JP2001071783A - Vehicular energy regeneration controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent energy regeneration depending upon the drivers' demand from being disabled by an insufficient internal pressure of an accumulator where energy recovery accumulates pressure. SOLUTION: During brakeage, variable displacement hydraulic pump motors 3 and 4 interlocking with the rotation of driven wheels 1 and 2 convert vehicle deceleration energy into oil pressure and pass it to an accumulator 11 for energy recovery. The variable displacement hydraulic pump motors 3 and 4, except during brakeage, on the other, convert oil pressure accumulated in the accumulator 11 into drive energy and use it in driving the driven wheels 1 and 2 for energy regeneration, and at the same time force a controller 16 to decide the internal pressure of the accumulator 11 is below a level sufficient for the energy regeneration, whereupon an electric motor 14 is actuated to feed oil pressure from a hydraulic pump 13 to the accumulator 11 so that the internal pressure of the accumulator 11 is kept not falling below the level sufficient for the energy regeneration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an energy regeneration control device for a vehicle.

[0002]

2. Description of the Related Art As a conventional energy regeneration control device for a vehicle, for example, one disclosed in Japanese Patent Application Laid-Open No. 9-240300 is known, which discharges a working fluid pressure corresponding to rotation of a front wheel as a driving source. A fluid pressure pump, an accumulator that accumulates a working fluid pressure, a fluid pressure motor that is arranged to rotate in conjunction with a rear wheel that is a driven wheel, and that is supplied with a working fluid pressure accumulated in the accumulator and rotates. A switching valve is provided for switching communication between one of the fluid pressure pump and the fluid pressure motor and the accumulator.

[0003] The above-mentioned energy regeneration control device for a vehicle connects the fluid pressure pump and an accumulator when the vehicle is braked, and converts the rotation of the front wheels into a working fluid pressure by the fluid pressure pump to recover energy stored in the accumulator. When the vehicle is not braking, the accumulator and the fluid pressure motor are communicated with each other, and the fluid pressure motor performs energy regeneration for converting the working fluid pressure stored in the accumulator into rotation of the rear wheels. The rear wheels are driven by energy regeneration combining the above.

[0004] By performing the energy regeneration in this way, for example, when the front wheels slip due to an excessively large driving force required by the driver with respect to the friction coefficient of the road surface, By generating a driving force on the rear wheels, a difference in rotation speed between the front and rear wheels is prevented from increasing, thereby improving running stability of the vehicle.

[0005]

However, in the above-described conventional energy regeneration control device for a vehicle, the rotation of the fluid pressure pump causes the running resistance of the vehicle. , Which leads to deterioration of fuel efficiency. Therefore, only when braking the vehicle, the kinetic energy (deceleration energy) of the vehicle that is lost when the vehicle speed decreases is accumulated.

[0006] If the accumulated amount of deceleration energy is larger than the energy required for driving the rear wheels, the rotational speed difference between the front and rear wheels can be reduced as described above, but the energy required for driving the rear wheels can be reduced. If it is smaller, sufficient driving force cannot be applied to the rear wheels, and the difference in rotation speed between the front and rear wheels cannot be reduced. That is, there is a problem that energy may be insufficient during energy regeneration only by storing only deceleration energy in the accumulator.

Accordingly, the present invention has been made in view of such a problem, and when the deceleration energy is insufficient,
It is an object of the present invention to provide a vehicle energy regenerative control device that can compensate for the shortage of energy.

[0008]

In order to solve the above-mentioned problems, according to the present invention, a first aspect of the present invention is a first aspect which discharges a working fluid pressure corresponding to rotation of a wheel as a driving source. A hydraulic pump, an accumulator for accumulating the working fluid pressure, and a driving wheel or a driven wheel, which are arranged to rotate in conjunction with at least one of the wheels, and the working fluid pressure accumulated in the accumulator is supplied. And a switching valve for switching the communication between one of the first hydraulic pump and the hydraulic motor and the accumulator, and the first hydraulic pump and the accumulator during braking of the vehicle. And a regenerative control means for controlling a switching valve so that the accumulator and the fluid pressure motor communicate with each other when braking is not performed. Working fluid A second hydraulic pump for supplying,
A pressure accumulating state judging means for judging an accumulating state by detecting or estimating an internal pressure of the accumulator; and a supply controlling means for controlling operation of the electric motor based on an output of the accumulating state judging means. And

Further, according to a second aspect of the present invention, in the first aspect of the present invention, the supply control means operates the electric motor so that the internal pressure of the accumulator becomes maximum.

[0010] Further, according to a third aspect of the present invention, in the first aspect of the present invention, the internal pressure of the accumulator required at the time of starting of the vehicle is at least one of a vehicle weight, a road surface gradient, and an outside air temperature. There is provided an internal pressure setting means for setting according to one of the above, wherein the supply control means operates the electric motor so that the internal pressure of the accumulator becomes the set pressure of the internal pressure setting means.

[0011] Further, the invention described in claim 4 is:
The invention according to any one of claims 2 and 3, wherein the accumulated pressure determination means estimates in advance the internal pressure accumulated by the first hydraulic pump during braking of the vehicle when the vehicle is running. .

According to a fifth aspect of the present invention, there is provided a first fluid pressure pump for discharging a working fluid pressure according to rotation of a wheel as a driving source, and an operation for discharging the first fluid pressure pump. A first pressure accumulator for accumulating fluid pressure, a fluid pressure motor arranged to rotate in conjunction with at least one of a drive wheel and a driven wheel, and supplied with working fluid pressure and rotated; And a first switching valve for switching communication between one of the fluid pressure pump and the fluid pressure motor and the first pressure accumulator. A second fluid pressure pump that discharges pressure, and is disposed between the first switching valve and the first pressure accumulator, and is connected to one of the first pressure accumulator and the second fluid pressure pump. Second switching for switching communication with the first switching valve And a first detector for detecting an internal pressure of the first pressure accumulator, and the first fluid pressure pump and the first pressure accumulator communicating with each other when the vehicle is braked, and the first detection when the brake is not applied. Regenerative control means for controlling the first and second switching valves such that one of the first accumulator and the second hydraulic pump is communicated with the hydraulic motor based on the detection value of the pressure vessel. And supply control means for controlling the operation of the electric motor.

According to a sixth aspect of the present invention, in the fifth aspect of the present invention, the second hydraulic pressure pump is disposed between the second switching valve and the second hydraulic pressure pump. A second pressure accumulator for accumulating the working fluid pressure to be applied, and a second detector for detecting an internal pressure of the second pressure accumulator, wherein the supply control means detects a value detected by the second detector. On the basis of the,
The electric motor is operated to maximize the internal pressure of the second accumulator.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 shows a vehicle energy regeneration control device according to a first embodiment of the present invention, in which variable displacement hydraulic pump motors 3 and 4 (corresponding to a first fluid pressure pump and a fluid pressure motor) and 4 Port 3 position electromagnetic directional switching valve 5 (corresponding to switching valve) and accumulator 1
1 (corresponding to a pressure accumulator), a hydraulic pump 13 (corresponding to a second fluid pressure pump), an electric motor 14, and a controller 1
6 (corresponding to the regenerative control means and the supply control means).

The variable displacement hydraulic pump motors 3, 4 are arranged so as to rotate in conjunction with the rear wheels 1, 2 of the front wheel drive vehicle, and hydraulic pressure is supplied from the ports 3a, 4a to rotate in accordance with the hydraulic pressure. It has a function as a motor and a function as a hydraulic pump for discharging hydraulic pressure according to the rotation of the rear wheels 1 and 2 from the ports 3b and 4b.

The variable displacement hydraulic pump motors 3, 4
As shown in FIG. 2, a rotary shaft 101 is supported by a pump motor housing (not shown) so as to rotate in conjunction with the rear wheels 1 and 2, and a cylindrical cylinder block 102 is
1 is coaxially serrated. A plurality of pistons 103 are arranged at equal intervals in the circumferential direction of the cylinder block 102, and the cylinder holes 104 of the cylinder block 102
Are slidably disposed.

A swash plate 105 is swingably disposed at a position facing the right end face of the cylinder block 102. The cylinder block 102 is provided with a through-hole 106 that communicates each cylinder hole 104 with the outside.
Ports 3a, 3b, 4a, via oil passages 107, 108,
4b. The check valve 1 is provided in the oil passage 107 in such a direction as to allow the flow of oil from the ports 3 a and 4 a to the through hole 106.
09 is provided in the oil passage 108 in a direction allowing the flow of oil from the through hole 106 to the ports 3b and 4b.
10 is provided.

The variable displacement hydraulic pump motors 3, 4
Is that the capacitance Qp is adjusted according to the change in the inclination angle of the swash plate 105, and the capacitance Qp increases as the inclination angle increases. The inclination angle of the swash plate 105 is controlled by the swash plate variable mechanism 25,
26 can be controlled.

Here, the swash plate variable mechanisms 25 and 26 may be of any type as long as they can change the inclination angle of the swash plate. For example, the swash plate variable mechanisms 25 and 26 are constituted by step motors or electromagnetic solenoids, and control signals Cq1 and Cq2 from the controller 16 are provided.
, The capacity Qp can be set.

The 4-port 3-position electromagnetic directional control valve 5 has a port 5a connected to the ports 3a and 4a of the variable displacement hydraulic pump motors 3 and 4 by a high-pressure pipe 6, and a port 5b connected to the ports 3b and 4b by a high-pressure pipe 7. Connected at port 5
c is connected to a tank 12 as an oil reservoir by a low-pressure pipe 8, and a port 5 d is connected to an accumulator 11 by a high-pressure pipe 9.

The controller 1 is connected to the solenoid 23.
6, when the control signal Cs1 is applied, the 4-port 3-position electromagnetic directional control valve 5 selects the switching position 5A,
a is communicated with the port 5c, and the port 5b is communicated with the port 5d. When the control signal Cs2 is applied to the solenoid 24, the switching position 5C is selected, and the port 5a is connected to the port 5d.
If the control signals Cs1 and Cs2 are not applied to the solenoids 23 and 24, the 4-port 3-position electromagnetic directional control valve 5 selects the switching position 5B and connects the port 5a to the port 5b. It communicates with the port 5b and shuts off the port 5c and the port 5d.

The accumulator 11 is in a state where no oil pressure is accumulated, that is, the sealed pressure Pmin at which the internal pressure is minimized.
It is possible to accumulate the hydraulic pressure within the range of the maximum internal pressure Pmax that can be accumulated from the internal pressure Pa of the accumulator 11.
In order to detect cc, a high pressure
Are arranged.

The hydraulic pump 13 is composed of, for example, a gear pump.
The outlet port 13b is connected to the accumulator 11 via the check valve 15, and the oil sucked from the inlet port 13a is discharged from the outlet port 13b in accordance with the rotation of the electric motor 14 as a drive source. Accumulator 1
1 is supplied with hydraulic pressure. The electric motor 14 rotates according to a control signal Cm from the controller 16 and
Activate 3

The check valve 15 is connected in such a direction that oil flow from the hydraulic pump 13 to the accumulator 11 is allowed.
Thus, when the four-port three-position electromagnetic directional switching valve 5 selects the switching position 5A, the hydraulic pressure discharged from the variable displacement hydraulic pump motors 3, 4 is all transferred to the accumulator 11 via the high pressure pipes 7, 9. And the switching position 5B
Is selected, the internal pressure of the accumulator 11 is maintained, and when the switching position 5C is selected, the accumulator 1
The hydraulic pressure stored in 1 is supplied to the variable displacement hydraulic pump motors 3 and 4 via the high pressure pipes 9 and 6.

The wheel speed sensors 18 and 19 include a front wheel speed sensor 18 for detecting a front wheel speed Vwf and a rear wheel speed Vwf.
wr, for example, the front wheel speed sensor 18 detects the front wheel speed Vwf as an average value of the left and right front wheel distances, and the rear wheel speed sensor 19 detects the left and right rear wheel 1, The wheel speed Vwr of the rear wheel as the average of the wheel speeds
Is detected. The accelerator sensor 20 detects a driver's depression amount STa of an accelerator pedal. The brake sensor 21 detects a driver's depression amount STb of the brake pedal.

The controller 16 includes a hydraulic pressure sensor 17, wheel speed sensors 18, 19, an accelerator sensor 20, and
Based on the signal detected by the brake sensor 21, the control signals Cq1, Cq2, Cs1, C
s2, Cm, and outputs the variable displacement hydraulic pump motor 3,
Adjustment of capacity Qp of 4 4 port 3 position electromagnetic directional control valve 5
Is selected and the operation of the electric motor 14 is controlled.

Hereinafter, how the controller 16 operates when the vehicle advances will be described with reference to the flowcharts of FIGS. However, controller 1
In the initial state of 6, the control signals Cq1 and Cq2 are output so that the capacity Qp of the variable displacement hydraulic pump motors 3 and 4 is minimized, and the control signal is output so that the 4-port 3-position electromagnetic directional control valve 5 selects the switching position 5B. Cs1 and Cs2 are not output, and the control signal Cm is not output so that the hydraulic pump 13 does not operate.

FIG. 3 is a diagram showing the basic operation of energy recovery in which the rotation of the rear wheels 1 and 2 is converted into hydraulic pressure by the variable displacement hydraulic pump motors 3 and 4 and this hydraulic pressure is accumulated in the accumulator 11. First, in step S1, the hydraulic pressure sensor 1
7, and detected by the brake sensor 21;
Each signal of the accumulator internal pressure Pacc and the brake pedal depression amount STb is read.

When the rotation of the rear wheels 1 and 2 is converted to hydraulic pressure by the variable displacement hydraulic pump motors 3 and 4,
Since the reciprocating motion of the piston 103 within 4 causes the running resistance of the vehicle, a braking force (regenerative braking force FB) is generated in the vehicle by recovering energy.
The braking force required by the driver by operating the brake pedal (required braking force FBneed) may be substituted.

The regenerative braking force FB can be calculated from the torque TA generated by the variable displacement hydraulic pump motors 3 and 4 at the time of braking and the turning radius of the rear wheels 1 and 2.
Calculated from the capacity Qp of the variable displacement hydraulic pump motors 3, 4 and the hydraulic pressure discharged from the ports 3b, 4b (equivalent to the internal pressure Pacc of the accumulator 11 when the variable displacement hydraulic pump motors 3, 4 function as pumps). Is done.

When the energy is not recovered, the required braking force FBneed is generated by supplying a hydraulic pressure (brake operating hydraulic pressure Pb) corresponding to the driver's brake pedal operation (brake pedal depression amount STb) to the wheel cylinder. And can be calculated from the brake pedal depression amount STb.

Therefore, in step S2, the capacity Qp of the variable displacement hydraulic pump motors 3, 4 is maximized, and the hydraulic pressure Pmax-Pacc that can be stored in the accumulator 11 is calculated as follows.
The maximum value of the regenerative braking force FB that can be generated by energy recovery (maximum regenerative braking force FBmax) is calculated.

Then, in the next step S3, it is determined whether or not the required braking force FBneed can be obtained by the maximum regenerative braking force FBmax when the driver requests the braking force. That is, it is determined whether or not the maximum regenerative braking force FBmax is equal to or more than the required braking force FBneed. If it is, the process proceeds to step S4, and if it is less, the process proceeds to step S5.

In step S4, the variable displacement hydraulic pump motors 3 and 4 are driven by the required braking force FBnee by energy recovery.
The capacity Qp is calculated from the required braking force FBneed and the accumulator internal pressure Pacc so as to generate d.

In step S5, the maximum regenerative braking force FBmax and the accumulator internal pressure P are set so that the variable displacement hydraulic pump motors 3, 4 generate the maximum regenerative braking force FBmax.
Then, the capacity Qp is calculated from acc. Since the required braking force FBneed is not satisfied only by the maximum regenerative braking force FBmax, in step S6, the brake operating oil pressure Pb supplied to the wheel cylinder is supplied to actually actuate the brake to compensate for the insufficient braking force. , FBneed-F
It is calculated based on Bmax.

Then, the process proceeds to step S7, where
4 or output control signals Cq1 and Cq2 so as to realize the capacity Qp calculated in step S5.
If the port 3 position electromagnetic directional switching valve 5 outputs the control signal Cs1 so as to select the switching position 5A, the energy recovery is activated. If the maximum regenerative braking force FBmax is less than the required braking force FBneed in step S3, The brake operating oil pressure Pb calculated in S6 is supplied to the wheel cylinder of the brake so that the required braking force FB
Need is realized.

Further, in step S8, it is determined whether or not the depression of the brake pedal has been released. That is, it is determined whether or not the brake pedal depression amount is STb = 0. If STb = 0, the process proceeds to step S9 to output control signals Cq1 and Cq2 so as to minimize the capacity Qp. The output of the control signal Cs1 is stopped so that the port 3 position electromagnetic direction switching valve 5 is returned to the switching position 5B, and the energy recovery is terminated. ST
If b ≠ 0, the calculation from step S1 to step S7 is repeated. Thus, in the energy recovery, when the driver requests the braking force, the hydraulic pressure is accumulated in the accumulator 11 by generating the regenerative braking force FB.

On the other hand, FIG. 4 is a diagram showing a basic operation of energy regeneration in which the hydraulic pressure stored in the accumulator 11 is again converted into rotation by the variable displacement hydraulic pump motors 3, 4, and the rear wheels 1, 2 are driven. . First, step S11
Then, the respective signals of the accumulator internal pressure Pacc and the accelerator pedal depression amount STa detected by the hydraulic pressure sensor 17 and the accelerator sensor 20 are read.

When hydraulic pressure is supplied from the accumulator 11 to the variable displacement hydraulic pump motors 3 and 4, the rear wheels 1 and 2 are driven. Therefore, by performing energy regeneration, a driving force (regenerative driving force FA) is applied to the vehicle. Therefore, the driving force required by the driver's operation of the accelerator pedal (required driving force FAneed) can be used as a substitute.

The regenerative driving force FA can be calculated from the torque TA generated by the variable displacement hydraulic pump motors 3 and 4 during non-braking and the turning radius of the rear wheels 1 and 2.
Calculated from the capacity Qp of the variable displacement hydraulic pump motors 3, 4 and the hydraulic pressure supplied to the ports 3a, 4a (equivalent to the internal pressure Pacc of the accumulator 11 when the variable displacement hydraulic pump motors 3, 4 function as motors). Is done.

When the energy regeneration is not performed, the required driving force FAneed is such that the throttle valve of the engine is opened in accordance with the operation of the accelerator pedal by the driver (depressed amount STa of the accelerator pedal), and the opening degree of the throttle valve (throttle opening degree) Tvo) is a force generated by outputting a torque corresponding to Tvo), and can be calculated from the accelerator pedal depression amount STa. Therefore, in step S12, the maximum value of the regenerative driving force FA (maximum regenerative driving force FAmax) that can be generated by energy regeneration is calculated from the accumulator internal pressure Pacc with the capacity Qp of the variable displacement hydraulic pump motors 3, 4 being maximized.

In the next step S13, when the driver requests the driving force, the maximum regenerative driving force FAmax is set.
Is determined as to whether the required driving force FAneed is obtained. That is, it is determined whether or not the maximum regenerative driving force FAmax is equal to or greater than the required driving force FAneed.

In step S14, the variable displacement hydraulic pump motors 3 and 4 are driven by the required driving force FAne by energy regeneration.
The capacity Qp is calculated from the required driving force FAneed and the accumulator internal pressure Pacc so as to generate ed.

In step S15, the maximum required driving force FAmax and the accumulator internal pressure P are set so that the variable displacement hydraulic pump motors 3, 4 generate the maximum required driving force FAmax.
Then, the capacity Qp is calculated from acc. Since the maximum required driving force FAmax alone does not satisfy the required driving force FAneed, in step S16, the engine throttle opening Tvo is set to FAneed-FAmax in order to drive the engine to compensate for the insufficient driving force. Calculated based on

Then, the process proceeds to step S17, in which control signals Cq1 and Cq2 are output so as to realize the capacity Qp calculated in step S14 or S15, and the 4-port 3-position electromagnetic directional control valve 5 selects the switching position 5C. The control signal Cs2 is output to perform the energy regeneration, and in step S13, the maximum regenerative driving force FA
If max is less than the required driving force FAneed,
The required driving force FAneed is realized by setting the opening of the throttle valve of the engine to the throttle opening Tvo calculated in step S16.

Further, in step S18, it is determined whether or not the depression of the accelerator pedal has been released. That is, it is determined whether or not the accelerator pedal depression amount is STa = 0, and if STa = 0, the process proceeds to step S19,
The control signals Cq1 and Cq2 are output so as to minimize the capacity Qp, and in step S20, the control signal Cs is returned so that the 4-port 3-position electromagnetic directional control valve 5 returns to the switching position 5B.
The output of No. 2 is stopped, and the energy regeneration is terminated. Also,
If STa ≠ 0, from step S11 to step S1
7 is repeated. As described above, the energy regeneration is performed when the driver requests the driving force when the accumulator internal pressure Pa
The regenerative driving force FA is generated based on cc.

FIG. 5 is a diagram showing the operation control of the electric motor 14 which is the drive source of the hydraulic pump 13. First, in step S21, the hydraulic pressure sensor 17, the wheel speed sensor 18,
9, accelerator sensor 20, and brake sensor 21
, The accumulator internal pressure Pacc, the front and rear wheel speeds Vwf and Vwr, the accelerator pedal depression amount STa, and the brake pedal depression amount STb are read. In step S22, Vsp is calculated from the wheel speeds Vwr of the rear wheels 1 and 2, and the vehicle acceleration G is calculated as a temporal change amount of the vehicle speed Vsp.

Steps S23 to S25 are parts corresponding to the accumulated pressure state determining means, and include Vsp, G, Pacc, ST obtained from steps S21 and S22.
Based on a or STb, the accumulator internal pressure when the vehicle stops is estimated in advance while the vehicle is running, thereby determining the accumulator state of the accumulator 11. It is possible to estimate how much hydraulic pressure is supplied to the accumulator 11 from the variable displacement hydraulic pump motors 3 and 4.

A step S23 decides whether or not the accelerator pedal is depressed. That is, it is determined whether or not the accelerator pedal depression amount is STa 否 0. If STa ≠ 0, the process proceeds to step S24, and if STa = 0, the process proceeds to step S25.

Step S24 is based on the vehicle speed Vsp, the vehicle acceleration G, the accumulator internal pressure Pacc, and the accelerator pedal depression amount STa as an estimated internal pressure Pst as an estimated value of the accumulator internal pressure when the vehicle stops next.
Calculate op. The estimated internal pressure Pstop increases as the vehicle speed Vsp, the vehicle state distance G, or the accumulator internal pressure Pacc increases. Further, the estimated hydraulic pressure Pstop decreases as the gradient of the road surface determined from the accelerator pedal depression amount STa and the vehicle acceleration G becomes steeper in the upward direction.

In step S25, an estimated internal pressure Pstop is calculated from the vehicle speed Vsp, the vehicle acceleration G, the accumulator internal pressure pacc, and the brake pedal depression amount STb. This estimated internal pressure Pstop is determined by the vehicle speed Vs
It increases as p, vehicle acceleration G, accumulator internal pressure Pacc, or brake pedal depression amount STb increases. Also, the brake pedal bean penetration amount S
As the gradient of the road surface determined from Tb and the vehicle acceleration G becomes steeper in the downward direction, the estimated hydraulic pressure Pstop increases.

Next, at step S26, the estimated internal pressure Ps calculated at step S24 or S25 is obtained.
It is determined whether or not otp is smaller than the maximum internal pressure Pmax of the accumulator. If it is smaller, the process proceeds to step S27,
If not, the process proceeds to step S28.

At step S27, the hydraulic pump 13
Outputs a control signal Cm in order to operate the electric motor 14 so as to supply hydraulic pressure to the accumulator 11. In step S28, the control signal Cm is not output, and the electric motor 14 does not operate.

When step S27 is selected, the supply of the hydraulic pressure from the electric pump 13 to the accumulator 11 is continued even after the calculation in FIG. By repeating the calculation of FIG. 5 at regular intervals, the estimated internal pressure Pstop of the accumulator 11 reaches the maximum internal pressure Pmax. When the internal pressure Pstop reaches the maximum internal pressure Pmax, the output of the control signal Cm is stopped and the hydraulic pump is stopped. The supply of the hydraulic pressure from 13 to the accumulator 11 is stopped.

Therefore, in steps S23 to S25, the estimated internal pressure Pstop is calculated by determining how much hydraulic pressure is supplied from the variable displacement hydraulic pump motors 3, 4 to the accumulator 11 until the vehicle stops. Can be estimated in advance when the vehicle is running,
From step 26 to step S28, the estimated internal pressure Pst
The electric motor 14 is controlled so that the op becomes the maximum internal pressure Pmax.
To operate the accumulator 11 from the hydraulic pump 13.
, The internal pressure Pacc of the accumulator 11 when the vehicle stops can be set to the maximum internal pressure Pmax, and the shortage of deceleration energy can be supplemented.

Then, the estimated internal pressure P of the accumulator 11
When the stop reaches the maximum internal pressure Pmax, the fluid pressure pump 13
Since the operation of the electric motor 14 can be limited so that the supply from the motor is stopped, the power consumption of the electric motor 14 can be reduced.

(Embodiment 2) Next, Embodiment 2 of the present invention will be described with reference to FIGS. Embodiment 2
Operates the electric motor 14 by a control method different from that of the first embodiment, and as shown in FIG. 6, the variable displacement hydraulic pump motors 3 and 4 (corresponding to the first hydraulic pump and the hydraulic motor). ), A four-port three-position electromagnetic direction switching valve 5 (corresponding to a switching valve), an accumulator 11 (corresponding to a pressure accumulator), a hydraulic pump 13 (corresponding to a second fluid pressure pump), an electric motor 14, The main components are a hydraulic pressure sensor 17 (accumulation state determination means) and a controller 30 (corresponding to regeneration control means and supply control means). Here, components having a configuration equivalent to that of the first embodiment are denoted by the same reference numerals, and description thereof is omitted. In FIG. 6, a vehicle weight sensor 31 detects a vehicle weight Mass, and a temperature sensor 32 detects an outside air temperature Temp.

The controller 30 includes a hydraulic pressure sensor 17, wheel speed sensors 18, 19, an accelerator sensor 20, a brake sensor 21, a vehicle weight sensor 31, and a temperature sensor 32.
The control signals Cq1, Cq2, Cs1, Cs2, Cm as described above are output based on the signal detected by the control unit 3 to adjust the capacity Qp of the variable displacement hydraulic pump motors 3, 4, and switch the four-port three-position electromagnetic direction. The switching position of the valve 5 is selected, and the operation of the electric motor 14 is controlled.

The controller 30 recovers energy according to the flowchart of FIG. 3 and regenerates the energy and the electric motor 14 according to the flowchart of FIG.
Operation control.

Hereinafter, the flowchart of FIG. 7 will be described. However, in the initial state of the controller 30, the control signals Cq1 and Cq2 are output so that the displacement Qp of the variable displacement hydraulic pump motors 3 and 4 is minimized, and the 4-port 3-position electromagnetic directional switching valve 5 selects the switching position 5B. The control signals Cs1 and Cs2 are not output, and the control signal Cm is not output so that the hydraulic pump 13 does not operate. First, in step S31, the accumulator internal pressure Pacc, front and rear wheel speeds Vwf, Vwr, and accelerator pedal detected by the hydraulic pressure sensor 17, the wheel speed sensors 18, 19, the accelerator sensor 20, the vehicle weight sensor 31, and the temperature sensor 32 are detected. Depressed amount STa, vehicle weight Mass, and
Each signal of the outside air temperature Temp is read.

In step S32, the gradient θ of the road surface is calculated based on Vwr, STa, or STb obtained in step S31. First, the wheel speed Vwr of the rear wheels 1 and 2
, And the vehicle acceleration G is obtained as a temporal change amount of the vehicle speed Vsp.

Then, the road surface gradient θ is calculated from the vehicle acceleration G and the accelerator pedal depression amount STa or the brake pedal depression amount STb. Road slope θ
Is a variable that increases as the gradient is steeper, and increases when the accelerator pedal depression amount STa is large and the vehicle acceleration G is small, and increases in the upward direction, and the brake pedal penetration amount STb is large. When the vehicle acceleration G is large, it increases in the down direction.

The next step S33 corresponds to an internal pressure setting means, which determines the accumulator internal pressure Pacc required for the variable displacement hydraulic pump motors 3, 4 to generate the required driving force FAneed during energy regeneration at the time of starting the vehicle. The lower limit value (set pressure Pemerg) is set based on the vehicle interior Mass, the road surface gradient θ, and the outside air temperature Temp. The set pressure Pemmerg decreases as the vehicle weight Mass decreases, and decreases as the road surface gradient θ increases in the upward direction.
The setting is made so as to decrease as the outside air temperature Temp decreases.

In step S34, the internal pressure Pacc of the accumulator 11 is set to the set pressure P set in step S33.
It is determined whether it is smaller than emerg. If smaller, the process proceeds to step S35, and if larger, the process proceeds to step S36.

In step S35, the hydraulic pump 13
Outputs a control signal Cm in order to operate the electric motor 14 so as to supply hydraulic pressure to the accumulator 11.

In step S36, the control signal Cm is not output, and the electric motor 14 does not operate.

A step S37 decides whether or not the accelerator pedal is depressed. That is, it is determined whether or not the accelerator pedal depression amount is STa ≠ 0. If STa ≠ 0, the process proceeds to step S38, and if STa = 0, the process ends.

In step S38, the rotational speeds of the front and rear wheels calculated based on the wheel speeds Vwf and Vwr of the front and rear wheels in order to operate the variable displacement hydraulic pump motors 3 and 4 so that there is no difference in the rotational speed between the front and rear wheels. The driving force FA to be output from the variable displacement hydraulic pump motors 3, 4 is calculated from the difference Vwf-Vwr and the accelerator pedal depression amount STa.

Then, the control signals Cq1, Cq2, Cs2
Is supplied from the accumulator 11 to the variable displacement hydraulic bomb motors 3 and 4 to generate the driving force FA.

When step S35 is selected, the supply of the hydraulic pressure from the hydraulic pump 13 to the accumulator 11 continues even after the calculation in FIG. The internal pressure P of the accumulator 11 is obtained by repeating the calculation of FIG.
When acc reaches the set pressure Pemmerg, the output of the control signal Cm is stopped when the accumulator reaches the set pressure Pemerg, and the supply of the hydraulic pressure from the hydraulic pump 13 to the accumulator 11 is stopped.

Accordingly, in step S33, the internal pressure of the accumulator 11 required when the vehicle starts moving is set as the set pressure Pemmerg. Is operated to supply the hydraulic pressure from the hydraulic pump 13 to the accumulator 11, so that the accumulator 11
erg is satisfied, and the energy of the shortage of the deceleration energy can be compensated.

Then, the internal pressure Pac of the accumulator 11
Since the operation of the electric motor 14 can be limited so that the supply from the fluid pressure pump 13 is stopped when c reaches the set pressure Pemmerg, the power consumption of the electric motor 14 can be reduced.

(Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIGS. Embodiment 3
8 shows another configuration method corresponding to the high-pressure pipe 9 and the accumulator 11 in the first embodiment. As shown in FIG. 8, the variable displacement hydraulic pump motors 3 and 4 (first fluid pressure pump and fluid Pressure motor) and 4 port 3 position electromagnetic directional switching valve 5 (corresponding to the first switching valve)
A hydraulic pump 13 (corresponding to a second fluid pressure pump);
Electric motor 14, 3-port 2-position electromagnetic directional switching valve 41
(Corresponding to a second switching valve) and a first accumulator 43
(Corresponding to a first accumulator) and a second accumulator 44
(Corresponding to a second pressure accumulator), a first hydraulic pressure sensor 45 (corresponding to a first detector), a second hydraulic pressure sensor 46 (corresponding to a second detector), and a controller 40 (regenerative control). Means and a supply control means). Here, components having a configuration equivalent to that of the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

The three-port two-position electromagnetic directional control valve 41 has a port 41a connected to the port 5d of the four-port three-position electromagnetic directional control valve 5 by a high-pressure pipe 49, and a port 41b connected to the first accumulator 43 by a high-pressure pipe 47. Connected and
The port 41c is connected to the second accumulator 44 with the high pressure pipe 4
8 are connected.

Then, the controller 4 is connected to the solenoid 42.
If the control signal Cs3 is not applied from 0, 3 port 2
The position electromagnetic direction switching valve 41 selects the switching position 41A,
The port 41a communicates with the port 41c,
Further, when the control signal Cs3 is applied, the switching position 41B is selected, the port 41a and the port 41b are connected, and the port 41c is disconnected.

The first accumulator 43 is used for energy regeneration. The first accumulator 43 is capable of accumulating oil pressure within a range from the sealed pressure Pmin1 to the maximum internal pressure Pmax1, and detects the internal pressure Pacc1. High pressure pipe 4
7 is provided with a first oil pressure sensor 45. The second accumulator 44 is used to supplement the energy of the energy recovery shortage, and is used to fill the pressure Pmi.
It is possible to accumulate the oil pressure within the range from n2 to the maximum internal pressure Pmax2, and to detect the internal pressure Pacc2,
A second oil pressure sensor 46 is provided in the high-pressure pipe 48.

The hydraulic pump 13 has an inflow port 13a connected to the tank 12 by a low pressure pipe 10, and an outflow port 13b.
Is connected to the high-pressure pipe 48 via the reverse valve 15.

The controller 40 controls the above-described control signals based on signals detected by the first and second oil pressure sensors 45 and 46, the wheel speed sensors 18, 19, the accelerator sensor 20, and the brake sensor 21. Cq
1, Cq2, Cs1, Cs2, Cs3, and Cm are output to adjust the capacity Qp of the variable displacement hydraulic pump motors 3, 4, and to control the 4-port 3-position electromagnetic directional switching valve 5 and the 3-port 2-position electromagnetic directional switching valve 31. The switching position is selected, and the operation of the electric motor 14 is controlled.

The controller 40 performs energy recovery according to the flowchart of FIG. 3, and performs energy regeneration and the electric motor 14 according to the flowchart of FIG.
Operation control. Hereinafter, the flowchart of FIG. 9 will be described. However, in the initial state of the controller 40, the control signals Cq1 and Cq2 are output so that the capacity Qp of the variable displacement hydraulic pump motors 3 and 4 is minimized, and the 4-port 3-position electromagnetic directional switching valve 5 selects the switching position 5B. In which the control signals Cs1 and Cs2 are not output, the control signal Cs3 is output so that the 3-port 2-position electromagnetic directional control valve 31 selects the switching position 31B, and the control signal Cm is not output so that the hydraulic pump 13 does not operate. And First, in step S41, the first and second hydraulic sensors 45, 4
6. Internal pressures Pacc1, Pacc2 of the first and second accumulators detected by wheel speed sensors 18, 19 and accelerator sensor 20, and front and rear wheel speeds Vw
f, Vwr, and accelerator pedal depression amount ST
Each signal of a is read.

Next, in step S42, it is determined whether or not the internal pressure Pacc2 of the second accumulator 44 is smaller than the maximum internal pressure Pmax2.
Then, if it is larger, the process proceeds to step S44.

At step S43, the hydraulic pump 13
Outputs a control signal Cm to operate the electric motor 14 so as to supply the hydraulic pressure to the second accumulator 44.

In step S44, the control signal Cm is not output, and the electric motor 14 does not operate.

A step S45 decides whether or not the accelerator pedal is depressed. That is, it is determined whether or not the accelerator pedal depression amount is STa ≠ 0. If STa ≠ 0, the process proceeds to step S46, and if STa = 0, the process ends. In step S46, in order to operate the variable displacement hydraulic pump motors 3 and 4 so that no rotational speed difference occurs between the front and rear wheels, the rotational speed difference Vwf- of the front and rear wheels calculated based on the wheel speeds Vwf and Vwr of the front and rear wheels. The driving force FA to be output from the variable displacement hydraulic pump motors 3, 4 is calculated from Vwr and the accelerator pedal depression amount STa.
In step S47, the internal pressure P of the first accumulator 43
It is determined whether acc1 is larger than the sealing pressure Pmin1. If it is larger, the process proceeds to step S48, and if smaller, the process proceeds to step S49.

At step S48, the control signals Cq1, Cq
By outputting q2, Cs2, and Cs3, hydraulic pressure is supplied from the first accumulator 43 to the variable displacement hydraulic pump motors 3, 4, and the driving force FA calculated in step S46 is generated.

In step S49, control signals Cq1, Cq
By outputting q2 and Cs2, the hydraulic pressure is supplied from the second accumulator 44 to the variable displacement hydraulic pump motors 3 and 4, and the driving force FA calculated in step S46 is generated. When step S43 is selected, the supply of the hydraulic pressure from the hydraulic pump 13 to the second accumulator 44 continues even after the calculation in FIG. 9 ends. By repeating the calculation in FIG. 9 at regular intervals, the internal pressure Pacc of the second accumulator 44 is increased.
2 reaches the maximum internal pressure Pmax2. When the maximum internal pressure Pmax2 is reached, the output of the control signal Cm is stopped, and the supply of the hydraulic pressure from the hydraulic pump 13 to the second accumulator 44 is stopped. Become. Energy recovery in the third embodiment is performed by supplying hydraulic pressure from the variable displacement hydraulic pump motors 3, 4 to the first accumulator 43 in accordance with the flowchart of FIG. In parallel with this collection operation, the hydraulic pressure is supplied to the second accumulator 44 by the hydraulic pump 13 until the second accumulator 44 reaches the maximum internal pressure Pmax2. On the other hand, energy regeneration is performed by supplying the hydraulic pressure of the first accumulator 43 to the variable displacement hydraulic pump motors 3 and 4 in steps S47 to S49. When the internal pressure Pacc1 reaches the sealing pressure Pmin1, the second accumulator is restored. This is performed by supplying the hydraulic pressure of 34 to the variable displacement hydraulic pump motors 3, 4. Therefore, in steps S42 to S44, the second
The internal pressure Pacc2 of the accumulator 44 is the maximum internal pressure Pm
ax2, the electric motor 14 is operated to supply hydraulic pressure from the hydraulic pump 13 to the second accumulator 44, so that the internal pressure Pacc of the second accumulator 44
2 satisfies the maximum internal pressure Pmax2, and in step S45 to step S49, the internal pressure Pacc1 of the first accumulator 43 is changed to the sealing pressure Pmin during energy regeneration.
At 1, the hydraulic pressure is supplied by the second accumulator 44, so that the shortage of deceleration energy can be supplemented.

When the internal pressure Pacc2 of the second accumulator 44 reaches the maximum internal pressure Pmax2, the operation of the electric motor 14 can be limited so that the supply from the fluid pressure pump 13 is stopped. Can be reduced.

Further, as apparent from steps S42 to S44, the operating conditions of the electric motor 14 are as follows.
The present invention is not limited to the time of braking or non-braking of the vehicle. The electric motor 14 may be operated so that the internal pressure Pacc2 of the second accumulator 44 becomes the maximum internal pressure Pmax2. No complicated control is required, and the control system of the controller 40 can be easily designed.

(Other Embodiments) Next, another embodiment different from the above-described first to third embodiments will be described. The positions of the variable displacement hydraulic pump motors 3 and 4 are not limited, and the rear wheels 1 and
It is also possible to dispose it so as to interlock with the rotation of 2.
As a result, maintenance of the variable displacement hydraulic pump motors 3, 4 can be performed simply by removing the rear wheels 1, 2.
Work man-hours can be reduced and workability can be improved. Further, instead of the variable displacement hydraulic pump motors 3 and 4, it is also possible to use a variable displacement hydraulic pump and a variable displacement hydraulic motor. In this case, the outflow port of the variable displacement hydraulic pump may be connected to the high pressure pipe 7, and the inflow port of the variable displacement hydraulic motor may be connected to the high pressure pipe 6. Also,
In steps S18, S23, S37, and S45, the cases are classified according to the accelerator pedal depression amount STa. However, the present invention is not limited to the above method, and detects whether the throttle opening Tvo or the throttle valve is fully opened. It is also possible to divide the cases based on a signal obtained from the idle switch. In particular, in the case of step S23, it is also possible to divide the cases based on the brake pedal depression amount STb or a signal obtained from a brake switch for detecting whether or not the brake pedal is depressed. In step S8, the cases are classified according to the brake pedal depression amount STb. However, the present invention is not limited to the above method, and the cases may be classified based on a signal obtained from a brake switch.

Further, in the second embodiment, the set pressure Pemmerg of the accumulator 11 can be set in advance. The set pressure Pemmerg can be set in consideration of a vehicle weight in a state where the driver or the like is not in the vehicle, a gradient of a road surface on which a slip is expected, an outside air temperature on which a road surface freeze is expected, and the like. . As a gradient of a road surface on which a slip is expected, for example, assuming that the vehicle starts on a low μ road, a gradient at which a slip easily occurs when a driving force required for the start is applied to the rear wheels 1 and 2 is set. You can choose. In this case, it is possible to prevent a slip when starting on a low μ road by energy regeneration,
Further, since the road is assumed to be a low μ road, the set pressure Pem
erg can be set to a low pressure, and the electric motor 14
Can be further reduced. Furthermore, in the third embodiment, a configuration is provided in which the shortage of deceleration energy is compensated by directly supplying hydraulic pressure from the hydraulic pump 13 to the variable displacement hydraulic pump motors 3, 4 without using the second accumulator 44. Is also possible. In this case, FIG.
Then, the second accumulator 44 is removed, and the port 41c of the three-port two-position electromagnetic directional switching valve 41 is directly connected to the outflow boat 13b of the hydraulic pump 13 via the high-pressure pipe 48. And energy recovery is
The three-port two-position electromagnetic directional switching valve 41 selects the switching position 41B and is performed in accordance with the flowchart of FIG. 3, and the energy regeneration is performed by the three-port two-position electromagnetic directional switching valve 41 selecting the switching position 41B. And the internal pressure Pacc1 is changed to the sealing pressure Pmin1.
Then, the three-port two-position electromagnetic direction switching valve 41 selects the switching position 41A, and supplies hydraulic pressure from the hydraulic pump 13 to the variable displacement hydraulic pump motors 3, 4. According to the first and fourth aspects, the accumulator state determination means estimates the internal pressure of the accumulator when the vehicle stops, as in the first embodiment, or calculates the actual accumulator pressure as in the second embodiment. Detect internal pressure, or
It is possible to estimate the actual accumulator internal pressure. In the above description, the forward movement of the vehicle has been described. However, when the vehicle moves backward, the discharge directions of the hydraulic pressure when the variable displacement hydraulic pump motors 3 and 4 operate as pumps are reversed. If the switching position of the position electromagnetic directional switching valve 5 is controlled to be selected in reverse, energy can be regenerated. As described above, the embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and even if there is a design change without departing from the gist of the present invention. Included in the present invention.

[0090]

According to the first aspect of the present invention, the supply control means operates the electric motor based on the output of the pressure accumulation state determination means, and supplies the working fluid pressure to the pressure accumulator from the second fluid pressure pump. I do. Accordingly, in addition to the working fluid pressure supplied from the first fluid pressure pump when the vehicle is not braked, the working fluid pressure is also supplied from the second fluid pressure pump, and the internal pressure of the pressure accumulator is increased, thereby accumulating pressure. Since the amount of energy stored in the vessel can be increased, the shortage of deceleration energy can be supplemented.

According to the second aspect of the present invention, since the electric motor is operated so that the internal pressure of the accumulator becomes maximum, the operation of the electric motor can be limited when the internal pressure of the accumulator is maximum. Thus, the power consumption of the electric motor can be reduced.

Further, according to the third aspect of the invention, the internal pressure of the accumulator required when the vehicle starts moving can be set, and when the internal pressure of the accumulator is higher than the set pressure, the operation of the electric motor can be limited. Thus, the power consumption of the electric motor can be further reduced.

Further, according to a fourth aspect of the present invention, the pressure accumulation state judging means preliminarily estimates the internal pressure accumulated by the first fluid pressure pump during braking of the vehicle when the vehicle is running, and provides the supply control means. However, only the shortage of the stored energy can be supplied by the second hydraulic pump, and the operation of the electric motor can be limited, so that the power consumption of the electric motor can be further reduced.

According to a fifth aspect of the present invention, the supply control means controls the operation of the electric motor so that the second hydraulic pump is replaced with the first pressure accumulator, The working fluid pressure can be supplied to the first pressure accumulator, and the shortage of the deceleration energy stored in the first pressure accumulator can be compensated.

The invention described in claim 6 is the second invention.
Is provided with a second accumulator that accumulates the working fluid pressure discharged by the hydraulic pressure pump, the working fluid pressure can be supplied from the second pressure accumulator to the hydraulic motor, so that the deceleration energy stored in the first pressure accumulator Energy of the shortage can be compensated.

Then, the supply control means operates the electric motor based on the detection value of the second detector so as to maximize the internal pressure of the second accumulator, so that the internal pressure of the second accumulator is reduced. In the maximum state, the operation of the electric motor can be limited, so that the power consumption of the electric motor can be reduced.

Further, the operating conditions of the electric motor are not limited to when the vehicle is braked or when the vehicle is not braked, and it is sufficient to operate the electric motor so that the internal pressure of the second accumulator becomes maximum. No complicated control for operating the electric motor is required, and the design of the control system in the supply control means becomes easy.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle energy regeneration control device according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram of a variable displacement hydraulic pump motor.

FIG. 3 is a flowchart showing a basic operation of energy recovery in the present invention.

FIG. 4 is a flowchart showing a basic operation of energy regeneration in the present invention.

FIG. 5 is a flowchart showing operation control of the electric motor according to the first embodiment of the present invention.

FIG. 6 is a schematic configuration diagram of a vehicle energy regeneration control device according to a second embodiment of the present invention.

FIG. 7 is a flowchart showing operation control of an electric motor according to a second embodiment of the present invention.

FIG. 8 is a schematic configuration diagram of a vehicle energy regeneration control device according to a third embodiment of the present invention.

FIG. 9 is a flowchart showing operation control of an electric motor according to Embodiment 3 of the present invention.

[Explanation of symbols]

3, 4 Variable displacement hydraulic pump motor (first fluid pressure pump and fluid pressure motor) 5 4-port 3-position electromagnetic directional switching valve (switching valve, first switching valve) 11 Accumulator (pressure accumulator) 13 Hydraulic pump (first pressure pump) 2 fluid pressure pump) 14 Electric motor (electric motor) 16, 30 Controller (regenerative control means and supply control means) 17 Hydraulic sensor (accumulated pressure state determining means) 41 3-port 2-position electromagnetic direction switching valve (second switching valve) ) 43 1st accumulator (1st pressure accumulator) 44 2nd accumulator (2nd handwriting device)

Claims (6)

[Claims] At least one of a first fluid pressure pump that discharges a working fluid pressure according to rotation of a wheel as a drive source, an accumulator that accumulates the working fluid pressure, and a drive wheel or a driven wheel A hydraulic motor that is arranged to rotate in conjunction with the wheels of the vehicle, and that rotates by supplying the working fluid pressure stored in the pressure accumulator; and one of the first hydraulic pump and the fluid pressure motor and the pressure accumulator A switching valve for switching the communication between the first hydraulic pump and the accumulator when the vehicle is braked, and a regenerative control for controlling the switching valve so as to communicate the accumulator and the hydraulic motor when the vehicle is not braked And a second hydraulic pump for supplying a working fluid pressure to the accumulator using an electric motor as a driving source, and detecting or estimating an internal pressure of the accumulator. Yo An energy regeneration control device for a vehicle, comprising: a storage pressure state determining means for determining an accumulated pressure state; and a supply control means for controlling an operation of an electric motor based on an output of the accumulated pressure state determining means. 2. The energy regeneration control device for a vehicle according to claim 1, wherein the supply control means operates the electric motor so that the internal pressure of the accumulator becomes maximum. 3. An internal pressure setting means for setting an internal pressure of an accumulator required when the vehicle starts according to at least one of a vehicle weight, a road surface gradient, and an outside air temperature. 2. The energy regeneration control device for a vehicle according to claim 1, wherein the electric motor is operated so that the internal pressure of the accumulator becomes the set pressure of the internal pressure setting means. 4. The method according to claim 2, wherein the accumulated pressure state determining means estimates in advance the internal pressure accumulated by the first hydraulic pump during braking of the vehicle when the vehicle is running. An energy regeneration control device for a vehicle according to any one of claims 1 to 3. 5. A first hydraulic pump for discharging a working fluid pressure according to rotation of a wheel as a driving source, and a first accumulator for accumulating a working fluid pressure discharged by the first fluid pressure pump. A hydraulic motor that is arranged to rotate in conjunction with at least one of a drive wheel and a driven wheel and that is supplied with a working fluid pressure and rotates; and any one of the first hydraulic pump and the hydraulic motor A first switching valve for switching communication between one of the first and the first pressure accumulators;
An energy regeneration control device for a vehicle, comprising: a second fluid pressure pump that discharges a working fluid pressure using an electric motor as a drive source; and a second fluid pressure pump that is disposed between the first switching valve and the first pressure accumulator. A second switching valve for switching communication between one of the first accumulator and the second hydraulic pump and the first switching valve, and a first for detecting an internal pressure of the first accumulator. A first fluid pressure pump communicating with the first pressure accumulator during braking of the vehicle, and a first pressure accumulator and a second pressure accumulator based on a detection value of the first detector during non-braking; So that one of the fluid pressure pumps communicates with the fluid pressure motor,
An energy regeneration control device for a vehicle, comprising: regeneration control means for controlling first and second switching valves; and supply control means for controlling operation of the electric motor. 6. A second accumulator which is provided between the second switching valve and a second hydraulic pump and accumulates a working fluid pressure discharged by the second hydraulic pump; A second detector for detecting the internal pressure of the accumulator, wherein the supply control means is configured to maximize the internal pressure of the second accumulator based on the detection value of the second detector. The energy regeneration control device for a vehicle according to claim 5, wherein the electric motor is operated.