switch. Those having the same reference numerals as those in FIG. 4 have the same configuration and operate in the same manner, and therefore description thereof will be omitted.

In the circuit configuration of FIG. 1, the first point different from the conventional example of FIG. 4 is the wiring 18 connecting the brake pedal stop lamp switch 14 and the shift lock controller 19.
The point is that a shift lock relay 25 during PTO operation, which is connected to a normally closed relay contact 25-2, is provided midway. The relay coil 25-1 is connected to a wire branched from the middle of a wire connecting the relay contact 12-2 of the electromagnetic clutch relay 12 and the electromagnetic clutch 13.

The second difference is that the P range detection switch 2
The point is that an N-range detection switch 27 is provided in parallel with 1. The third difference is that the N-range shift lock solenoid 26 is arranged in parallel with the P-range shift lock solenoid 20.
That is the point.

The fourth difference is that the inhibitor switch 9
The point connecting the PTO relay 10 to the PTO relay 10 is two paths for the P range and the N range. The path for the P range is
This is a path connected from the P range switch 9-1 through the diode 24. The route for the N range is a route connected from the switch 9-3 for the N range through the series circuit of the parking brake switch 22 and the diode 23. The configuration related to this route is provided as needed.

FIG. 2 shows a circuit around the shift lock controller according to the present invention. The reference numerals correspond to those in FIG. The shift lock controller has conventionally been used to perform lock control when the shift lever is put in the P range, but in the present invention, it works so as to perform lock control even when it is put in the N range.

In the present invention, in addition to the conventional lock mechanism for the P range, a lock mechanism for the N range is added. When the shift lever is put into the N range, the N range detection switch 27 detects this and sends a detection signal to the shift lock controller 19. The shift lock controller 19 uses the N range shift lock solenoid 2
The lock body (which will be described later with reference to FIG. 3) that locks the shift lever is activated by urging the lever 6.

Since the P-range shift lock solenoid 20 and the N-range shift lock solenoid 26 are connected in parallel, when a current is supplied from the shift lock controller 19, both currents flow to both, and both lock mechanisms operate. . However, since there is only one shift lever, what actually locks is the lock mechanism in which the shift lever is actually inserted. Hereinafter, the operation of the circuit when the PTO device is used will be described in detail by dividing the operation into the P range and the N range.

(1) In the case of entering the P range When entering the P range, the switch 9-1 of the inhibitor switch 9 of FIG. 1 is turned on, so that the voltage of the battery 1 is applied to the PTO relay 10 via the diode 24. . P
When the TO operation switch 11 is pressed, a current flows through the relay coil 10-1 and the relay contact 10-2 is turned on. Then
The electromagnetic clutch relay 12 is energized and its relay contact 1
2-2 turns on. As a result, the electromagnetic clutch 13 is activated and power is taken from the engine side to the bodywork device side. At the same time, the shift lock relay 25 is energized during PTO operation.

Turning to FIG. 2, when the P range is entered, the P range detection switch 21 is turned on and the lock relay 35 is energized to activate the P range shift lock solenoid 20 and the N range shift lock solenoid 26. Is energized. Both are energized, but since the shift lever is in the P range, locking is performed by the P range shift lock solenoid 20.

The role of the shift lock relay 25 during PTO operation will be further described as follows. This relay is energized while the PTO device is in use and is a normally closed relay contact 2
Since 5-2 is turned off, energization (shift lock release signal) through the wiring 18 is blocked. That is, PTO
The shift lock relay during operation 25 is a shift lock release signal transmission preventing means. As a result, while the PTO device is in use, even if the brake pedal is depressed, the lock release signal is not transmitted to the lock release relay 31 and the lock release is blocked.

(2) When the N range is entered When the N range is entered, the switch 9-3 of the inhibitor switch 9 in FIG. 1 is turned on. However, if the parking brake is not applied, the parking brake switch 22 does not turn on, so the PTO device cannot be used. Since it cannot be said that a stable stop of the vehicle is ensured only by putting it in the N range, in the present invention, when trying to use the PTO device in the state of being put in the N range, it is necessary to apply the parking brake, We propose to add it as a condition if necessary.

When the parking brake is applied and the parking brake switch 22 is turned on, the voltage of the battery 1 is applied to the PTO relay 10 via the diode 23. The following circuit operation is substantially the same as the circuit operation in the P range. When the PTO operation switch 11 is pressed, a current flows through the relay coil 10-1 and the relay contact 10-2 is turned on. Then, the electromagnetic clutch relay 12 is energized and its relay contact 12-2 is turned on. As a result, the electromagnetic clutch 13 is activated and power is taken from the engine side to the bodywork device side. At the same time, the shift lock relay 25 is energized during PTO operation.

Turning to FIG. 2, when the N range is entered, the N range detection switch 27 is turned on and the lock relay 35 is energized to activate the P range shift lock solenoid 20 and the N range shift lock solenoid 26. Is energized. Both are energized, but since the shift lever is in the N range, locking is performed by the N range shift lock solenoid 26.

In FIG. 3, the shift lever is N in the present invention.
It is a figure which shows the operating state of the shift lever mechanism when it is put into the range. Reference numerals correspond to those in FIG. 7, B is an N range shift lock mechanism, 52 is a lock body, 52-1 is a fitting portion, 53 is a connecting shaft, 54 is a link body, 55 is a rotating shaft, 5
6 is a rod and 57 is a return spring. The N range shift lock mechanism B includes a lock body 52 and a link body 5.
4, rod 56, return spring 57, N range shift lock solenoid 26, and the like. In FIG. 3A, the shift lever 51 placed in the N range is
The state immediately before being locked is shown, and FIG. 3B shows the locked state.

The N range detection switch 27 is composed of, for example, a limit switch having contacts. Contact is N
When the shift lever 51 that has been moved to the range is contacted and it is detected that the N range has been entered, the detection signal is sent to the shift lock controller 19 in FIG.

At one end of the lock body 52, the shift lever 5
1 is provided, and the other end is movably connected to one end of the link body 54 via the connecting shaft 53. The link body 54 is rotatable around a fixed rotation shaft 55. The other end of the link body 54 is connected to a rod 56 driven by the N-range shift lock solenoid 26. The rod 56 is pulled by the return spring 57 in the direction of the arrow shown in FIG. 3A when the N range shift lock solenoid 26 is not energized. In this state, the lock body 5
2 does not lock the shift lever 51.

When it is detected that N range has been entered, N
When a current is applied to the range shift lock solenoid 26, the rod 56 is pulled in the direction of the arrow as shown in FIG. 3B, and the lock body 52 advances toward the shift lever 51. As a result, the fitting portion 52-1 causes the shift lever 5 to move.
1 to prevent the shift lever 51 from moving to another range. That is, the shift is locked in the N range.

Thus, according to the present invention, while the PTO device is in use, the shift lock is effected both in the P range and in the N range. Even if the pedal is depressed, the shift lock will not be released.

FIG. 8 is a conceptual diagram of shift lock control in the present invention. The reference numerals correspond to those in FIG. The signals from the starter switch 3, the P range detection switch 21, and the N range detection switch 27 are signals for shift lock. The brake pedal stop lamp switch 14 is a signal for releasing the shift lock,
The signal from the shift lock relay 25 during PTO operation is a signal for preventing the release of the shift lock. PTO
In order to operate the shift lock relay 25 during operation, as described in FIG. 1, the idle detection switch 4, the inhibitor switch 9, the parking brake switch 22, the PTO.
The operation of the operation switch 11 or the like is required.

[0057]

As described above, according to the PTO control device for a vehicle equipped with an automatic transmission of the present invention, the shift lever is locked not only when it is in the P range but also when it is in the N range. A new configuration is added so that the locks cannot be released while the PTO device is in use, so there is no risk of accidentally shifting to the driving range while the PTO device is in use. Therefore, there is no risk of the vehicle going out of control while using the PTO device. Further, when the PTO device is used in the N range, if the parking brake is not applied and the configuration cannot be started, it is possible to ensure the stop of the vehicle before using the PTO device. I can.

[Brief description of the drawings]

FIG. 1 is a circuit configuration diagram of a PTO control device for a vehicle equipped with an automatic transmission according to the present invention.

FIG. 2 is a circuit around a shift lock controller according to the present invention.

FIG. 3 is a diagram showing an operating state of the shift lever mechanism when the shift lever is in the N range according to the present invention.

FIG. 4 is a circuit configuration diagram of a conventional PTO control device for a vehicle equipped with an automatic transmission.

FIG. 5 is a circuit around a shift lock controller in a conventional example.

FIG. 6 is a diagram showing an operating state of the shift lever mechanism when the shift lever is not in the P range.

FIG. 7 is a diagram showing an operating state of the shift lever mechanism when the shift lever is put into a P range.

FIG. 8 is a conceptual diagram of shift lock control in the present invention.

[Explanation of symbols]

A ... P range shift lock mechanism, B ... N range shift lock mechanism, 1 ... Battery, 2A, 2B ... Fuse, 3 ...
Starter switch, 4 ... Idle detection switch, 5 ... Idle relay, 6 ... AT controller, 7, 8 ... Diode, 9 ... Inhibitor switch, 10 ... PTO relay, 11 ... PTO operation switch, 12 ... Electromagnetic clutch relay, 13 ... Electromagnetic Clutch, 14 ... Brake pedal stop lamp switch, 15 ... Stop lamp, 16 to 1
8 ... Wiring, 19 ... Shift lock controller, 20 ... P
Range shift lock solenoid, 21 ... P range detection switch, 22 ... Parking brake switch, 23, 24 ...
Diode, 25 ... Shift lock relay during PTO operation,
26 ... N range shift lock solenoid, 27 ... N range detection switch, 31 ... Lock release relay, 32 ... Starter switch ON relay, 33, 34 ... Diode,
35 ... Lock relay, 36, 37 ... Diode, 40 ...
Rods, 41 ... Lock cams, 42 ... Connection shafts, 43 ... Rotation shafts, 44 ... Recesses, 45 ... Fixed columns, 46 ... Central shafts, 47 ...
Spring, 48 ... P range detection cam, 49 ... Guide body, 50 ... Guide groove, 51 ... Shift lever, 52 ... Lock body, 53 ... Connecting shaft, 54 ... Link body, 55 ... Rotating shaft,
56 ... Rod, 57 ... Return spring

Front page continuation (72) Inventor Akiyasu Hayashi 8 Isabi, Fujisawa City Isuzu Engineering Co., Ltd.

Claims (3)

[Claims] 1. An automatic transmission equipped with an automatic transmission equipped with a P range shift lock mechanism for locking a shift lever in the P range and a shift lock controller for controlling the P range shift locking mechanism. P for car
In the TO control device, N range detection means for detecting that the shift lever is in the N range and sending a detection signal to the shift lock controller, and N range shift lock mechanism for locking the shift lever in the N range. And an N range shift lock mechanism driving means for driving the N range shift lock mechanism, which is energized by a current from the shift lock controller, and a wire for transmitting a shift lock release signal to the shift lock controller. , A shift lock release signal transmission blocking means for blocking transmission of the shift lock release signal while the PTO device is in use, and a PTO control device for a vehicle equipped with an automatic transmission. 2. A PTO controller for a vehicle equipped with an automatic transmission, which enables use of a PTO device when the shift lever is in the P range or N range, and when the N is in the N range, the parking brake is applied. A PTO controller for a vehicle equipped with an automatic transmission, characterized in that the PTO device cannot be used unless it is installed. 3. An Idle relay that turns on when the engine is in an idle state and a self-resetting PTO operation switch are connected in series to the PTO relay coil, and the PTO relay contacts when the PTO relay coil is energized. And an inhibitor switch having a PTO relay that is turned to the opposite side, a first switch that is turned on when the shift lever is put into the P range, and a second switch that is turned on when the shift lever is put into the N range, An electromagnetic clutch relay that energizes an electromagnetic clutch relay coil through the inhibitor switch and the PTO relay, and an electromagnetic clutch that is activated when the electromagnetic clutch relay is energized and transmits power from an engine to a mounting device. And a PTO control device for a vehicle equipped with an automatic transmission, comprising: A PTO control device for a vehicle equipped with an automatic transmission, characterized in that a parking brake switch that is turned on when a parking brake is applied is connected between the switch and the PTO relay.