JP6380832B2 - Vehicle with PTO - Google Patents

Description

  The present disclosure relates to a PTO-equipped vehicle.

  Conventionally, as a special vehicle used for cargo handling work such as a dump truck, a garbage truck, and a concrete mixer truck, a PTO-equipped vehicle equipped with a PTO (Power Take Off) for extracting power from an engine for purposes other than traveling is known. It has been.

  For example, Patent Document 1 discloses a PTO-equipped vehicle provided with a PTO blocking means determining means for blocking a PTO device when a shift change operation is performed during traveling with the PTO device connected to a transmission. . Further, for example, Patent Document 2 discloses a PTO-equipped vehicle provided with a PTO drive determination unit that determines whether or not to connect a PTO device according to the state of the vehicle.

JP 2003-28285 A Japanese Patent Laid-Open No. 2003-25860

  By the way, when the PTO device is connected to the transmission, the load applied to the transmission is large. If the driver operates a shift change with a load applied to the transmission, the shock of gear engagement will increase, or the time required for gear engagement will increase, and the merchantability of the dump truck will deteriorate. There was a problem.

  Furthermore, when the PTO device is connected to the transmission, the driver operates the dump lever and raises and lowers the dump carrier, so that a larger load is applied to the transmission connected to the PTO device. In such a state, if the driver performs a shift change operation, the gear engagement shock will become greater or the time required for gear engagement will become longer than when the driver does not operate the dump lever. There was a problem that the merchantability of the dump truck was further deteriorated.

  At least one embodiment of the present invention has been made in view of the above-described problem, and a PTO-equipped vehicle capable of performing appropriate gearing control according to the state of connection or disconnection of the PTO device to the transmission. The purpose is to provide.

  (1) A PTO-equipped vehicle according to at least one embodiment of the present invention includes a transmission mounted on the vehicle, a PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside. A PTO switch for connecting and disconnecting the PTO device to and from the transmission, a shift control device for controlling the gear stage of the transmission, and controlling connection and disconnection of the PTO device according to switching of the PTO switch And the PTO control device is configured to perform gear engagement control in accordance with the connection or disconnection state of the PTO device to the transmission.

The PTO-equipped vehicle according to the embodiment of (1) is connected to and disconnected from the transmission, and a PTO device for taking out the power of the transmission to the outside, and a PTO switch for connecting or disconnecting the PTO device to the transmission A transmission control device that controls the gear position of the transmission device, and a PTO control device that controls connection and disconnection of the PTO control device in accordance with switching of the PTO switch. The transmission control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission.
For this reason, it is possible to perform gear engagement control suitable for the load applied to the transmission according to the connection or disconnection state of the PTO device to the transmission. In the gearing control, in particular, it is possible to prevent an excessive force from being applied to the synchro mechanism of the transmission and to improve the merchantability of the PTO-equipped vehicle.

  (2) In some embodiments, in the above-described embodiment (1), the shift control device may be configured such that when the PTO device is connected to the transmission, the PTO device is disconnected from the transmission. Compared to the case where the transmission is made, the gearing timing of the transmission is configured to be advanced.

According to the embodiment of (2) above, the transmission control device advances the gearing timing of the transmission when the PTO device is connected to the transmission compared to when the PTO device is disconnected from the transmission. Configured as follows.
When the PTO device is connected to the transmission, the load applied to the transmission is greater than when the PTO device is not disconnected from the transmission. For this reason, when the clutch is disconnected when the gear is engaged, the rotation speed of the counter shaft to which the PTO device is connected is greater when the PTO device is connected to the transmission than when the PTO device is disconnected from the transmission. Decreases rapidly. If the clutch is disengaged continuously, the rotation speed of the countershaft will be greatly reduced, and if the PTO device starts gearing at the same timing as when the gearbox is disengaged, the gearing will result. For example, when the PTO-equipped vehicle is stopped, the gear is put in a state in which the countershaft is stopped, which makes it difficult to put in the gear.
Therefore, when the PTO device is connected to the transmission, compared with the case where the PTO device is disconnected from the transmission, the gear is put in earlier, so that it is difficult to engage the gear, that is, the vehicle is stopped. Then, before the countershaft rotation is stopped (for example, when a predetermined rotation speed (hereinafter, specified rotation speed 1) is reached), gear-gearing control is started. In this way, by performing appropriate gearing control (control of gearing timing) according to the state of connection or disconnection of the PTO device to the transmission, it is possible to perform comfortable gearing, and products for vehicles equipped with PTO Can be improved.

  (3) In some embodiments, in the above-mentioned embodiment (2), the vehicle further includes an external mechanism provided in the vehicle and an external mechanism operating device for operating the external mechanism. The speed change control device is configured to advance the gearing timing of the speed change device when the external mechanism operation device is operated as compared with a case where the external mechanism operation device is not operated.

According to the embodiment of (3) above, the PTO-equipped vehicle further includes the external mechanism and the external mechanism operating device. The speed change control device is configured to advance the gearing timing of the speed change device when the external mechanism operation device is operated as compared with the case where the external mechanism operation device is not operated.
When the driver operates the external mechanism actuating device to activate the external mechanism, the countershaft connected to the PTO device when the clutch is disengaged compared to when the external mechanism is not actuated The number of rotations decreases more rapidly. And if the state where the clutch is disengaged continues, the number of rotations of the countershaft further decreases significantly, the timing of starting gear engagement is further lost, and gear engagement becomes even more difficult.
Therefore, when the external mechanism actuating device is operated, compared with the case where the external mechanism actuating device is not operated, the gear setting timing is further advanced so that it is difficult to engage the gear, that is, in a stopped state. If there is, before the rotation of the counter shaft is stopped (for example, when the specified rotational speed is 1), the gear engagement control is started. Thus, even when the PTO device is connected to the transmission, comfortable gearing can be achieved by executing appropriate gearing control (control of gearing timing) according to the operation state of the external mechanism. This makes it possible to further improve the merchantability of PTO-equipped vehicles.

  (4) In some embodiments, in any one of the above-described (1) to (3), the shift control device is configured such that the PTO device is connected to the PTO device when the PTO device is connected to the transmission. Is configured to increase the gear-engaging force of the transmission as compared to when the transmission is disconnected from the transmission.

According to the embodiment of the above (4), the transmission control device increases the gear engagement force of the transmission when the PTO device is connected to the transmission compared to when the PTO device is disconnected from the transmission. Configured to do.
When the PTO device is connected to the transmission, the load applied to the transmission is greater than when the PTO device is disconnected from the transmission. In a state where a large load is applied to the transmission, a large force is required for gearing as compared with a case where only a small load is applied to the transmission.
Therefore, when the PTO device is connected to the transmission, the gear engagement force of the transmission is increased as compared with the case where the PTO device is disconnected from the transmission. In this way, by performing appropriate gearing control (control of gearing force) according to the state of connection or disconnection of the PTO device to the transmission, comfortable gearing is possible, and products for vehicles equipped with PTO Can be improved.

  (5) In some embodiments, in the above embodiment (4), the PTO-equipped vehicle further includes an external mechanism provided in the vehicle, and an external mechanism operating device for operating the external mechanism. Prepare. The speed change control device is configured to increase the gear-engaging force of the speed change device when the external mechanism operation device is operated, compared to when the external mechanism operation device is not operated.

According to the embodiment of (5) above, the PTO-equipped vehicle further includes the external mechanism and the external mechanism operating device. The shift control device is configured to increase the gear-engaging force of the transmission when the external mechanism operating device is operated, compared to when the external mechanism operating device is not operated. .
When the driver operates the external mechanism operating device to operate the external mechanism, the load applied to the transmission is larger than when the external mechanism is not operated. In a state where a large load is applied to the transmission, a large force is required for gearing as compared with a case where only a small load is applied to the transmission.
Therefore, when the external mechanism operating device is operated, the gear-engaging force of the transmission is increased compared to when the external mechanism operating device is not operated. Thus, even when the PTO device is connected to the transmission, comfortable gearing can be achieved by performing appropriate gearing control (control of gearing force) according to the operating state of the external mechanism. This makes it possible to further improve the merchantability of PTO-equipped vehicles.

(6) In some embodiments, in any one of the above-described (1) to (5), a power device for supplying power to the transmission, and between the power device and the transmission The clutch further includes a clutch for connecting and disconnecting power to the transmission, and a clutch control device for controlling connection and disconnection of the clutch. The clutch control device performs gear-gearing control of the transmission by double clutch control. When performing the double clutch control, when the PTO device is connected to the transmission, the PTO device is Compared to the case where the apparatus is disconnected from the apparatus, at least one of the contact amount of the clutch and the rotational speed of the clutch is increased.

According to the embodiment of the above (6), the power device, the clutch, and the clutch control device are further provided. The clutch control device performs gear-gearing control of the transmission by double clutch control, and when performing the double clutch control, when the PTO device is connected to the transmission, the PTO device is disconnected from the transmission. Compared to the case, at least one of the contact amount of the clutch and the rotational speed of the clutch is configured to be increased.
When the PTO device is connected to the transmission, the load applied to the transmission is greater than when the PTO device is disconnected from the transmission. For this reason, when the clutch is disengaged when the gear is engaged, the rotation of the counter shaft to which the PTO device is connected is greater when the PTO device is connected to the transmission than when the PTO device is disconnected from the transmission. The number drops rapidly. And if the state where the clutch is disengaged continues, the rotation speed of the countershaft is greatly reduced. For example, when the vehicle is stopped, the rotation of the countershaft tends to stop, and therefore the rotation of the countershaft is stopped. It becomes easy to fall into the situation of gearing in the state, and gearing becomes difficult. Therefore, it is necessary to eliminate the situation where it is difficult to engage the gear by the double clutch control.
Therefore, when the PTO device is connected to the transmission, compared with the case where the PTO device is disconnected from the transmission, during double clutch control during gear engagement control (the clutch is connected with the gear in the neutral state and the clutch is rotated. By increasing the clutch contact amount and increasing the number of revolutions of the clutch in the control for increasing the number and eliminating the situation where it is difficult to engage the gear, the situation where the gear is difficult to be engaged can be appropriately eliminated. In this way, by performing appropriate gearing control (clutch stroke control and clutch rotation speed control) according to the state of connection or disconnection of the PTO device to the transmission, comfortable gearing is possible, and PTO is installed. The merchantability of the vehicle can be improved.

(7) In some embodiments, in the above-described embodiment (6), the vehicle further includes an external mechanism provided in the vehicle and an external mechanism operating device for operating the external mechanism. When the external mechanism operating device is operated, the clutch control device is at least one of the contact amount of the clutch and the number of rotations of the clutch compared to the case where the external mechanism operating device is not operated. One is configured to be larger.

According to the embodiment of (7) above, the PTO-equipped vehicle further includes the external mechanism and the external mechanism operating device. When the external mechanism operating device is operated, the clutch control device increases at least one of the contact amount of the clutch and the rotational speed of the clutch as compared with the case where the external mechanism operating device is not operated. Configured to do.
When the driver operates the external mechanism actuating device to activate the external mechanism, the countershaft connected to the PTO device when the clutch is disengaged compared to when the external mechanism is not actuated The number of rotations decreases more rapidly. If the clutch is kept disconnected, the countershaft rotation speed further decreases significantly. For example, when the vehicle is stopped, the countershaft rotation tends to stop, and therefore the countershaft rotation stops. It becomes easy to fall into the situation where the gear is put in the state where it is in the state, and gear setting becomes even more difficult.
Therefore, when the external mechanism operating device is operated, compared to when the external mechanism operating device is not operated, during double clutch control during gear engagement control (the clutch is connected with the gear in the neutral state and the clutch rotational speed is By increasing the contact amount of the clutch in the control for eliminating the situation in which it is difficult to engage the gear) and further increasing the clutch rotational speed, the situation in which the gear is difficult to be engaged can be appropriately eliminated. As described above, even when the PTO device is connected to the transmission, it is comfortable by executing appropriate gear engagement control (clutch stroke control and clutch rotation speed control) according to the operation state of the external mechanism. Gearing is possible, and the merchantability of PTO-equipped vehicles can be further improved.

  (8) In some embodiments, in any one of the above-described (1) to (7), the shift control device is capable of setting a retry determination time for a gear engagement control of the transmission. Includes time device. The retry determination time device is configured to set the retry determination time larger when the PTO device is connected to the transmission than when the PTO device is disconnected from the transmission. Is done.

According to the configuration of (8) above, the retry determination time device of the transmission control device has a retry determination time when the PTO device is connected to the transmission, compared to when the PTO device is disconnected from the transmission. Is configured to be set larger.
When the PTO device is connected to the transmission, the load applied to the transmission is greater than when the PTO device is disconnected from the transmission. In a state where a large load is applied to the transmission, it takes a long time to complete the gearing compared to a case where only a small load is applied to the transmission.
Therefore, when the PTO device is connected to the transmission, the retry determination time, which is the determination time for redoing the gear engagement control, is set larger than when the PTO device is disconnected from the transmission. In this way, by performing appropriate gearing control (retry determination time control) according to the state of connection or disconnection of the PTO device to the transmission, it is possible to perform comfortable gearing, and products for vehicles equipped with PTO Can be improved.

  (9) In some embodiments, in the above-described embodiment (8), the vehicle further includes an external mechanism provided in the vehicle and an external mechanism operating device for operating the external mechanism. The retry determination time device is configured to set the retry determination time of the transmission greater when the external mechanism operating device is operated than when the external mechanism operating device is not operated. Composed.

According to the embodiment of (9) above, the PTO-equipped vehicle further includes the external mechanism and the external mechanism operating device. The retry determination time device is configured to set a larger retry determination time for the transmission when the external mechanism operating device is operated than when the external mechanism operating device is not operated.
When the driver operates the external mechanism operating device to operate the external mechanism, the load applied to the transmission is larger than when the external mechanism is not operated. In a state where a large load is applied to the transmission, a longer time is required for gearing as compared to a case where a small load is applied to the transmission.
Therefore, when the external mechanism operating device is operated, the retry determination time, which is the determination time for redoing the gear engagement control, is set larger than when the external mechanism operating device is not operated. Thus, even when the PTO device is connected to the transmission, comfortable gearing can be achieved by executing appropriate gearing control (control of the retry determination time) according to the operation state of the external mechanism. This makes it possible to further improve the merchantability of PTO-equipped vehicles.

  (10) In some embodiments, in any one of the above-described (1) to (9), the shift control device can set an upper limit value of the number of retries for gearing control of the shift control device. Includes the retry count upper limit device. The upper limit device for the number of retries is configured to set the number of retries greater when the PTO device is connected to the transmission than when the PTO device is disconnected from the transmission. Is done.

According to the configuration of the above (10), the retry number upper limit value device capable of setting the upper limit value of the number of retries for gear engagement control of the transmission control device is included. The retry number upper limit value device is configured to set a larger number of retries when the PTO device is connected to the transmission device than when the PTO device is disconnected from the transmission device.
When the PTO device is connected to the transmission, the load applied to the transmission is greater than when the PTO device is disconnected from the transmission. In a state in which a large load is applied to the transmission, a larger number of trials may be required to complete the gear engagement than in a case where only a small load is applied to the transmission.
Therefore, when the PTO device is connected to the transmission, the upper limit value of the number of retries, which is the number of trials for redoing the gearing control, is set larger than when the PTO device is disconnected from the transmission. . In this way, by performing appropriate gearing control (control of the upper limit value of the number of retries) according to the state of connection or disconnection of the PTO device to the transmission, comfortable gearing can be performed, and the vehicle equipped with PTO The merchantability can be improved.

(11) In some embodiments, in the above embodiment (10), the vehicle further includes an external mechanism provided in the vehicle, and an external mechanism operating device for operating the external mechanism. The retry number upper limit device sets the number of retries of the transmission to be larger when the external mechanism operating device is operated than when the external mechanism operating device is not operated. Composed.

According to the embodiment of (11) above, the PTO-equipped vehicle further includes the external mechanism and the external mechanism operating device. The retry number upper limit value device is configured to set the number of retries of the transmission larger when the external mechanism operating device is operated than when the external mechanism operating device is not operated.
When the driver operates the external mechanism operating device to operate the external mechanism, the load applied to the transmission is larger than when the external mechanism is not operated. In a state where a large load is applied to the transmission, a larger number of trials may be required for gearing as compared to a case where a small load is applied to the transmission.
Therefore, when the external mechanism operating device is operated, the upper limit value of the number of retries, which is the number of trials for redoing the gear engagement control, is set larger than when the external mechanism operating device is not operated. Thus, even when the PTO device is connected to the transmission, a comfortable gear can be obtained by performing appropriate gear engagement control (control of the upper limit value of the number of retries) according to the operation state of the external mechanism. This makes it possible to further improve the merchantability of PTO-equipped vehicles.

  According to at least one embodiment of the present invention, there is provided a PTO-equipped vehicle capable of performing appropriate gearing control according to the state of connection or disconnection of the PTO device to the transmission.

FIG. 1 is an overall schematic configuration diagram showing an overall configuration of a PTO-equipped vehicle according to some embodiments of the present invention. FIG. 2 is a schematic view of a dump truck including a cargo bed that is an example of a PTO-equipped vehicle according to some embodiments of the present invention. FIG. 3 is a flowchart showing an example of PTO engagement state determination control executed in accordance with an instruction from the PTO control device. FIG. 4 is a diagram illustrating an example of the gear engagement control pattern selection according to the result of the PTO engagement state determination in FIG. FIG. 5 is a flowchart showing an example of gear engagement control executed in accordance with an instruction from the transmission control device.

  Several embodiments of the present invention will be described below with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in these embodiments or shown in the drawings are not intended to limit the scope of the present invention. This is just an example.

FIG. 1 is an overall schematic configuration diagram showing an overall configuration of a PTO-equipped vehicle according to some embodiments of the present invention. PTO-equipped vehicles are special vehicles used for cargo handling operations such as dump trucks, garbage trucks, and concrete mixer trucks. The PTO control system 10 is an engine 1 that is a power unit, and a transmission (for example, a mechanical automatic transmission, etc.) that is located on the downstream side of the power system of the engine 1 and that converts rotational drive (power) of the engine 1. 2), and a clutch 3 interposed between the engine 1 and the transmission 2 to transmit or cut off the rotational driving force of the engine 1 to the transmission 2; An engine control device 6 that controls the rotational speed (output) of the engine 1 and a PTO that is mounted on the side wall of the transmission 2 and transmits (connects) or shuts off the power from the engine 1 to an external mechanism other than the vehicle running A transmission PTO (hereinafter abbreviated as T / M PTO) 23, which is a device, and a PT for connecting or disconnecting the T / M PTO 23 to the transmission device 2 disposed in the meter cluster 40 of the driver's seat Based on the ON / OFF of the switch 41 and the PTO switch 41, the PTO control device 51 that controls connection or disconnection of the T / M PTO 23, and the operation or stop of the power device other than the vehicle running is the PTO control device 51. An external mechanism operation instructing device 45 is provided for transmission. In the present embodiment, the PTO control device 51 is built in the shift control device 5.
In addition, as a power unit, an electric motor may be employed instead of or in combination with the engine 1 described above.

  In addition, a timer device 35 is electrically connected to the transmission control device 5. The timer device 35 is a device that is controlled by the shift control device 5 in the gear-engagement control and counts the elapsed time from the gear-engagement control start time.

  The external mechanism operation instruction device 45 includes an external operation sensor 46 and an external mechanism operation device 47. When operating the external mechanism 49 of the PTO-equipped vehicle, the driver operates the external mechanism operating device 47. The external operation sensor 46 detects the operation of the external mechanism operation device 47 by the driver and transmits a detection signal to the PTO control device 51. The PTO control device 51 that has received the detection signal controls the T / M PTO 23 to operate the external mechanism 49.

  FIG. 2 is a schematic view showing an example of a PTO-equipped vehicle according to some embodiments of the present invention. The PTO vehicle (dump truck) 50 includes an external mechanism (loading platform) 49. The driver operates the external mechanism operating device (dump lever) 47 to perform work.

  The transmission 2 includes a mechanical transmission 21 having a structure similar to that of a manual converter with good fuel efficiency, a shift instruction device 53 for instructing conversion of the gear range of the mechanical transmission 21, and an upper portion of the mechanical transmission 21. And a gear shift unit (GSU) 22 for shifting the gear range of the mechanical transmission 21 and the transmission of the clutch 3 or the mechanical transmission by the gear shift unit 22 in synchronism with the control of transmission or disconnection. The gear shift control device 5 that controls the gear range (shift speed) of the gear 21, the gear shift indicator 54 that is a recognition device that displays the gear range of the mechanical transmission 21 after the gear shift, and the transmission or disconnection of the clutch 3. A clutch control device 52 that controls the clutch 3 and a clutch actuator that connects (transmits) or disconnects the clutch 3 based on the control of the clutch control device 52. And Yueta 31, is mounted on the output shaft of the mechanical transmission 21, the vehicle is equipped with a vehicle speed sensor 25 is a stop state determination device which determines whether it is in a stopped state, the.

  Further, the speed change control device 5 detects the rotation speed rpm of the engine 1, and receives a signal from the rotation speed sensor 11 and a signal from the gradient sensor 12 that detects the state of the road surface of the vehicle via the engine control device 6. Entered. In order for the driver to obtain a desired driving feeling, an accelerator device 15 for operating the engine output is provided. The accelerator device 15 includes an accelerator pedal 16 that the driver steps on, and an accelerator sensor 17 that detects the amount of depression of the accelerator pedal 16 and outputs a signal to the engine control device 6.

  The shift instruction device 53 can be operated by selecting an automatic travel pattern having a D range for automatically shifting forward travel, an R range for reverse travel, and a neutral N, and a manual operation pattern for manually operating forward travel. It has a configuration.

  In the case of the automatic travel pattern, the shift control device 5 can obtain the optimum fuel consumption and driving feeling based on the depression amount of the accelerator pedal 16, the vehicle speed, the current gear range of the mechanical transmission 21, and the like. Then, automatic control is performed so as to obtain a shift range of the mechanical transmission 21 along a map obtained in advance.

  On the other hand, in the case of the manual operation pattern, the shift control device 5 is disposed below the operation lever by repeatedly operating the driver so that the desired shift range of the operation lever (not shown) of the shift instruction device 53 is reached. A signal is transmitted from a signal transmitter (not shown) to the shift control device 5, and the shift control device 5 controls the gear shift unit 22 so that the shift range is in accordance with the shift instruction.

  Here, an example of double clutch control by the clutch control device 52 will be described. In the double clutch control, the clutch 3 is disconnected, the gear of the transmission 2 is set to neutral, and the clutch 3 is connected. Next, the control is executed in the procedure of disengaging the clutch 3 after increasing the rotational speed of the clutch 3 by the engine 1 and reconnecting the clutch 3.

  FIG. 3 is a flowchart showing an example of the PTO engagement state determination executed by an instruction from the PTO control device 51.

  The PTO control device 51 determines whether or not the PTO is in an operating state (S1). In the process of S1, the PTO control device 51 determines whether or not the gear of the T / M PTO 23 and the gear of the transmission 2 are engaged. When it is determined that the gear of the T / M PTO 23 and the gear of the transmission 2 are not engaged (S1: NO), it is determined that the PTO gear is not engaged (condition a) (S3).

  On the other hand, in the process of S1, when the PTO control device 51 determines that the gear of the T / M PTO 23 and the gear of the transmission 2 are engaged (S1: YES), then the PTO control device 51 It is determined whether or not the dump lever (external mechanism operating device 47) has been operated (S2). When it is determined that the dump lever has not been operated (S2: NO), it is determined that the PTO gear is engaged and the dump lever is not operated (condition b) (S4).

  If it is determined in step S2 that the dump lever has been operated (S2: YES), it is determined that the PTO gear is engaged and the dump lever is operated (condition c) (S5).

Condition a PTO gear disengaged state The gear of the T / M PTO 23 and the gear of the transmission 2 are disengaged, that is, in a disconnected state. In this case, the load applied to the transmission 2 is smaller than in the case of the condition b or the condition c.

Condition b PTO gear engaged state and dump lever not operated T / M The gear of the PTO 23 and the gear of the transmission 2 are engaged, that is, in a connected state. In addition, the driver is not operating the external mechanism operating device (dump lever) 47. In this case, the load applied to the transmission 2 is larger than that in the condition a and smaller than that in the condition c.

Condition c PTO gear engaged state and dump lever operation T / M The gear of the PTO 23 and the gear of the transmission 2 are engaged, that is, in a connected state. In addition, the driver is operating the external mechanism operating device (dump lever) 47 to raise and lower the external mechanism (loading platform) 49 of the PTO-equipped vehicle (dump truck) 50. In this case, the load applied to the transmission 2 is larger than in the case of the condition a and the condition b.

As described above, when the T / M PTO 23 is connected to the transmission 2 (condition b, condition c), the transmission 2 is more than when the T / M TPO 23 is disconnected from the transmission 2 (condition a). The load on is large. This is because the power of the engine 1 is used not only for driving the vehicle but also for operating the external mechanism 49 connected to the T / M PTO 23.
When the T / M PTO 23 is connected to the transmission 2, when the driver tries to shift the vehicle by operating the shift instruction device 53, compared to the case where the T / M PTO 23 is disconnected from the transmission 2, An excessive load may be applied to the synchronization mechanism of the transmission 2.

  FIG. 4 is a diagram illustrating an example of the gear engagement control pattern selection according to the result of the PTO engagement state determination in FIG.

  The gear engagement control pattern selection unit 60 includes a determination unit 61, and includes a gear shift control unit 62, a double clutch control unit 63, and a retry control unit 64. The determination part 61 controls each control part based on the result (for example, condition a, condition b, condition c) of PTO engagement state determination.

  The gear shift control unit 62 includes a gear setting timing selection unit 71 and a gear setting force selection unit 72. The double clutch control unit 63 includes a double clutch control selection unit 73. The retry control unit 64 includes a retry determination time selection unit 74 and a retry count upper limit selection unit 75.

  Each selection unit stores a map corresponding to condition a, condition b, and condition c. The gear setting timing selection unit 71 stores gear setting timing maps 71a, 71b, 71c. The gear force selection unit 72 stores gear force maps 72a, 72b, 72c. The double clutch control selection unit 73 stores double clutch control maps 73a, 73b, and 73c. The retry determination time selection unit 74 stores retry determination time maps 74a, 74b, and 74c. The retry frequency upper limit value selection unit 75 stores retry frequency upper limit value maps 75a, 75b, and 75c.

  For example, since the magnitude of the load applied to the transmission 2 is condition a <condition b <condition c, a gearing timing map 71a, 71b, 71c stores a control method for increasing the gearing timing in this order. Has been.

In some embodiments, as described above, the shift control device 5 is configured such that when the T / M PTO 23 is connected to the transmission 2, the T / M PTO 23 is disconnected from the transmission 2. It is comprised so that the gear-engagement timing of the transmission 2 may be advanced.
When the T / M PTO 23 is connected to the transmission 2, the load applied to the transmission 2 is larger than when the T / M PTO 23 is not disconnected from the transmission 2. Therefore, when the clutch 3 is disconnected when the gear is engaged and the gear is neutral, if the T / M PTO 23 is connected to the transmission 2, the T / M PTO 23 is disconnected from the transmission 2. Compared to the case, the rotational speed of the countershaft to which the T / M PTO 23 is connected rapidly decreases. And if the state where the clutch 3 is disengaged continues, the gear engagement is started at the same timing as when the connection with the T / M PTO 23 is disengaged. For example, when the vehicle is in a stopped state, the gear is put in a state where the rotation of the counter shaft is stopped, and the gear is difficult to put in.
Therefore, when the T / M PTO 23 is connected to the transmission 2, compared to the case where the T / M PTO 23 is disconnected from the transmission, the gear setting timing is advanced so that it is difficult to gear. In other words, if the vehicle is in a stopped state, gear-engagement control is started before the rotation speed of the countershaft is stopped (for example, when the rotation speed is 1). As described above, by executing appropriate gear engagement control (control of gear engagement timing) according to the connection or disconnection state of the T / M PTO 23 to the transmission 2, comfortable gear engagement is possible, and the PTO is installed. The merchantability of the vehicle can be improved.

In some embodiments, as described above, the PTO-equipped vehicle further includes the external mechanism 49 and the external mechanism operating device 47. The transmission control device 5 is configured to advance the gearing timing of the transmission device 2 when the external mechanism operation device 47 is operated, compared to when the external mechanism operation device 47 is not operated.
When the driver operates the external mechanism actuating device 47 to activate the external mechanism 49, the clutch 3 is disengaged when the gear is engaged and the gear is set to neutral as compared with the case where the external mechanism 49 is not activated. When this occurs, the rotational speed of the countershaft connected to the T / M PTO 23 further decreases rapidly. And if the state where the clutch 3 is disengaged continues, the number of rotations of the countershaft is further greatly reduced, the timing of starting gear engagement is further lost, and gear engagement becomes more difficult.
Therefore, when the external mechanism actuating device 47 is operated, compared with the case where the external mechanism actuating device 47 is not operated, the gear setting timing is further advanced so that the gear setting in a situation where the gear setting is difficult is prevented. For example, if the vehicle is in a stopped state, before the rotation of the countershaft stops (when the specified rotational speed 2 is higher than the specified rotational speed 1), gear-gearing control is started. As described above, even when the T / M PTO 23 is connected to the transmission 2, it is possible to comfortably perform appropriate gear engagement control (control of gear engagement timing) according to the operation state of the external mechanism 49. Gear placement is possible, and the merchantability of PTO-equipped vehicles can be further improved.

  Control methods for increasing the gear engagement force in this order are stored in the gear engagement force maps 72a, 72b, 72c.

In some embodiments, as described above, the shift control device 5 is configured such that when the T / M PTO 23 is connected to the transmission 2, the T / M PTO 23 is disconnected from the transmission 2. It is comprised so that the gear putting force of the transmission 2 may be enlarged.
When the T / M PTO 23 is connected to the transmission 2, the load applied to the transmission 2 is greater than when the T / M PTO 23 is disconnected from the transmission 2. In a state where a large load is applied to the transmission 2, a larger force is required for gearing compared to a case where only a small load is applied to the transmission 2.
Therefore, when the T / M PTO 23 is connected to the transmission 2, the gear engagement force of the transmission 2 is increased as compared with the case where the T / M PTO 23 is disconnected from the transmission 2. As described above, by executing appropriate gear engagement control (control of gear engagement force) according to the connection or disconnection state of the T / M PTO 23 to the transmission 2, comfortable gear engagement is possible, and the PTO is installed. The merchantability of the vehicle can be improved.

In some embodiments, as described above, the PTO-equipped vehicle further includes the external mechanism 49 and the external mechanism operating device 47. The shift control device 5 is configured to increase the gear-engaging force of the transmission 2 when the external mechanism operating device 47 is operated, compared to when the external mechanism operating device 47 is not operated. .
When the driver operates the external mechanism operating device 47 to operate the external mechanism 49, the load applied to the transmission 2 is larger than when the external mechanism 49 is not operated. In a state where a large load is applied to the transmission 2, a larger force is required for gearing compared to a case where only a small load is applied to the transmission 2.
Therefore, when the external mechanism operating device 47 is operated, the gear engaging force of the transmission 2 is increased as compared with the case where the external mechanism operating device 47 is not operated. As described above, even when the T / M PTO 23 is connected to the transmission 2, it is possible to comfortably perform appropriate gear engagement control (control of gear engagement force) according to the operation state of the external mechanism 49. Gear placement is possible, and the merchantability of PTO-equipped vehicles can be further improved.

  The double clutch control maps 73a, 73b, and 73c store a control method for increasing the contact amount of the clutch 3 and the rotational speed of the clutch 3 in this order. For example, a prescribed rotational speed 1, which is a prescribed value of the rotational speed of the clutch 3, a prescribed rotational speed 2, and the like are stored.

In some embodiments, as described above, the power device (engine 1) and the clutch 3 are further provided. The transmission device 2 includes a clutch control device 52 for controlling connection and disconnection of the clutch 3. When the clutch control device 52 performs gear engagement control of the transmission device 2, the T / M PTO 23 is connected to the transmission device 2. And the T / M PTO 23 is configured to increase the rotational speed of the clutch 3 as compared with the case where the T / M PTO 23 is disconnected from the transmission 2.
When the T / M PTO 23 is connected to the transmission 2, the load applied to the transmission 2 is larger than when the T / M PTO 23 is disconnected from the transmission 2. Therefore, when the clutch 3 is disconnected when the gear is engaged and the gear is neutral, if the T / M PTO 23 is connected to the transmission 2, the T / M PTO 23 is disconnected from the transmission 2. Compared to the case, the rotational speed of the countershaft to which the T / M PTO 23 is connected is rapidly reduced. If the clutch 3 continues to be disengaged, the rotation speed of the counter shaft is greatly reduced. For example, when the vehicle is stopped, the rotation of the counter shaft is likely to stop, and therefore the rotation of the counter shaft stops. It becomes easy to fall into the situation where it becomes gearing in the state where it was done, and gearing becomes difficult. In such a situation, there is a situation where the gear cannot be engaged even if the gear engagement control is continued. Generally, the clutch 3 is connected while the gear is neutral, and the number of revolutions of the clutch 3 is increased. It is known that double clutch control eliminates the situation where the rotational speed of a mechanically connected countershaft increases and it is difficult to gear.
Therefore, the counter shaft rotation is stopped for a certain period of time (for example, 1 second) during the gear engagement control, and if the gear engagement control is not completed, the clutch is engaged with the gear in the neutral state, When the rotational speed rises to a specified value, the clutch 3 is disengaged and gearing control is started again (gearing retry is performed).

Note that it is desirable to change how the clutch 3 is engaged according to the load applied to the transmission 2 at this time. For example, as the load applied to the transmission 2 is increased, the contact amount of the clutch 3 is increased. There is a means for increasing the prescribed value of the rotational speed of the clutch 3 to be engaged.
Therefore, when the T / M PTO 23 is connected to the transmission 2, compared with the case where the T / M PTO 23 is disconnected from the transmission 2, the engagement amount of the clutch 3 at the time of double clutch control during gear engagement control. By increasing the speed of the clutch 3 and increasing the rotation speed of the clutch 3, the situation where it is difficult to engage with gears can be properly eliminated, and the next gear-engagement control can be smoothly re-executed to complete gear-gearing. Can be treated. As described above, it is possible to perform comfortable gearing by executing appropriate gearing control (clutch stroke control and clutch rotational speed control) according to the connection / disconnection state of the T / M PTO 23 to the transmission 2. The merchantability of PTO-equipped vehicles can be improved.

In some embodiments, as described above, the PTO-equipped vehicle further includes the external mechanism 49 and the external mechanism operating device 47. The clutch control device 52 is configured to increase the contact amount and the rotational speed of the clutch 3 when the external mechanism operating device 47 is operated, compared to when the external mechanism operating device 47 is not operated. The
When the driver operates the external mechanism actuating device 47 to activate the external mechanism 49, the clutch 3 is disengaged when the gear is engaged and the gear is set to neutral as compared with the case where the external mechanism 49 is not activated. When this occurs, the rotational speed of the countershaft connected to the T / M PTO 23 further decreases rapidly. Then, if the clutch 3 is kept disconnected, the rotation speed of the countershaft is further greatly reduced. For example, when the vehicle is stopped, the countershaft tends to stop rotating. It becomes easy to fall into the situation of gearing in a stopped state, and gearing becomes even more difficult.

  Therefore, when the external mechanism actuating device 47 is operated, the contact amount of the clutch 3 at the time of double clutch control at the time of gear engagement control is increased or the clutch is compared with the case where the external mechanism actuating device 47 is not operated. By further increasing the number of revolutions of the clutch 3 that is connected and lifted, it is possible to appropriately eliminate the situation where it is difficult to engage the gear, so that the next gear engagement control can be performed smoothly and the gear engagement can be completed. As described above, even when the T / M PTO 23 is connected to the transmission 2, appropriate gear engagement control (clutch stroke control or clutch rotation speed control) according to the operation state of the external mechanism 49 is executed. This enables comfortable gearing and further improves the merchandise of the PTO-equipped vehicle.

  The retry determination time maps 74a, 74b, and 74c store a control method for setting the retry determination time to increase in this order.

In some embodiments, as described above, the retry determination time device (retry determination time selection unit 74) of the transmission control device 5 is configured such that when the PTO device is connected to the transmission, the PTO device is the transmission device. The retry determination time is set to be larger than that in the case of being blocked.
When the PTO device is connected to the transmission, the load applied to the transmission 2 is greater than when the T / M PTO 23 is disconnected from the transmission 2. In a state where a large load is applied to the transmission 2, it takes a long time to complete the gearing compared to a case where only a small load is applied to the transmission 2.
Therefore, when the T / M PTO 23 is connected to the transmission 2, the retry determination time, which is the determination time for redoing the gear engagement control, is compared with the case where the T / M PTO 23 is disconnected from the transmission 2. Set larger. As described above, by executing appropriate gear engagement control (retry determination time control) according to the connection or disconnection state of the T / M PTO 23 to the transmission 2, comfortable gear engagement is possible, and the PTO is installed. The merchantability of the vehicle can be improved.

In some embodiments, as described above, the PTO-equipped vehicle further includes the external mechanism 49 and the external mechanism operating device 47. The retry determination time device (retry determination time selection unit 74) is configured so that the retry determination time of the transmission 2 is greater when the external mechanism operation device 47 is operated than when the external mechanism operation device 47 is not operated. Is configured to be set larger.
When the driver operates the external mechanism operating device 47 to operate the external mechanism 49, the load applied to the transmission 2 is larger than when the external mechanism 49 is not operated. In a state where a large load is applied to the transmission 2, it takes a longer time to engage the gear than in a case where a small load is applied to the transmission 2.
Therefore, when the external mechanism operating device 47 is operated, the retry determination time, which is the determination time for redoing the gear engagement control, is set larger than when the external mechanism operating device 47 is not operated. As described above, even when the T / M PTO 23 is connected to the transmission 2, it is possible to comfortably perform appropriate gear engagement control (retry determination time control) according to the operation state of the external mechanism 49. Gear placement is possible, and the merchantability of PTO-equipped vehicles can be further improved.

  In the retry count upper limit value maps 75a, 75b, and 75c, a control method for setting a larger upper limit value of the retry count in this order is stored.

In some embodiments, as described above, a retry number upper limit device (retry number upper limit selection unit 75) that can set an upper limit value of the number of retries for gearing control of the transmission control device 5 is included. The retry number upper limit device (retry number upper limit selection unit 75) is more in the case where the T / M PTO 23 is connected to the transmission 2 than in the case where the T / M PTO 23 is disconnected from the transmission 2. It is configured to set a large number of retries.
When the T / M PTO 23 is connected to the transmission 2, the load applied to the transmission 2 is greater than when the T / M PTO 23 is disconnected from the transmission 2. In a state where a large load is applied to the transmission device 2, a larger number of trials may be required to complete the gear engagement compared to a case where a small load is applied to the transmission device 2.
Therefore, when the T / M PTO 23 is connected to the transmission 2, compared with the case where the T / M PTO 23 is disconnected from the transmission 2, the number of retries, which is the number of times of retrying the gear engagement control, is increased. Increase the upper limit value. In this way, by performing appropriate gearing control (control of the upper limit value of the number of retries) according to the state of connection or disconnection of the T / M PTO 23 to the transmission 2, comfortable gearing can be performed, Productivity of PTO-equipped vehicles can be improved.

In some embodiments, as described above, the PTO-equipped vehicle further includes the external mechanism 49 and the external mechanism operating device 47. The retry number upper limit device (retry number upper limit selection unit 75) is configured to retry the transmission 2 when the external mechanism operating device 47 is operated compared to when the external mechanism operating device 47 is not operated. It is configured to set a large number of times.
When the driver operates the external mechanism operating device 47 to operate the external mechanism 49, the load applied to the transmission 2 is larger than when the external mechanism 49 is not operated. In a state in which a large load is applied to the transmission device 2, a larger number of trials may be required for gearing as compared to a case in which only a small load is applied to the transmission device 2.
Therefore, when the external mechanism operating device 47 is operated, the upper limit value of the number of retries, which is the number of times of retrying the gear engagement control, is set larger than when the external mechanism operating device 47 is not operated. . As described above, even when the T / M PTO 23 is connected to the transmission 2, appropriate gear engagement control (control of the upper limit value of the number of retries) corresponding to the operation state of the external mechanism 49 is executed. This makes it possible to comfortably put gears and further improve the merchantability of PTO-equipped vehicles.

  For example, when the condition b is obtained as a result of the PTO engagement state determination, the determination unit 61 determines that the gear engagement timing map 71b, the gear engagement force map 72b, the double clutch control map 73b, the retry determination time map 74b, the retry count upper limit value. The gear setting timing selection unit 71, gear setting force selection unit 72, double clutch control selection unit 73, retry determination time selection unit 74, and retry count upper limit selection unit 75 are controlled so that the map 75b is selected.

  In the above example, the map is selected by all the selection units, but this is not necessary. For example, the determination unit 61 may control the gear shift control unit 62 and the double clutch control unit 63 so that the map is selected from the gear putting timing selection unit 71 and the double clutch control selection unit 73. The determination unit 61 may control only the retry control unit 64 so that a map is selected from the retry determination time selection unit 74.

  In order to suppress an excessive load on the synchro mechanism of the transmission 2, it is desirable to complete the gearing by adjusting the gearing timing and the gearing force. This is because, if the gearing timing is advanced or the gearing force is increased to increase the gearing force, the load applied to the sync mechanism of the transmission device 2 may increase. It is not very desirable to perform gearing with a large force.

  For example, when the number of retries is less than a predetermined value, gear-gearing control is performed by advancing the gear-gearing timing or by double clutch control. As a result, the burden on the synchronization mechanism of the transmission 2 can be reduced, and a comfortable gear can be put in, and the quality of the PTO-equipped vehicle can be improved.

  Further, for example, when the number of retries is equal to or greater than a predetermined value, gear engagement control for increasing the gear engagement force is performed. In general, when the number of retries increases, the load applied to the transmission 2 may increase. Therefore, the gear engagement force can be increased to enable comfortable gear engagement, and the quality of a PTO-equipped vehicle can be improved. . At this time, the gear engagement force may be increased and the retry determination time may be set longer. When performing gear engagement control for increasing the gear engagement force as described above, it often takes a long time until the gear engagement is completed. Therefore, by setting a longer retry determination time, more comfortable and reliable gear engagement can be achieved.

  FIG. 5 is a flowchart showing an example of gear engagement control executed in accordance with an instruction from the transmission control device 5. This gear engagement control is executed based on the information of the map selected by the gear engagement control pattern selection unit 60.

  The shift control device 5 starts counting the elapsed time from the start of gear engagement control (S1). The transmission control device 5 controls the timer device 35 to count the elapsed time. The elapsed time counted by the timer device 35 is used later for comparison with the retry determination time.

  The transmission control device 5 starts gear engagement (S2). The shift control device 5 performs gearing based on the information on the map selected by the gearing timing selection unit 71 or the gearing force selection unit 72.

  The transmission control device 5 determines whether or not the gear engagement is completed (S3). If it is determined that the gear setting is completed (S3: YES), the gear setting control is terminated.

  On the other hand, when it is determined that the gear engagement is not completed (S3: NO), the shift control device 5 increments the number of gear engagements (S4).

  The shift control device 5 determines whether or not the number of retries is equal to or greater than the upper limit value (S5). When it is determined that the number of retries set by the information on the map selected by the retry number upper limit value selection unit 75 is less than the upper limit value (S5: NO), the transmission control device 5 counts the time counted by the timer device 35. It is determined whether the time is equal to or longer than the retry determination time (S6). The retry determination time is set based on the map information selected by the retry determination time selection unit 74.

  The clutch control device 52 of the transmission control device 5 performs double clutch control based on the map information received by the double clutch control selection unit 73 (S7). After that, the gear is tried again (S2).

  Moreover, when it determines with the frequency | count of retry being more than an upper limit in the process of S5 (S5: YES), or the elapsed time counted by the timer apparatus 35 in the process of S6 being more than the retry determination time. If it is determined (S6: YES), the shift control device 5 forcibly ends gear engagement (S8). At this time, the speed change control device 5 may be provided with an informing means for informing that the gear engagement has been forcibly terminated. In this case, the gear shift indicator 54 can be flashed (for example, N flashes), or the forced termination of the gear engagement can be notified to the driver by other notification means. Then, the transmission control device 5 ends the gear engagement control.

As described above, the PTO-equipped vehicle according to at least one embodiment of the present invention is connected to and disconnected from the transmission 2 and includes the T / M PTO 23 and the T / M PTO 23 for taking out the power of the transmission 2 to the outside. A PTO switch 41 for connecting or disconnecting to the transmission 2, a transmission control device 5 for controlling the gear stage of the transmission 2, and a PTO for controlling the connection and disconnection of the T / M PTO 23 according to the switching of the PTO switch 41 And a control device 51. The transmission control device 5 is configured to perform gear engagement control according to the connection / disconnection state of the T / M PTO 23 to the transmission device 2.
For this reason, gear engagement control suitable for the load applied to the transmission device 2 can be performed according to the state of connection or disconnection of the T / M PTO 23 to the transmission device 2. In the gear engagement control, in particular, it is possible to prevent an excessive force from being applied to the synchro mechanism of the transmission 2 and to improve the merchantability of the PTO-equipped vehicle.

  The present invention is not limited to the above-described embodiments, and includes forms obtained by modifying the above-described embodiments and forms obtained by appropriately combining these forms.

  For example, in the above embodiment, the clutch control is the double clutch control, but the present invention is not limited to this unless otherwise stated in the claims.

  Further, the present invention can be applied to a single clutch transmission, a dual clutch transmission, and the like.

  The present invention can be applied to PTO-equipped vehicles having any specifications.

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission device 3 Clutch 5 Transmission control device 6 Engine control device 10 PTO control system 11 Rotational speed sensor 12 Gradient sensor 15 Accelerator device 16 Accelerator pedal 17 Accelerator sensor 21 Mechanical transmission
22 Gear shift unit 23 T / M PTO
25 Vehicle speed sensor 31 Clutch actuator 35 Timer device 40 Meter cluster 41 PTO switch 45 External mechanism operation instruction device 46 External operation sensor 47 External mechanism operation device 49 Carriage 50 Dump truck 51 PTO control device 52 Clutch control device 53 Shift instruction device 54 Gear shift indicator 60 Gear engagement control pattern selection section 61 Determination section 62 Gear shift control section 63 Double clutch control section 64 Retry control section 71 Gear engagement timing selection section 72 Gear engagement force selection section 73 Double clutch control selection section 74 Retry determination time selection section 75 Retry count Upper limit selection part

Claims (10)

A transmission mounted on the vehicle;
A PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside;
A PTO switch for connecting and disconnecting the PTO device to and from the transmission;
A shift control device for controlling the gear position of the transmission,
A PTO control device for controlling connection and disconnection of the PTO device according to switching of the PTO switch;
With
The shift control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission,
The transmission control device is configured to advance the gearing timing of the transmission when the PTO device is connected to the transmission compared to when the PTO device is disconnected from the transmission. A PTO-equipped vehicle characterized by that . An external mechanism provided in the vehicle;
An external mechanism actuating device for operating to actuate the external mechanism;
The shift control device includes:
When said external mechanism operating device is operated, the comparison with the case where the external mechanism actuator is not operated, in claim 1 which is characterized in that it is configured to advance the gearshift timing of the transmission The PTO-equipped vehicle described. A transmission mounted on the vehicle;
A PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside;
A PTO switch for connecting and disconnecting the PTO device to and from the transmission;
A shift control device for controlling the gear position of the transmission,
A PTO control device for controlling connection and disconnection of the PTO device according to switching of the PTO switch;
With
The shift control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission,
The transmission control device is configured to increase the gear engagement force of the transmission when the PTO device is connected to the transmission compared to when the PTO device is disconnected from the transmission. P tO equipped vehicle was characterized by Rukoto. An external mechanism provided in the vehicle;
An external mechanism actuating device for operating to actuate the external mechanism;
The shift control device includes:
4. The gear structure of the transmission is configured to be larger when the external mechanism operating device is operated than when the external mechanism operating device is not operated. 5. A vehicle with a PTO described in 1. A transmission mounted on the vehicle;
A PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside;
A PTO switch for connecting and disconnecting the PTO device to and from the transmission;
A shift control device for controlling the gear position of the transmission,
A PTO control device for controlling connection and disconnection of the PTO device according to switching of the PTO switch;
With
The shift control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission,
A power unit for applying power to the transmission;
A clutch for connecting and disconnecting power to the transmission provided between the power unit and the transmission;
A clutch control device for controlling connection and disconnection of the clutch,
The clutch control device performs gear engagement control of the transmission by double clutch control, and when the double clutch control is performed, when the PTO device is connected to the transmission, the PTO device is connected to the transmission. compared to if it is interrupted, P tO mounted vehicle characterized in that it is configured to increase the at least one rotation speed of the contact amount or the clutch of the clutch. An external mechanism provided in the vehicle;
An external mechanism actuating device for operating to actuate the external mechanism;
The clutch control device
When the external mechanism operating device is operated, at least one of the contact amount of the clutch and the rotational speed of the clutch is configured to be larger than when the external mechanism operating device is not operated. The PTO-equipped vehicle according to claim 5 . A transmission mounted on the vehicle;
A PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside;
A PTO switch for connecting and disconnecting the PTO device to and from the transmission;
A shift control device for controlling the gear position of the transmission,
A PTO control device for controlling connection and disconnection of the PTO device according to switching of the PTO switch;
With
The shift control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission,
The shift control device includes a retry determination time device capable of setting a retry determination time for gearing control of the transmission,
The retry determination time device is:
If the PTO device is connected to the transmission, the comparison with the case where the PTO device is interrupted and the transmission, characterized in that it is configured to be greater the retry determining time P TO-equipped vehicles. An external mechanism provided in the vehicle;
An external mechanism actuating device for operating to actuate the external mechanism;
The retry determination time device is:
When the external mechanism operating device is operated, the retry determination time of the transmission is set to be larger than when the external mechanism operating device is not operated. Item 8. A PTO-equipped vehicle according to Item 7 . A transmission mounted on the vehicle;
A PTO device connected to and disconnected from the transmission, and for taking out the power of the transmission to the outside;
A PTO switch for connecting and disconnecting the PTO device to and from the transmission;
A shift control device for controlling the gear position of the transmission,
A PTO control device for controlling connection and disconnection of the PTO device according to switching of the PTO switch;
With
The shift control device is configured to perform gear engagement control according to the connection or disconnection state of the PTO device to the transmission,
The speed change control device includes a retry number upper limit value device capable of setting an upper limit value of the number of retries for gearing control of the speed change control device,
The retry frequency upper limit device is:
If the PTO device is connected to the transmission, the comparison with the case where the PTO device is interrupted and the transmission, characterized in that it is configured to be greater the number of retries P TO Installed vehicle. An external mechanism provided in the vehicle;
An external mechanism actuating device for operating to actuate the external mechanism;
The retry frequency upper limit device is:
The configuration is such that when the external mechanism operating device is operated, the number of retries of the transmission is set larger than when the external mechanism operating device is not operated. 9. A PTO-equipped vehicle according to 9 .

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