JPS61175153A - Decelerating energy recovering device in vehicle - Google Patents

Abstract

PURPOSE:To control a variable displacement pump/motor to maximize the volume of the pump, which converts decelerating energy into oil pressure which is then converted into starting energy upon starting, by controlling the tilt angle of the variable displacement type pump/motor in accordance with the stroke of a brake pedal. CONSTITUTION:When a brake pedal 53 is depressed upon braking, the rotation of wheels is transmitted, in response to a control signal from a control device 67, to a variable displacement type pump/motor 16 through a propeller shaft 12, a main shaft PTO gear 6, a drive gear 7, a PTO output shaft 8 and an electromagnetic clutch 14. At this time the tilt angle of the motor 16 is controlled in accordance with the stroke of the brake pedal 53. Pressure oil generated from the motor 16 is charged in an accumulator 41 through a hydraulic passage 40. Upon starting, when an accelerator pedal 51 is depressed, a valve 81 is opened in response to a control signal from the control device 67 so that the pressure oil is fed to the pump/motor 16 from the accumulator 41. The motor 16 is therefore rotated, and then the rotational drive power is transmitted to the wheels through the transmission system which is reverse to that upon braking.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a deceleration energy recovery device for a vehicle.

(Prior art) This system collects deceleration energy (inertia energy) during vehicle deceleration and stores it in an accumulator.

PTO (Power take of
f) Vehicle deceleration energy recovery devices with output devices are known in the art.

(Problem that the invention attempts to solve) The conventional vehicle deceleration energy recovery device is as follows.

It transmits the stored energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, and the stored energy stored in the accumulator is not used as starting energy when starting the vehicle. As it is, there is a problem in that, while deceleration energy (inertia energy) during vehicle deceleration is recovered and stored in an accumulator, it is difficult to use the stored energy stored in the accumulator as starting energy when the vehicle starts.

The present invention addresses the above problems and includes a power take-off device connected to a transmission, a variable displacement pump motor connected to the power take-off device, and a variable displacement pump motor connected to the power take-off device; A high-pressure oil circuit, a low-pressure oil circuit extending from the second port of the pump/motor to the low-pressure tank,
It consists of a charge pump connected to the drive shaft of the pump/motor, and a replenishment circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. Pressure oil is guided from the second port of the pump/motor through the first port to the high pressure oil circuit, and the pressure oil of the accumulator is guided from the first port through the second port when starting the pump/motor as a motor. In a vehicle deceleration energy recovery device configured to lead to the above-mentioned low-pressure oil circuit, detect the stroke when the brake pedal is depressed to the middle of the brake pedal play range between the depression start position and the air pressure rise start position. A control signal obtained based on a detection signal from the brake pedal stroke sensor is sent to the variable displacement pump/motor to adjust the tilt angle of the pump/motor so that the pump displacement is maximized. The purpose of this device is to recover deceleration energy during vehicle deceleration without complicating the structure. However, this stored energy can also be used as starting energy for the vehicle, improving fuel efficiency. Another object of the present invention is to provide a vehicle deceleration energy recovery device that can improve the recovery efficiency of deceleration energy.

(Means for Solving the Problems) As described above, the vehicle deceleration energy recovery device of the present invention includes a power extraction device connected to the transmission, a variable displacement pump/motor connected to the power extraction device, and a variable displacement pump/motor connected to the power extraction device. a high pressure oil circuit extending from the first port of the pump motor to the accumulator;
A low-pressure oil circuit extends from the second port of the pump motor to the low-pressure tank.

It consists of a charge pump connected to the drive shaft of the pump/motor, and a replenishment circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. Pressure oil is supplied from the second port of the pump/motor to the high pressure oil circuit via the first port, and the pressure oil of the accumulator is supplied from the first port to the second port when starting the pump/motor as a motor. The deceleration energy is then led to the low-pressure oil circuit, making recovery and use of the deceleration energy complicated.

Not only does it require no equipment or devices, the structure is simple, but fuel efficiency improves by recovering deceleration energy and using it as energy for one start. In addition, there is a brake pedal stroke sensor that detects the stroke when the brake pedal is depressed halfway through the brake pedal play range from the start position to the air pressure rise start position, and a detection signal from the brake pedal stroke sensor. and a control device that sends a control signal obtained based on the above-mentioned variable displacement pump/motor to the variable displacement pump/motor to control the tilting angle of the pump/motor so that the pump displacement is maximized, and the deceleration energy is recovered. Increased efficiency.

(Embodiment) Next, the vehicle deceleration energy recovery device of the present invention will be described with reference to an embodiment shown in FIGS. 1 to 19. First, the entire deceleration energy recovery system of this vehicle will be explained using Figures 1 and 2. (1) is the diesel engine or gasoline engine installed on the vehicle, (3) is the transmission, and (3') is the multi-stage transmission type. PT○ output device (power extraction device), (15) is charge pump (gear pump),
(16) is the pump/motor, (28) is the pump/motor.
The first port (29) of the motor (16) is the same, and the second port (40) of the pump motor (16) is the first port (28) of the pump motor (16) to the accumulator (
(41) is a high-pressure oil circuit extending to the high-pressure oil circuit (40), (44) is a first solenoid valve provided in the high-pressure oil circuit (40), and (46) is a connection from the discharge side of the charge pump (15) to the low-pressure oil circuit (42).
(47) is a first pilot oil pressure supply circuit extending from the replenishment circuit (46) to the capacity control solenoid valve (30); (48) is the first solenoid valve (44) and the accumulator; (41) and the above high pressure oil circuit (4
0) to the supply circuit (46).
A throat oil pressure supply circuit (45) is a second solenoid valve provided in the second pilot oil pressure supply circuit (48), and (49) is a flow from the oil reservoir tank (50) to the charge pump (1).
5) Hydraulic circuit extending to the suction side, (51) in Figure 2 is the accelerator pedal, (52) is the accelerator pedal (51)
stroke sensor (potentiometer), (53) is the brake pedal, (54) is the same brake pedal (53)
) stroke sensor (potentiometer), (55)
is the engine brake sensor, (56) is the exhaust brake sensor, (57) is the load sensor, (58) is the clutch connection/disconnection sensor, (59) is the clutch rotation speed sensor, (60) is the vehicle speed sensor, (61) is the pump・Discharge pressure sensor of motor (16), (62) is pressure sensor of second pilot oil pressure supply circuit (48), (63) is pressure sensor of low pressure oil circuit (42), (64) is pressure sensor of high pressure oil circuit ( 40) pump motor (16) side pressure sensor,
(65) is the accumulator (41) of the high pressure oil circuit (40).
) side pressure sensor, (66) is the engine speed sensor,
(67) is a control device (control unit), which inputs the detection signals obtained from each of the above-mentioned sensors (52) (54) to (66) to the control device (67).
67), the control signal obtained by computer processing is sent to the fuel injection pump (67) (fuel injection pump with electronic governor in case of diesel engine, electronic fuel injection type or fuel injection with throttle valve controller in case of gasoline engine) The actuator (68) of the pump), the transmission (3), and the multi-stage PTO output device (
3) and the capacity control solenoid valve (3) of the pump motor (16).
0), a first solenoid valve (44), and a second solenoid valve (45) to control these devices and devices.

Further, (70) is a speed control lever of the fuel injection pump (72), (71) is a fuel increase/decrease control rank connected to the speed control lever (70), and the speed control lever (70) is connected to the accelerator pedal (51). ). The stroke sensor (52) of the accelerator pedal (51) is linked to the 1st accelerator pedal (51).
) and detects the stroke of the same stroke sensor (52).
The detection signal (a,) obtained in is sent to the control device (67), and the control signal (a2) obtained by the control device (67) is sent to the control device (67).
is sent to the displacement control solenoid valve (30) of the pump/motor (16) when the pump/motor (16) operates as a motor (at the time of starting), and the swash plate of the pump/motor (16) (Fig. 10) (22)) is controlled to an angle proportional to the stroke of the accelerator pedal (51) to maximize the performance of the pump motor (16) as a motor.

Next, the transmission (3) will be explained in detail with reference to FIGS. 3 to 9. (2) is the engine (1).
), (3a) is the transmission case, (19) is the input shaft of the transmission (3), and the power shaft (19) is connected to the rotating shaft of the engine (1) via the clutch (2). Connected. Also(
4) is the main shaft of the transmission (3),
The main shaft (4) is the drive shaft (1) of the wheel.
2) is connected. Further, (5) is a plurality of speed change gears provided on the main shaft (4) by the countershaft (17) of the transmission (3) corresponding to the speed change ratio,
(18) is a plurality of speed change gears provided on the countershaft (5) corresponding to the speed change ratio, each of the same speed change gears (,18)
(17) are in mesh with each other, transmitting the rotation of the engine (1) to the countershaft (5) via the clutch (2) and the input shaft (19), rotating the countershaft (5), and rotating the countershaft (5). The rotation of the shaft (5) is controlled by the transmission gear (18).
) By changing the combination of (17), the speed is changed and transmitted to the main shaft (4), and furthermore, the rotation of the main shaft (4) is transmitted to the wheels via the drive shirt h (12).

Next, the multi-speed PTO output device (3) will be explained in detail with reference to FIGS. 3 to 9. (6) is the main shaft PTO gear loosely fitted on the output shaft side of the main shaft (4). , (10) is the countershaft (5
), and the countershaft PTO gear (10) meshes with the main shaft PTO gear (6). Also (9
) is the main shirt 1-PTO gear synchronizer attached to the output shaft side of the main shaft (4), (11)
is the countershaft PTo gear synchronizer (7) attached to the output side end of the countershaft (5).
is a drive gear meshed with the main shaft PTO gear (6), (8) is a PTO output shaft connected via a gear meshed with the opening drive gear (7), (13) is a joint, (14)
) is an electromagnetic clutch, (15) is a charge pump (gear pump), and (16) is a pump/motor coaxial with the charge pump (15). When the vehicle is running steadily, the clutch (2 ), the main shaft PTO gear synchronizer (9) and the countershaft PTO gear synchronizer (11) are operated and disconnected, and the engine 81) passes through the clutch (2) and the input shaft (19) of the transmission to the countershaft ( 5) is transmitted to the transmission gear (18) (17) - main shaft (4) -> propeller shaft (12) -> wheels.

When the vehicle is decelerating, as shown in Fig. 6, the clutch (2) is disengaged and the main shaft PTO gear synchronizer (9) is engaged, so that the main shaft PTO gear (6) is connected to the main shaft (4). The countershaft PT○ gear synchronizer (11) is disengaged, the countershaft PTO gear (10) is freed from the countershaft (5), and the rotation of the wheels is changed from the propeller shaft (12) to the main shaft PTO. It is transmitted to the charge pump (15) and pump motor (16) via gear (6) -> drive gear (7) - PTO output shaft (8) - coupling (13) - electromagnetic clutch (14).

The pump motor (16) operates as a pump, and when the vehicle is stopped, the clutch (2) is engaged and the main shaft PTo gear synchronizer (9) is engaged and disengaged, as shown in Figure 7. Main shaft PTO
Free the gear (6) relative to the main shaft (4),
The countershaft PTO gear synchronizer (11) is operated in contact, the countershaft PTO gear (10) is fixed to the countershaft (5), and the engine (1) is connected to the clutch (2) and the transmission input shaft (19).
The rotation transmitted to the countershaft (5) through the countershaft PTO gear (10) - Main shirt I-P
TO gear (6) → drive gear (7) - PTO output shaft (
8) - Coupling (13) - Transmits information to the charge pump (15) and pump/motor (16) via the electromagnetic clutch (14), so that the pump/motor (16) operates as a pump, and when starting the vehicle. Sometimes, as shown in Figure 8,
With clutch (2) still disengaged, main shaft PTO
The gear synchronizer (9) is disengaged to free the main shaft PTO gear (6) relative to the main shaft (4), the countershaft synchronizer PTO gear synchronizer (11) is engaged, and the countershaft PTO gear (lO ) is fixed to the countershaft (5), and the rotation of the pump motor (16), which operates as a motor, is controlled by the electromagnetic clutch (14) - coupling (13) - P T○ output shaft (
8) - Drive gear (7) - Main shaft PTO gear (6)
)→Countershaft PTO gear (10)→Countershaft (5) - Transmission gear (18) (17) - Transmits the rotation to main shaft (4), and then transmits the rotation of main shaft (4) to propeller shaft (12). When the vehicle is accelerating, the clutch (2) is engaged, and the main shaft Pro gear synchronizer (9) is engaged, so that the main shaft PTO gear is transmitted to the wheels via the vehicle. (6) is fixed to the main shaft (4), the countershaft PTO gear synchronizer (11) is disconnected, the countershaft PTO gear (10) is freed from the countershaft (5), and the engine (1) is fixed to the main shaft (4).
from the clutch (2) and the input shaft of the transmission (
The rotation transmitted to the countershaft (5) through the gearbox (19) is transmitted to the main shaft (4) by being shifted in the usual manner by the multi-stage transmission gears (18) and (17), and the rotation of the main shaft (4) is propeller shirt) (12)
On the other hand, it is transmitted to the wheels via

The rotation of the pump motor (16), which operates as a motor, is controlled by the electromagnetic clutch (14) → coupling (13) - PTO output shaft (8) → drive gear (7) - main shaft PTO gear (6) - main shaft ( 4) - Propeller shaft (
12) and then to the wheels.

Next, the charge pump (15) and the pump motor (
16) will be explained in detail with reference to FIGS. 1O to 13. A known gear pump is used as the charge pump (15), and the rotation shaft (20)
is connected to the coupling (13) via the electromagnetic clutch (14).
and the PTO output shaft (8). In addition, the pump
A variable displacement axial piston type pump is used as the motor (16), and the rotation shaft (21) of the pump/motor (16) is connected to the rotation shaft (20) of the charge pump (15).
) are integrally read. Also, (22) is the same pump.
The swash plate of the motor (16), (23) is the shoe, (25)
) is a cylinder block engaged with the rotating shaft (21) via a spline, (25a) is a cylinder provided in the cylinder block (25), and (24) is the cylinder (
25a), a piston slidably inserted into (24a);
is the spherical end of the piston (24) engaged with the shoe (23), (26) is the valve plate, (27) is the casing, (28) is the first port, (29) is the second port, Figure 1 and Figures 11, 12, and 13, box 30
) is the capacity control solenoid valve of the pump motor (16),
(31) is the spool of the same capacity control solenoid valve (30), (
32) is a piston for controlling the tilt angle of the swash plate (22);
(33) is a feed hack mechanism that feeds the movement of the tilt angle control piston (32) to the spool (31); (34) and (35) are the feed hack mechanism that feeds the tilt angle control piston (32) to the neutral position. The spring (35) is the power connector, and the spool (35) of the capacity control solenoid valve (30) is the power connector.
31) in proportion to the control current value to send pilot hydraulic pressure to one side of the tilting angle control piston (32), while draining oil from the remaining side and moving the tilting angle control piston (32). to control the tilt angle of the swash plate (22).

In addition, the movement of the tilt angle control piston (32) is transmitted to the spool (31) of the displacement control solenoid valve (30) via the feedback mechanism (33), and the spool (31) is returned to the neutral position to In order to maintain the tilt angle of (22) at the angle after the control, and when the rotating shaft (21) rotates,
The cylinder block (25) also rotates together with the rotating shaft (21), and the piston (24) reciprocates within the cylinder (25) while sliding on the swash plate (22) via the shoe (23). , the pump motor (16) operates as a pump to pump oil in the low pressure tank (43) to the low pressure oil circuit (42).
) -The oil is sucked through the second port 1-(29)-, while the sucked oil is transferred to the first port 1-(28)-high pressure oil circuit (
48) to the accumulator (41). In addition, the pressure oil in the same accumulator (41) is transferred to the high pressure oil circuit (4
8) - When feeding into the cylinder (25) through the first port (2B), the piston (24) reciprocates within the cylinder (25) by the same pressure oil, that is, the pump motor (1
6) operates as a motor, and the cylinder block (25
) and a rotating shaft (21).

Note that the tilt angle control mechanism of the swash plate (22) including the feedback mechanism is conventionally known, and detailed explanation thereof will be omitted.

Next, the first electromagnetic valve (44) will be specifically explained with reference to FIGS. 14 to 18. The first solenoid valve (44) is the first solenoid valve (44).
, 2 and the above-mentioned figures, it is composed of a poppet valve (80) and a logic valve (81). First, to explain the poppet valve (80), (82) is the main body, (83)
is the solenoid, (84) is the valve assembly, (8
5) is a steel ball, (86) is a filter, (87) is a lever, (88) is an operating member of the same lever (87), (8
9) is a piston, and (90) is a spring. Next, to explain the logic valve (81), (91) is the valve body, (9
2) is the valve seat, (93) is the spring behind the valve body (91), and the P port of the poppet valve (80) is connected to the high pressure oil circuit (
The A port of the poppet valve (80) communicates with the accumulator (41) side of the logic valve (81).
91) The T port of the poppet valve (80) communicates with the tank, and the poppet valve (80) communicates with the rear pressure chamber.
When the solenoid (83) is demagnetized, the valve assembly (84) presses the steel ball (85) against the left seat and connects the P and A ports of the poppet valve (80). ), send the pressure oil from the accumulator (41) side of the high-pressure oil circuit (40) to the pressure chamber behind the valve body (91) of the logic valve (81), move the valve body (91) vertically downward, and press the valve seat. Seated at (92).

In order to close the middle of the high pressure oil circuit (40), and when the solenoid (83) of the poppet valve (80) is energized, the piston (89) moves the steel ball (85) to the right side by the movement of the lever (87). Press it against the seat of the poppet valve (80) and connect the A and T ports of the poppet valve (80) (see Figure 17.18), drain the oil in the pressure chamber behind the valve body (91) of the logic valve (81) to the tank. Then, move the valve body (91) vertically upward, away from the valve seat (92), and open the high pressure oil circuit (40).
It is designed to open in the middle.

Further, a poppet valve (80) and a logic valve (81) are also used in the second solenoid valve (45). In the second solenoid valve (45), the P port of the poppet valve (80) communicates with the accumulator (41) side of the second pilot oil pressure supply circuit (48), but other than that, It is configured similarly to the solenoid valve (44). If the charge pump (15) is operating, the pressure oil generated by the charge pump (15) is transferred to the replenishment circuit (46) - the first
It flows to the pilot oil pressure supply circuit (47).

The charge pump (15) became inactive.

If the oil pressure in the supply circuit (46) decreases, the pressure sensor (6
The detection signal obtained in step 2) is sent to the control device (67), and the control signal (b, 3) obtained by the control device (67) is sent to the second control device (67).
The solenoid valve (45) is sent to the poppet valve (80), the solenoid (81) of the poppet valve (80) is energized, the logic valve (81) is opened as described above, and the accumulator (41) is energized.
) is sent to the first pilot hydraulic pressure supply circuit (47) via the high pressure oil circuit (40), the second pilot hydraulic pressure supply circuit (48), and the replenishment circuit (46). The reason why we used a poppet valve (80) and a logic valve (81) for the 1.2 solenoid valves (44) and (45) was to prevent leakage of high-pressure oil near the accumulator (41) as much as possible. This is to prevent the accumulator oil pressure from decreasing.

Next, the brake pedal (51) will be explained in detail with reference to FIG. 19. (A) is the position where the depression force is zero, (B) is the deceleration energy recovery start position, (C) is the air pressure rise start position, ( D) is the final rotation position, (α o) is the angle of the play range, and (α2°) is the deceleration energy recovery start angle. When depressing by α1° (during deceleration),
The detection signal (bl) (see Fig. 2) obtained by the stroke sensor (54) of the brake pedal (51) is sent to the control device (
67), and also sends the control signal obtained by the control device rZ (67) to the poppet valve (80) of the first solenoid valve (44), energizes the solenoid (83), and activates the logic valve as described above. (81) and transfer the pressure oil in the accumulator (41) from the high pressure oil circuit (40) to the first port (28) to the pump.
Motor (16) → 2nd port (29) - Hydraulic circuit (4
9) - The pump/motor (16) is sent to the overnight reservoir tank (40) and operated as a pump, and at this time, the control signal (b2) obtained by the control device (67) is sent to the pump/motor (16).
The power is sent to the displacement control solenoid valve (3o) of the motor (16), and the tilting angle of the swash plate (22) (see Figure 10) of the pump motor (16) is controlled to control the displacement of the pump motor (16). A device (67) controls the detection signal obtained by the pressure sensor (64) so as to maximize its function as a pump, and when the oil pressure of the high pressure oil circuit (40) falls below a predetermined value. The control device (67) cuts the control signal to the first solenoid valve (44), and the solenoid (83)
Demagnetize and close the logic valve (No. 8) as described above.
The rubber bag (bladder) of the accumulator (gas compression type, especially bladder type accumulator) (41) is the poppet valve (80)
In order to prevent damage caused by collision with the low pressure oil circuit (42), the detection signal obtained by the pressure sensor (63) is sent to the control device (67) when the oil pressure in the low pressure oil circuit (42) falls below a predetermined value. The control signal obtained by the control device (67) is sent to the displacement control solenoid valve (30) of the pump motor (16), and the tilt angle of the swash plate (22) of the pump motor (16) is made zero. , to stop the function of the pump motor (16) as a pump to prevent cavitation in the low pressure oil circuit (42), and to prevent cavitation from occurring in the low pressure oil circuit (42). Even when the brake pedal is depressed, the tilt angle of the swash plate (22) is controlled to zero or to the angle when the brake pedal is depressed.
16) stops functioning as a pump.

(Function) Next, the function of the vehicle deceleration energy recovery device will be explained. As shown in FIG.
The main shaft PTO gear synchronizer (9), countershaft P, and TO gear synchronizer (11) are disconnected, and the engine (1) passes through the clutch (2) and the human power shaft (19) of the transmission (3) to the countershaft ( 5) The rotation transmitted to the transmission gear (18)
(17) - Main shaft (4) - When driving, the power is transmitted to the wheels via the propeller shaft (12), and the brake pedal (53) is depressed by the angle of play range (α 6) from the zero pedal force position (A). When the clutch (2) is disengaged and the main shaft PTO gear synchronizer (9) is engaged in response to a control signal from the control device (67), the main shaft PTO gear (6) is connected to the main shaft (4).
Fixed to.

The countershaft PTO gear synchronizer (11) is disengaged, the countershaft PTO gear (10) is freed from the countershaft (5), and the rotation of the wheels is controlled between the propeller shaft (12) and the main shaft PTO gear (6). - Drive gear (7) - PTO output shaft (8) → Joint (
13) → Charge pump (via electromagnetic clutch (14))
15) and the pump motor (16) to operate the pump motor (16) as a pump. Also, at this time, the stroke sensor (5) of the brake pedal (51)
Detection signal (b, ) obtained in 4) (see Figure 2)
is sent to the control device (67), and the control signal obtained by the control device (67) is sent to the poppet valve (44) of the first solenoid valve (44).
80), energizes the solenoid (83), opens the logic valve (81), and sends the pressure oil generated by the pump motor (16) to the first port (28) → high pressure oil circuit (40) to the accumulator. At this time, the control signal (b2) obtained by the control device (67) is sent to the displacement control solenoid valve (30) of the pump motor (16), and the control signal (b2) obtained from the control device (67) is sent to the The tilting angle of the plate (22) is controlled to maximize the performance of the pump motor (16) as a pump.

Further, as shown in Fig. 7, the clutch (2) is engaged,
The main shaft PTO gear synchronizer (9) is disengaged to free the main shaft PTO gear (6) with respect to the main shaft (4), and the countershaft PTO gear synchronizer (9) is disengaged.
The gear synchronizer (11) is operated in contact, the countershaft PTO gear (10) is fixed to the countershaft (5), and the clutch (2) and the human power shaft (19) of the transmission (3) from the engine (1) are connected. The rotation transmitted to the countershaft (5) through the countershaft P
TO gear (10) → Main shaft PTO gear (6) →
Drive gear (7) - PTO output shaft (8) - Joint (13)
-Charge pump (15) via electromagnetic clutch (14)
and the pump motor (16), and when the vehicle is stopped operating with the pump motor (16) as a pump,
When you step on the accelerator pedal (51), the accelerator pedal (
The detection signal obtained by the stroke sensor (52) of the first electromagnetic valve (44) is sent to the control device (67), and the control signal obtained by the control device (67) is sent to the poppet valve (51) of the first solenoid valve (44).
80), energizes the solenoid (83), opens the logic valve (81), and transfers the pressure oil in the accumulator (41) to the high pressure oil circuit (40) - first port (28) -> pump.
Motor (16) → 2nd port (28) – Hydraulic circuit (49)
) - sent to the oil reservoir tank (50).

The pump motor (16) operates as a motor, and its rotation is controlled by the electromagnetic clutch (14) - coupling (13) - P T
O output shaft (8) - drive gear (7) → main shaft P
TO gear (6) - countershaft PTO gear (10)
- Power countershaft (5) - Speed change gear (18,) (1
7)-The rotation of the main shaft (4) is transmitted to the wheels via the propeller shirt (12) to perform two starts. Furthermore, when the vehicle accelerates after starting, the clutch (2) is engaged, the main shaft PTO gear synchronizer (9) is engaged, and the counter The shaft PTO gear synchronizer (10) is disengaged, the countershaft PTO gear (10) is freed from the countershaft (5), and the clutch (2) and the transmission (3) input shaft ( 19) to the countershaft (5), the multi-stage transmission gears (18) and (17) change the speed in the usual manner and transmit the rotation to the main shaft (4), further increasing the rotation of the main shaft (4). propeller shirt) (
The electromagnetic clutch (14) transmits the rotation of the pump motor (16), which operates as a motor, to the wheels via the electromagnetic clutch (12).
-Coupling (13) -PTO output shaft (8) → Drive gear (7) → Main shaft PTO gear (6) → Counter shaft PTO gear (10) → Counter shaft (5) -
Shift gear (18) (17) - Main shaft (4) -
It is transmitted to the wheels via the propeller shaft (12) to perform acceleration.

(Effects of the Invention) As described above, the present invention provides a power take-off device connected to a transmission, a variable displacement pump motor connected to the power take-off device, and a variable displacement pump motor connected to the power take-off device, and a first port of the pump motor extending from the first port to the accumulator. A high-pressure oil circuit, a low-pressure oil circuit extending from the second port of the pump/motor to the low-pressure tank, a charge pump connected to the drive shaft of the pump/motor, and a low-pressure oil circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. When the pump/motor operates as a pump and decelerates, the pressure oil in the low pressure tank is transferred to the second supply circuit of the same pump/motor.
The pressure oil in the accumulator is guided from the port through the first port to the high pressure oil circuit, and when the pump/motor is operated as a motor for starting, the pressure oil in the accumulator is passed from the first port of the pump/motor to the second port to the low pressure oil circuit. This method eliminates the need for complex devices and equipment to recover deceleration energy and use it as starting energy, simplifying the structure, and allowing the deceleration energy to be recovered and used as starting energy. Fuel efficiency can be improved.

In addition, there is a brake pedal stroke sensor that detects the stroke when the brake pedal is depressed halfway through the brake pedal play range from the start position to the air pressure rise start position, and a detection signal from the brake pedal stroke sensor. and a control device that sends a control signal obtained based on the control signal to the variable displacement pump/motor to control the tilting angle of the pump/motor so that the pump displacement is maximized, and recovers the deceleration energy. It has the effect of improving efficiency.

The present invention has been described above using examples, but of course.

The present invention is not limited to these embodiments, but may be modified in various ways without departing from the spirit of the present invention. For example, in the embodiment described above, a mechanical transmission is used.

A fluid type may also be used. In addition, in the above embodiment, the pump
A variable capacity Aki or Shalviston type pump is used for the motor (16), but it may be replaced with another type. In addition, as shown in Figure 20, the low pressure oil circuit ((4
2) The low pressure tank (43) is a piston type accumulator, one of the pistons (43a) is connected to the low pressure circuit (42), and the other is connected to a normal brake air circuit or air suspension air circuit (air tank (43") and near compressor). (
43゛)). Alternatively, as shown in FIG. 21, a low pressure tank (43) may be installed on the roof of a vehicle such as a lotus to reduce suction negative pressure and prevent cavitation.

[Brief explanation of the drawing]

FIG. 1 is a hydraulic circuit diagram showing an embodiment of the decompression energy recovery device for a vehicle according to the present invention, FIG. 2 is an explanatory diagram of its control system, and FIG. 3 is a cross-sectional side view of the transmission and power extraction device.
Figures 4 to 9 are explanatory diagrams of their functions, Figure 10 is a longitudinal sectional side view of the charge pump and pump/motor, Figure 11 is a longitudinal sectional front view of the capacity control solenoid valve of the same pump/motor, and Figure 1
Figure 2 is a vertical side view of the valve, Figure 13 is its hydraulic circuit diagram, Figure 14 is a partial vertical side view of the poppet valve, and Figures 15 and 16 are the hydraulic circuits when the poppet valve and logic valve are closed. Figures 17 and 18 are hydraulic circuit diagrams when the pope throat valve and logic valve open, Figure 19 is an explanatory diagram of the brake pedal action, and Figures 20 and 21 are other examples of low pressure tanks. FIG. (3)...Transmission, (3')...Power take-off device, (15)...Charge pump, (16)...
・Pump motor, (28)...1st port, (
29) ...Second port, (30) ...Capacity control solenoid valve, (40) ...High pressure oil circuit, (4
1)...7 cumulator, (42)...low pressure oil circuit, (43)...low pressure tank, (44)
...first solenoid valve, (45)...second solenoid valve,
(46)...supply circuit, (47)...first
(48)...Second pilot hydraulic pressure supply circuit, (53)...Brake pedal, (54)...Brake pedal stroke sensor, (62)...Pressure sensor, ( 67
) ...control device, (80) ...pope throat valve, (81) ...logic valve.

Claims (1)

[Claims] a power take-off device connected to the transmission; a variable displacement pump motor connected to the power take-off device; a high pressure oil circuit extending from a first port of the pump motor to an accumulator;
A low-pressure oil circuit extending from the second port of the pump/motor to the low-pressure tank, a charge pump connected to the drive shaft of the pump/motor, and a supply circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. The above pump
During deceleration when the motor operates as a pump, the pressure oil in the low-pressure tank is guided from the second port of the pump/motor to the high-pressure oil circuit via the first port, and when the pump/motor operates as a motor for starting, the pressure oil in the accumulator is In a vehicle deceleration energy recovery device configured to lead pressure oil from a first port to a second port to the low-pressure oil circuit, brake pedal play occurs between the position where the brake pedal starts to be depressed and the position where air pressure starts to rise. A brake pedal stroke sensor detects the stroke when the brake pedal is depressed halfway through the range, and a control signal obtained based on the detection signal from the brake pedal stroke sensor is sent to the variable displacement pump/motor to control the pump/motor. A deceleration energy recovery device for a vehicle, comprising: a control device that controls a tilt angle of a motor so that a pump capacity is maximized.