JPH0674848B2 - Automatic transmission with PTO Lockup controller for tower mounted vehicle - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a PT having a fluid coupling that receives power transmission from an engine.
The present invention relates to a lockup control device for a vehicle equipped with an automatic transmission with O.

[Prior Art and its Problems] In a special vehicle, that is, a vehicle such as a cargo handling vehicle, an agricultural machine, a cleaning vehicle, and a construction vehicle, the power of the engine is taken out for a purpose other than traveling, and attached machinery corresponding to the purpose of use of the vehicle. Is operating. The power used for these separate uses is usually taken out by providing a transmission with an auxiliary shaft. Such a device is generally called a power take-off device (PTO).

In recent years, even in these special vehicles, there is a tendency to improve the traveling operation by mounting a transmission (for example, an automatic transmission) having a fluid coupling as in a passenger car on the vehicle.

However, in a conventional transmission with PTO, if a fluid coupling such as a torque converter or a fluid coupling is used as an automatic transmission, the following problems occur because engine power is transmitted to the PTO through the fluid coupling. .

That is, 1. The fuel consumption of the vehicle increases. 2. The efficiency of the PTO driving force against the engine output becomes poor. 3. By design, it is difficult to set the performance of the fluid coupling in consideration of the load when the vehicle is running and when the PTO is driven.

[Object of the Invention] The present invention has been made to solve the above problems, and an object of the present invention is to reduce fuel consumption during PTO driving, improve the efficiency of PTO driving, and further improve driving efficiency during driving. An object of the present invention is to provide a lockup control device for a vehicle equipped with an automatic transmission with a PTO, which only needs to consider the performance of the fluid coupling.

[Configuration of the Invention] In order to achieve the above object, a lock-up control device for a vehicle equipped with a PTO-equipped automatic transmission according to the present invention includes a transmission including a fluid coupling that receives power transmission from an engine, and the transmission. A transmission device directly connected to the engine, a PTO device, an operating means for connecting and disconnecting the PTO device and the transmission, a switching control means for switching the operation of the transmission device, and an operation signal to the switching control means. The PTO control means for outputting, the vehicle speed sensor, the shift position sensor, and the PTO operation switch for operating the operating means to connect the PTO device to the transmission, the PTO control means, the vehicle speed by the vehicle speed sensor to a predetermined value Above or when the shift position sensor detects that the shift position is N or P, when the PTO operation switch is further turned on, an operation signal is output to the switching control means and transmission is performed. When the device is switched to the direct connection side of the transmission and the engine, and the vehicle speed is lower than the predetermined value and the shift position is other than N or P, and the PTO operation switch is on, the direct connection of the transmission is blocked. It is characterized by

As the fluid coupling, a fluid coupling such as a torque converter or a fluid coupling can be used. Further, if an automatic transmission in which planetary gear sets are combined in several stages is used for the transmission, the traveling operation can be further improved.

The transmission device is a device that directly transmits the power of the engine to the transmission without passing through the fluid coupling, and is composed of, for example, a hydraulic clutch designed to connect and disconnect the input and output shafts of the fluid coupling, and other combinations of gears and clutches.

The operating means is a device for connecting and disconnecting the transmission and the PTO device, and is composed of, for example, a gear mechanism having a dog clutch or a synchronizing device. When the operation signal is input, the operation means can connect the transmission and the PTO device by using, for example, a hydraulic circuit, or can be connected manually. When the operating means is operated only manually, the operating signal can be input to the PTO control means when the operating means is operated.

The switching control means is a device for operating the transmission device based on a predetermined signal, and is composed of hydraulic pressure, an electric circuit, or a combination thereof. For example, when the transmission is a hydraulic clutch, it is composed of a hydraulic circuit and an electronic / electric circuit used for controlling the hydraulic circuit.

The PTO control means is a hydraulic pressure or an electronic / electrical circuit that receives an operation signal and outputs an operation signal to the switching control means. This PTO
The control means outputs a predetermined operation signal to the switching control means in accordance with the running / stopped state of the vehicle and the operating state of the transmission. That is, the PTO control means operates on the switching control means when the vehicle speed is equal to or higher than a predetermined value by the vehicle speed sensor or when the shift position sensor detects that the shift position is N or P and the PTO operation switch is further turned on. When a signal is output to switch the transmission to the direct connection side between the transmission and the engine, the vehicle speed is lower than a predetermined value, and the shift position is other than N or P.
When the PTO operation switch is turned on, an operation signal that blocks the direct connection of the transmission is output.

In the lock-up control device configured as described above, when the operating means is operated to connect the transmission and the PTO device, the operating signal is output from the operating means to the PTO control means. The PTO control means outputs to the switching control means a predetermined operation signal corresponding to the running / stopped state of the vehicle and the operating state of the transmission as described above. The switching control means actuates the transmission device based on the actuation signal. By this operation, the engine and the transmission are directly connected without a fluid coupling. When the purpose is finished and the operating means is returned to the original state, the direct connection state is released and the switching control means operates based on the normal traveling operation.

As described above, according to the present invention, since the engine and the transmission are directly connected during the PTO operation, it is possible to reduce the power loss in the fluid coupling, and thus the fuel consumption of the vehicle and the PT.
O The efficiency of the driving force is improved, and the performance design of the fluid coupling has the efficiency that only the performance of traveling operation needs to be considered.

According to the present invention, in particular, the direct connection between the engine and the transmission is
(I) If the vehicle speed is equal to or higher than a predetermined value, or (ii) or if the PTO operation switch is turned on further on condition that the shift lever position is N or P, the vehicle speed is lower than the predetermined value. And the shift position is other than N or P, control is performed to prevent direct connection of the transmission device. Thus, the direct connection is
(I) When the vehicle speed is equal to or higher than a predetermined value (that is, high speed traveling at a speed equal to or higher than the predetermined speed), or (ii) at the shift N or P position (that is, when stopped), only when the PTO is in operation , Otherwise, direct connection is blocked. Thus,
It is possible to reliably lock up at the time of PTO operation during high speed running or stop, and in other cases, lock up can be blocked and direct connection can be performed only when lock up is really necessary. Then, when the PTO is operating, it becomes possible to control the operation of the PTO by operating the throttle of the engine based on the direct connection state.

[Examples] Hereinafter, specific examples of the present invention will be described with reference to the drawings.

The transmission shown in FIG. 1 comprises units A, PTO sections P, S and a transfer section T, which are composed of a fluid coupling, a transmission and a transmission.

The unit A includes a torque converter 10 as a fluid coupling, an overdrive mechanism 20, and a planetary gear speed change mechanism 30 having three forward gears and one reverse gear, and is controlled by a control device CS as shown in FIG. . Torque converter 10
Is a well-known structure having a pump impeller 12 connected to the engine output shaft 11, a turbine impeller 13 facing the pump impeller 12 and connected to an overdrive mechanism 20, and a housing via a one-way clutch 14. A lock-up clutch 18, which is a transmission device D, is provided between the input and output shafts, which is composed of a stator 15 connected to 16.

The overdrive mechanism 20 includes a set of planetary gears 21,
The planetary gear 21 includes a planetary pinion 24 rotatably supported by a carrier 23 connected to the torque converter 10 via a shaft 22, and a sun gear that meshes with the pinion 24.
It consists of 25 and ring gear 26. Sun Gear 25 and Carrier 23
A multi-disc clutch C0 and a one-way clutch F0 are provided between and, and a multi-disc brake B0 is provided between the sun gear 25 and the housing surrounding the overdrive mechanism 20 or the overdrive case 27.

The ring gear 26 of the overdrive mechanism 20 is connected to an input shaft 31 of a planetary gear speed change mechanism 30 having three forward gears and one reverse gear. A multi-plate clutch C1 is provided between the input shaft 31 and the intermediate shaft 32, and a multi-plate clutch C2 is provided between the input shaft 31 and the sun gear shaft 33. A multi-disc brake B1, a multi-disc brake B2, and a one-way clutch F1 are provided between the sun gear shaft 33 and the transmission case 34. The planetary gear mechanism 30 includes two rows of planetary gears 35 and 36, and a multi-plate brake B3 and a unidirectional brake B3 are provided between a transmission case 34 and a carrier 37 that rotatably supports a pinion 35a of the second planetary gear 35. A clutch F2 is provided. The sun gear 38 of the second planetary gear 35 and the sun gear 39 of the third planetary gear 36 are integrally connected via the shaft 33, and the ring gear 40 of the second planetary gear 35 and the carrier 41 of the third planetary gear 36 are both output. Axis 42
And the ring gear 43 of the third planetary gear 36 is connected to the intermediate shaft 32.
Are linked to.

The transfer part T includes an input gear 50 to which the output shaft 42 of the planetary gear mechanism 30 is connected, an intermediate gear pair 51 meshing with the input gear 50, and an output gear pair rotatably arranged on the rear propeller shaft 52. Including 53. Intermediate gear pair 51 and output gear pair
Reference numeral 53 has large and small gears 51a, 51b, 53a, 53b, which mesh with each other as shown in the drawing. On the rear propeller shaft 52, the propeller shaft 52 is provided with the output gear pair 53 of the large and small gears 53a,
A dog clutch 54 that connects with any of 53b is provided. When the rear propeller shaft 52 is connected to the small gear 53b by the dog clutch 54, a high gear stage is obtained, and when it is connected to the large gear 53a, a low gear stage is obtained.
When not connected to either, a neutral stage is obtained. The front propeller shaft 7, which is centered on the rear propeller shaft 52, is not normally connected to the rear propeller shaft 52, but realizes four-wheel drive when connected to the rear propeller shaft 52 by the dog clutch 56 on the shaft.

The PTO unit consists of the PTO device P and the PTO operating means S, and the PTO device P
2 meshes with an input gear 60, to which the output shaft 42 of the planetary gear mechanism 30 is connected, as shown in FIG. 2, via this gear 60 and a connecting gear 61 which is a part of the operating means S. The intermediate gear pair 63a, 63b rotatably disposed on the intermediate gear 63b
The transmission gear pair 64a, 64b that meshes with the output gear 65 that meshes with the transmission gear 64b, and the output shaft 66 of the output gear 65.

The operating means S includes the above-mentioned connecting gear 61, a shift lever 67 for shifting the connecting gear 61, a PTO operating lever 68 connected to the shift lever 67, and an actuator 69 for moving the PTO operating lever 68. , A switching valve 70 of the actuator 69. When the PTO operation signal enters the solenoid of the switching valve 70, the actuator 69 operates and the PTO
The operation lever 68 is moved to the position shown by the solid line in the figure. This PTO
The shift lever 67, which moves in conjunction with the operation lever 68, meshes with the input gear 60 and the intermediate gear 63a of the PTO device P via the ring gear 61. When the PTO operation signal disappears, the switching valve 70 is restored by the spring force and drains the hydraulic oil in the actuator 69. The actuator 69 returns to the original position by the spring force, and returns the PTO operating lever 68 to the disconnected state.

The unit A is a control device CS described in detail below.
Thus, each clutch and brake are engaged or released according to the output of the engine and the vehicle speed of the vehicle, and four forward gear shifts including overdrive (01D) or one reverse gear shift by manual switching are performed. Table 1 shows the shift gear positions and the operating states of the clutches and brakes. In Table 1, ◯ indicates that each clutch and brake are in the engaged state.

Clutch and brake C0, C1, C2, B0, B1, B2, B3
FIG. 3 shows an embodiment of a control device CS that selectively operates to perform a gear shift operation automatically or manually.

The control device CS shown in FIG. 3 includes a hydraulic control device HCS for hydraulically controlling servo mechanisms of various clutches and brakes of the unit A, various solenoid valves 320 of the hydraulic control device HCS,
It consists of an electric control unit ECS that controls the 330, 340, 400, and the electric control unit ECS is a vehicle speed sensor S1 and a throttle sensor.
Transmission control system ECS responsive to S2 and shift position sensor S3
1, a shift position sensor S3, a transfer switching control system ECS2 that responds to the transfer switching switch S4, a vehicle speed sensor S1, a shift position sensor S3, a PTO operation switch S
It consists of PTO control means ECS3 which responds to 5.

The hydraulic control unit HCS has a sump 100, an oil pump 101, and a pressure adjusting valve 1.
02, second pressure adjusting valve 103, cutback valve 104, cooler bypass valve 105, direct coupling clutch control valve 120 which is also switching control means, throttle valve 200, manual valve 210, 1-2
Shift valve 220, 2-3 shift valve 230, 3-4 shift valve 24
0, an intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1, a low coast modulator valve 250 that regulates the hydraulic pressure supplied to the brake B3,
Accumulator 26 that smoothly engages the clutch C1
0, an accumulator 270 for smoothly engaging the clutch C2, an accumulator 280 for smoothly engaging the brake B2, clutches C0, C1, C2, and brakes B0, B
1.Check valve 30 for controlling the outflow of pressure oil supplied to B2
1,302,303,304,305,306, the first solenoid valve 32 which is opened / closed by the output of the electric circuit described later to control the 2-3 shift valve
A second solenoid valve 330 that controls both the 1-2 shift valve and the 3-4 shift valve, and a third solenoid valve 340 that controls the direct coupling clutch control valve 120 and a fourth solenoid valve that controls the valve 410. It comprises a solenoid valve 400 and oil passages connecting the valves and hydraulic cylinders of the clutch and brake. The hydraulic oil pumped up from the oil sump 100 by the oil pump 101 is adjusted to a predetermined hydraulic pressure (line pressure) by the pressure adjusting valve 102 and supplied to the oil passage. The pressure oil supplied to the second pressure regulating valve 103 via the oil passage 1A connected to the oil passage 1 is the throttle valve 2
The required torque converter pressure, lubricating oil pressure, and cooler pressure are adjusted according to the throttle pressure output by 00. The manual valve 210, which is connected to the oil passage of the pressure adjusting valve 102, is connected to a shift lever provided in the driver's seat, and is manually operated according to the range of the shift lever.
(Reverse), N (Neutral), D (Drive),
Move to each position of 3 (third) and L (low). Table 2 shows the communication state between the oil passage 1 and the oil passages 2 to 5 in the shift range of each shift lever. A circle indicates that the line pressure is being communicated, and a circle indicates that the line pressure is discharged.

2-3 First solenoid valve 320 for controlling shift valve 230
Generates a high-level solenoid pressure (equal to the line pressure) in the oil passage 2G communicating with the oil passage 2 via the orifice 322 when the electricity is not applied.
Is opened to discharge the pressure oil in the oil passage 2G from the oil discharge port 323 to generate a low level solenoid pressure. A second solenoid valve 330 that controls the 1-2 shift valve 220 and the 3-4 shift valve 240.
Creates a high level solenoid pressure in the oil passage 2F that is in communication with the oil passage 2 through the orifice 332 when the valve is not energized, and when it is energized, the valve opening 331 is opened and the oil passage 333 is opened from the oil passage 333.
2F pressure oil is discharged to generate low level solenoid pressure. Table 3 shows the relationship between energization ○ and de-energization × of the solenoid valves 320 and 330 controlled by the electronic circuit described later and the gear state of the automatic transmission.

Third solenoid 340 for controlling lockup control valve 120
Is provided in the illustrated left end oil chamber 121 of the lockup valve 120 that communicates with the oil passage 1H communicating with the oil passage 1 through the orifice 342. This solenoid valve 340 generates a high level solenoid pressure in the oil chamber 121 when not energized, and presses the spool 122 rightward in the drawing together with the spring 123 installed back, and positions the spool 122 rightward in the drawing. The lock-up clutch 18 is released, and when the power is on, the oil chamber 121 is discharged to reverse the low-level solenoid pressure to lock the lock-up clutch 18.

The 1-2 shift valve 220 includes a spool 222 on the right side of which a spring 221 is installed, and the solenoid valve 330 is de-energized to the oil passage 2F.
When a high-level solenoid pressure is generated at, the high-level solenoid pressure enters the oil chamber 224 at the left end in the figure,
By applying the hydraulic pressure, the spool 222 is set to the right to the first speed position, the solenoid valve 330 is energized, and the oil passage 2F is turned on.
Is discharged to a low-level solenoid pressure, the spool 222 is set to the left and the second speed position is obtained. In the 3rd and 4th speeds, the manual valves 210 and 2-
Line pressure enters from the oil passage 2C into the left end oil chamber 223 via the 3-shift valve 230, and the spool 222 is limited to the left side in the drawing regardless of the solenoid pressure.

The 2-3 shift valve 230 includes a spool 232 on the right side of which a spring 231 is installed, and when the solenoid valve 320 is energized and the oil passage 2G is at a low-level solenoid pressure, the spool 232 moves to the spring 231. It is set to the left in the figure by the action,
When the second speed position is reached and the solenoid valve 320 is not energized, a high-level solenoid pressure is generated in the oil passage 2G and is applied to the oil chamber 234, and the solenoid pressure causes the spool 232 to act.
Is set to the right in the drawing to the third and fourth speed positions. When the line pressure is supplied to the oil passage 4, the line pressure is supplied to the right end oil chamber 233, and the spool 232 is locked to the left side in the drawing on the first speed and second speed sides.

The 3-4 shift valve 240 includes a spool 242 having a spring 241 installed on one side thereof, and in the first and second speeds in which the solenoid valve 330 is not energized, a high level solenoid is provided in the left end oil chamber 244 via the oil passage 2F. The pressure-supplied spool 242 is fixed to the right side in the drawing on the fourth speed (overdrive) side, and the solenoid valve 33
When 0 is energized and the oil passage 2F is exhausted to a low level hydraulic pressure, the spool 242 is set to the left in the figure by the action of the spring 241, and in the fourth speed the solenoid valve 330 is de-energized and the spool 242 It is set to the right in the figure. Manual valve 21
When the line pressure is supplied to the right end oil chamber 243 via the 0, the oil passage 2, the 2-3 shift valve 230, and the oil passage 2B, the spool 242 is acted on by the line pressure and the spring 241 on the left side in the drawing (third position). Speed side)
Locked in.

The throttle valve 200 moves the spool 202 via a spring 203 between the blanker 201 and the spool 202 on which the spring 204 is installed so that the throttle blanker 201 makes a stroke according to the amount of depression of the accelerator pedal. The line pressure supplied from is adjusted to the throttle pressure according to the throttle opening and output to the oil passage 9.

When the manual valve 210 is shifted to the N range, the oil passage 1 does not communicate with any of the oil passages 2 to 5 as shown in Table 2 and the first and second solenoids 32 as shown in Table 3 are shown.
Both 0 and 330 are not energized. Therefore, the spools of the 1-2 shift valve 220, the 2-3 shift valve 230, and the 3-4 shift valve 240 are all located on the left side in the drawing by the action of the spring. Only the clutch C0, which is in direct communication with the oil passage 1 via the 3-4 shift valve 240 and the oil passage 1J without using the manual valve 210, is engaged.

When the manual valve 210 is shifted to the D range, the oil pressure is supplied to the oil passage 2 as shown in Table 2, whereby the line pressure is supplied via the check valve 302 and the oil passage 2E, and the clutch C
1 is engaged. As shown in Table 3, the solenoid valve 320 is energized and the solenoid valve 330 is de-energized during the first speed running.
The spool 222 of the 2-shift valve 220 is on the right side in the figure, and the oil passages 3E and 2A connected to the brakes B1 and B2 are exhausted, and the brake B3 is released.
Since the oil pressure is not supplied to the oil passage 4C that communicates with the brakes B1, B2, B3 are released. When the vehicle speed reaches a preset value, the solenoid valve 330 is energized by the output of the electric control unit ECS and the solenoid pressure applied to the oil chamber 224 is inverted to a low level, so that the spool 222 of the 1-2 shift valve 220 Move to the left in the figure, oil passage 2, 1-2 shift valve 2
Hydraulic pressure is supplied through 20, the oil passage 2A, the check valve 306, and the oil passage 2H, and the brake B2 is engaged to shift to the second speed.
The upshift to the 3rd speed is the solenoid valve output by the computer when the vehicle speed, throttle opening, etc. reach the specified values.
320 is de-energized, the spool 232 of the 2-3 shift valve 230 moves to the left in the drawing, and the oil passage 2, 2-3 shift valve 230, oil passage 2
Hydraulic pressure is supplied via C, the check valve 303, and the oil passage 2D to engage the clutch C2, and at the same time, the spool 222 of the 1-2 shift 220
Is fixed to the left side (second speed side) in the figure by the line pressure supplied from the oil passage 2C to the right end oil chamber 223. In the upshift to the 4th speed, the solenoid valve 330 is de-energized by the same computer output as above, and the solenoid pressure supplied from the oil passage 2F to the left end oil chamber 244 is inverted to the high level, and 3-4
The spool 242 of the shift valve moves to the right in the drawing, the oil passage 1J is discharged, and the oil pressure is supplied to the oil passage 1L.
Is released and the brake B0 is engaged.

When the manual valve 210 is in the 3 range, the line pressure is supplied to the oil passage 3 in addition to the oil passage 2 as shown in Table 2. The first, second, and third speeds are shifted in the same manner as in the above D range, but line pressure enters the right end oil chamber 243 of the 3-4 shift valve via the oil passage 3 and the oil passage 2B, and the spool 242 is illustrated. Since it is fixed to the left, there is no shift to the 4th speed. When the manual valve 210 is in the D position and the D-3 shift is manually performed while the vehicle is traveling in the fourth speed, the line pressure is introduced into the right end oil passage 243 to immediately downshift to the third speed as described above.

When the manual valve 210 is in the L range, the line pressure is supplied to the oil passage 4 as well as the oil passages 2 and 3. First speed
Except for B3, the manual valve is the same as when it is in the D range. In the first speed, the oil pressure is further entered into the oil passage 4, and the oil passages 4 and 2-
3 shift valve 230, oil passage 4A, low coast modulator valve 2
The brake B3 is engaged through 50, the oil passage 4B, the 1-2 shift valve 220, and the oil passage 4C so that the engine brake is activated. Further, when the vehicle is manually shifted to the L range during traveling in the third speed state, the output at the time of deceleration to the planned speed energizes the solenoid valve 320 to cause a 3-2 downshift. (When the speed further decreases to a predetermined speed, a 2-1 downshift is generated.) The manual valve 210 is shifted to each range of D, 3, and L, a line pressure is generated in the oil passage 2, and a 1-2 shift valve 220.
Is set to the 2nd speed side (left side in the figure), the oil passage
The line pressure is generated in 2A, and the pressure oil is supplied to the right end oil chamber 124 of the lockup control valve 120. In this state, when the third solenoid valve 340 is energized and the oil pressure in the left end oil chamber 121 is at a low level, the spool 122 of the lockup control valve 120 is moved to the left in the figure so that the oil passages 1A and 1B are separated. Upon contact, the drop-up clutch 18 provided in the torque converter 10 is engaged, and the torque converter 10 is in the direct connection state. Oil passage 2A
If there is no line pressure in the oil passage or if there is line pressure in the oil passage 2A and the solenoid valve 340 is not energized and a high level solenoid pressure is generated in the oil chamber 121, the spring 123 or the spring 123 and the high level Spool 122 by the action of solenoid pressure
Is located to the right as shown. While the spool 122 is located on the right side, the oil passage 1A is in communication with the oil passage 1C, and the torque converter direct coupling clutch 18 is open. The solenoid valve 340 is energized when the vehicle speed and the throttle opening are equal to or more than the set values by the shift control system ECS1 of the electric control unit ECS described later and when the PTO control means ECS3 receives the PTO operation signal.

The shift control system ECS1 of the electric control unit ECS responds to the outputs of the vehicle speed sensor S1, the throttle sensor S2, and the shift position sensor S3, and responds to the output of the vehicle speed sensor S1, the throttle position sensor S3, and the solenoid drive circuits SLD2, 3 connected to the output terminals, respectively. 320, 330, and this shift control system ECS1 sends a signal a to the PTO control means ECS3, and selectively controls the solenoid valve 340 via the solenoid drive circuit SLD1 connected to the output terminal of the PTO control means ECS3 as described above. Open and close control. This shift control system ECS1 is composed of a circuit disclosed in, for example, Japanese Patent Laid-Open No. 56-35858, compares the measured throttle opening and vehicle speed with a predetermined program pattern, and solenoid valves 320, 330, 340 according to the shift position. It is designed to control the opening and closing of.

The transfer shift control system ECS2 receives the first comparator COM1 to which the output of the vehicle speed sensor S1 is input, the second comparator COM2 to which the output of the throttle sensor S2 is input, and the outputs of these two comparators COM1 and COM2. NOR
The gate circuit NOR-C, the first AND gate AND-C1 to which the output of the shift position sensor S3 and the output of the transfer changeover switch S4 are input, and the output of the gate AND-C1 and the NOR gate NOR-C are input. Composed of AND gate AND-C2.
The output of the AND gate AND-C2 is input to the solenoid drive circuit SLD4 of the solenoid valve 400. First comparator COM1
Outputs an L level signal when the vehicle speed falls below the set value, and the second comparator COM2 outputs L when the throttle opening is below the set value.
Output level signal. Therefore NOR gate NOR-C is the first
The H level is output only when the outputs of both the first and second comparators are at the L level, that is, when the vehicle speed is smaller than the set value and the throttle opening is also smaller than the set value, and otherwise, the L level signal. Is output.

The shift position sensor S3 is a shift lever (not shown)
When it is in the P or N range, it outputs an H level signal, and the transfer changeover switch S4 is closed when the transfer, that is, the dock clutches 54 and 56 are switched, and the H level signal is input to the AND gate AND-C1. Therefore, if the shift lever is in the N range and the vehicle speed is zero and the throttle opening is zero when switching the clutches 54, 56 of the transfer T, the AND circuit AND-C2 outputs an H level signal to the solenoid drive circuit SLD4. Then the solenoid valve 400 is opened. Therefore, the spool 412 of the valve 410 moves to the left, so that the line pressure flows to the brake B0 through the valve 410 and the valve 240 (the spool 242 is on the left side in the N range) and the line 1L to engage the brake B0. .

At this time, since the line pressure is introduced into the clutch C0 via the valve 240, the clutch C0 is engaged. Therefore, since the brake B0 and the clutch C0 are simultaneously engaged, the planetary gear of the overdrive unit 20 is locked, and torque is not transmitted thereafter. On the other hand, the output shaft 42 is free because of the one-way clutch F1.

That is, if the transfer T is switched when the vehicle speed and the throttle opening are below a predetermined value and the neutral state is set, the output shaft 42 of the planetary gear unit 30 is not rotated and is placed in a free state, so that the transfer T is switched. It will be easier.

The PTO control means ECS3 receives the third comparator COM3 to which the output of the vehicle speed sensor S1 is input, the fourth comparator COM4 to which the output of the shift position sensor S3 is input, and the outputs of these two comparators COM3 and COM4. OR gate circuit OR-C1, AND gate circuit AND-C3 that inputs the output of this gate circuit OR-C1 and the output of PTO operation switch S5, and the output of this AND gate circuit AND-C3 and the shift control system ECS1 It is composed of an OR circuit OR-C2 which receives the signal a. OR circuit OR-C2
Is output to the solenoid drive circuit SLD1. The third comparator COM3 outputs an L level signal when the vehicle speed falls below a set value, and the fourth comparator COM4 outputs an H level signal when the shift position sensor S3 is in the P or N range. Therefore, the OR gate circuit OR-C1 is used only when the outputs of both the third and fourth comparators are at the L level, that is, when the vehicle speed is lower than the set value and the shift position sensor S3 is not in the P or N range. Outputs L level, otherwise outputs H level signal to AND gate circuit A
Output to ND-C3. Table 4 shows this operation.

When the signal of the PTO operation switch S5 is further applied to the AND gate circuit AND-C3, the output of the AND gate circuit AND-C3 becomes as shown in Table 5.

That is, the vehicle speed sensor S1 senses a speed equal to or higher than the set value,
Alternatively, only when the P or N range is detected by the shift position sensor and the PTO operation switch S5 is input, A
The ND gate circuit AND-C3 outputs an H level signal to the OR circuit OR-C2.

If the AND gate circuit AND-C3 outputs the H level regardless of the signal a from the shift control system ECS1, the OR circuit OR-C2 outputs the H level signal to the solenoid drive circuit SLD1 accordingly. Further, when this OR circuit OR-C2 receives an H level signal as the signal a from the shift control system ECS1, it outputs an H level signal to the solenoid drive circuit SLD1 even when the PTO operation switch S5 is not input. . This operation is shown in the table as shown in Table 6.

In either case, the solenoid drive circuit SLD1 energizes the third solenoid valve 340 and opens the valve 340 to reduce the line pressure of the oil passage 1H in response to an H level signal input. Due to this pressure reduction, the hydraulic pressure of the left end hydraulic pressure 121 of the lockup control valve 120 also becomes low level, and the spool 122 moves to the left to connect the lines 1A and 1B (see FIG. 4). The 1B port of the lockup control valve 120 communicates with the 1B port of the torque converter 10. When hydraulic pressure acts on the 1B port of the torque converter 10 from the line 1A, the lockup clutch 18 connected to the output shaft of the torque converter 10 is pressed against the input shaft side of the torque converter 10 to directly connect the input / output shafts.

On the contrary, when the L level signal is input to the solenoid drive circuit SLD1, the solenoid valve 340 is closed in the non-energized state, and the left end oil chamber 121 of the lockup control valve 120 is closed.
The hydraulic pressure of becomes the line pressure, and the spool 122 is located at the right end by the action of the spring 123 and connects the lines 1A and 1C ports. 1C port of lockup control valve 120 is torque converter 10
It communicates with the 1C port. The pressure oil supplied from the 1C port is boosted by the pump impeller 12 of the torque converter 10,
After the turbine impeller 13 is rotated, the lockup clutch 18 is released to discharge from the 1B port.

When the PTO control signal ECS3 is input to the PTO control means ECS3 when the vehicle speed is above the set value or the shift position is in the P or N range in the lockup control device of the PTO device, the PTO control means ECS3 causes the solenoid to operate. It outputs an H level signal to the drive circuit SLD1. Solenoid drive circuit SLD1 is the third
The solenoid valve 340 is energized to open the valve 340 to bring the hydraulic pressure in the left end oil chamber 121 of the lockup control valve 120 to a low level state. The spool 122 moves to the left end due to the pressure difference between the oil chambers 121 and 124 at both ends of the lockup control valve 120, and lines 1A and 1B
Connect to the port to supply pressure oil to the 1B port of the torque converter 10. The hydraulic pressure acting on the 1B port acts on the lockup clutch 18 in the torque converter 10 to directly connect the input / output shaft of the torque converter 10.

In the PTO device P, the switching valve 70 is switched by the PTO operation signal, pressure oil is supplied to the actuator 69, and the PTO operation lever 68 is moved by the actuator 69.
The connection gear 61 meshes with the input gear 60 and the intermediate gear 63a via the shift lever 67, and the power from the unit A is thus transmitted.

When the unit A and the PTO device P are connected by the PTO operation signal, the lock-up clutch 18 directly sets the input / output shaft of the torque converter 10 so that the PTO device P does not go through the torque converter 10 but directly connects the engine ( Power will be transmitted from E).

Next, when the PTO operation signal disappears and becomes L level, the PTO control means ECS3 outputs a signal of L level to the solenoid drive circuit SLD1 to close the third solenoid valve 340.
The spool 122 inside the lockup control valve 120 moves to the right end due to the pressure increase in the left end oil chamber 121, and the lines 1A to 1
Contact the C port and change the flow direction of the torque converter 10 from 1B to 1C until now to 1C to 1B. By this operation, the lockup clutch 18 is released, and the power from the engine (E) is transmitted to the unit A via the torque converter.

Switching valve 7 that acts on the connection between PTO device P and unit A
When 0 is set, the PTO operation signal at the L level is turned off, the valve is switched by the spring force, and the pressure oil in the actuator 69 is discharged. The actuator 69 returns to its original position by the action of the built-in spring, and along with this, the PTO
The operation lever 68 returns to the original position. By this operation, the connection gear 61 is disengaged from the input gear 60 and the intermediate gear 63a, and the PTO device P and the unit A are separated from each other.

In particular, as the transmission device for directly connecting the engine and the planetary gear unit, the mechanism shown in FIG. 5 can be adopted other than the above embodiment. Explaining this figure, the engine E
The power from is transmitted to the planetary gear unit A via the fluid coupling 500. A pair of input / output gears 501a, 50 having the same number of teeth are provided on the inlet and outlet shafts of the fluid coupling 500.
1b is connected. In addition, this input / output gear 501a, 501b
Intermediate gears 503a and 503b having the same number of teeth are connected to the sub shafts 502a and 502b so as to mesh with the gears. Co-axial counter shaft 502a,
502b is configured to be connected and disconnected by a clutch 504. The clutch 504 is connected when the PTO operation signal is at H level, and is disengaged when it is at L level. Clutch 50
4 may be operated by an actuator that responds to the PTO operation signal.

When the PTO operation signal is at H level, the coaxial sub-shafts 502a, 50
2b is connected by the clutch 504, and the rotation of the engine E does not go through the fluid coupling 500 but the fluid coupling 5
00 input gear 501a connected to the input shaft, intermediate gear 503a meshed with this gear 501a and connected to the auxiliary shaft 502a, clutch 5
The intermediate gear 503b connected to the sub shaft 502b via 04, meshes with this gear 503b, and is transmitted to the output gear 501b connected to the output shaft of the fluid coupling 500. In this case, the reduction ratio is set to 1 so that the rotational speed of the input / output shaft of the fluid coupling 500 does not differ. Therefore, even if the power of the engine E is transmitted to the planetary gear unit A via the gears 501, 503 and the clutch 504, the fluid coupling 500 does not slip.

When the PTO operation signal becomes L level, the clutch 504 is disengaged, and the power from the engine E is transmitted to the planetary gear unit A via the fluid coupling 500.

As another transmission device, the one shown in FIG. 6 can be used. This transmission device has a planetary gear set 510 incorporated between the engine E and the torque converter 10. The output shaft of the engine E is connected to the pump impeller 12 of the torque converter 10 and at the same time the planetary gear set 51 is connected.
It is also connected to Sun Gear 511 of 0. Torque converter
The turbine impeller 13 of 10 is connected to the ring gear 512. The input shaft of the planetary gear unit A is a carrier 514 that supports the pinion gear 513 of the planetary gear set 510.
Are linked to. The carrier 514 is a clutch 515,516 with the engine E and the turbine impeller 13 of the torque converter 10.
Connected via. Both clutches 515, 516 are actuated by actuators that respond with PTO actuation signals.

When the PTO operation signal is input, both clutches are released by the actuator.
15,516 are connected, and the turbine impeller 13 of the torque converter 10 is directly connected to the output shaft of the engine E and the input shaft of the planetary gear unit A via the carrier 514. Therefore, the engine E simultaneously rotates the pump impeller 12 and the turbine impeller 13 of the torque converter 10 and transmits the power directly to the planetary gear unit A.

When the PTO operation signal is at the L level, both clutches 515 and 516 are disengaged, and the power of the engine E is transmitted to the pump impeller 12 of the torque converter 10. The turbine impeller 13 of the torque converter 10 outputs to the ring gear 512 of the planetary gear set 510. Since the sun gear 511 is rotated by the power of the engine E, the carrier 514 rotates in the same direction as the engine E and the turbine impeller 13, and the torque is transmitted to the planetary gear unit A.
Communicate to. When the load exerted on the planetary gear unit A becomes large and the rotation speed of the carrier 514 becomes slower than the rotation speed of the engine E, the pinion gear 513 meshing with the sun gear 511 rotates and a relative delay occurs at the ring gear 512 itself. Then, a slip occurs between the pump impeller 12 and the turbine impeller 13 of the torque converter 10. In this way, the power of the engine E is transmitted to the planetary gear unit A via the torque converter 10.

The transmission shown in FIG. 7 also incorporates a planetary gear set 520 between the engine E and the fluid coupling 500 as described above. The sun gear 521 of the planetary gear set 520 and the output shaft of the engine are connected to the input side of the fluid coupling 500, and the output gear 522 and the input shaft of the planetary gear unit A are connected to the output side. This transmission is provided with a counter shaft 523, and a pair of intermediate gears 524a, 524b.
Are connected.

The ring gear 525 of the planetary gear set 520 is the brake 52
6 controls rotation. The carrier 528 that supports the pinion gear 527 is provided with a transmission gear 529 that meshes with an intermediate gear 524a connected to the counter shaft 523. Other intermediate gear 524b
Meshes with the output gear 522.

The brake 526 is controlled by the hydraulic circuit shown in FIG. The actuator 531 is connected to the switching valve 530 that is activated by the PTO operation signal. This actuator 5
The brake 526 is activated by 31.

When the PTO operation signal enters the switching valve 530, the spool of the valve 530 moves to the left end against the return spring, the oil pump and the actuator 531 are connected, and the actuator 531 operates and interlocks with this. Brake 526
Fixes the ring gear 525. The rotation of engine E is Sun Gear 5
It is transmitted from 21 to the pinion gear 527. 527 Piniongi
At the same time as rotating, it revolves around the sun gear 521 in the same direction as the rotation direction of the engine E, and rotates the transmission gear 529 attached to the carrier 528 in the same direction. The rotation of the transmission gear 529 is the auxiliary shaft.
It is transmitted to the output gear via intermediate gears 524a and 524b connected to 523. In this case, the gear ratio is set so that the rotation of the engine E and the rotation of the output gear 522 are synchronized.

When the PTO operation signal disappears, the spool of the valve 530 is returned by the return spring, the pressure oil of the actuator 531 is discharged, and the brake 526 is opened. Through this series of operations, the ring gear 525 becomes free.

Even if the brake 526 is released and the ring gear 525 becomes free, the rotation of the engine E is transmitted to the pinion gear 527 via the sun gear 521. However, since the carrier 528 is not restrained by the sun gear 521, the power of the engine E is transmitted to the planetary gear set A via the fluid coupling 500.

Although the specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications can be made with ordinary knowledge of those skilled in the art.

[Brief description of drawings]

1 is a skeleton diagram showing an automatic transmission with a PTO according to the present invention, FIG. 2 is a skeleton diagram in which an essential part of FIG. 1 is enlarged, and FIG. 3 is an automatic transmission with a PTO shown in FIG. FIG. 4 is a control circuit diagram of a lockup clutch, FIGS. 5 to 7 are skeleton diagrams of a transmission device adopted in the present invention, and FIG.
It is a control circuit diagram of the figure. 10 ... Torque converter, 11 ... Engine output shaft, 20 ... Overdrive, 21,35,36a ... Planetary gear set, C0, C1, C2 ... Clutch, B1, B2, B3 ... Brake, D ... Transmission, P ... PTO device, S ... Operating means, ECS3 ... PTO control means, SLD1 ... Solenoid drive circuit, 120 ... Lockup control valve, 210 ... Annual valve, 340 ... No. 3 solenoid valves.

Front page continuation (72) Inventor Minoru Ishiguro 2-1, Asahi-cho, Kariya city, Aichi Aisin Seiki Co., Ltd. (56) Reference JP-A-56-35858 (JP, A)

Claims (1)

[Claims] 1. A transmission having a fluid coupling for receiving power transmission from an engine, a transmission device for directly connecting the transmission and the engine, a PTO device, and an intermittent connection between the PTO device and the transmission. An operating means, a switching control means for switching the operation of the transmission, a PTO control means for outputting an operating signal to the switching control means, a vehicle speed sensor, a shift position sensor, and the operating means to operate the PTO device. A PTO operation switch connected to the transmission, and when the PTO control means detects that the vehicle speed is a predetermined value or more by the vehicle speed sensor or the shift position is N or P by the shift position sensor, the PTO operation switch is further When turned on, an operation signal is output to the switching control means to switch the transmission to the direct connection side between the transmission and the engine, the vehicle speed is lower than a predetermined value, and the shift position is N or PTO operation when the switch is on, the lock-up control apparatus for an automatic transmission equipped vehicles with PTO, characterized in that the blocking state direct gearing in the case of other than.