JPS6218325A - Deceleration energy recovering apparatus for vehicle - Google Patents

Abstract

PURPOSE:To accelerate the circulation of working oil and prevent the cavitation and the early deterioration of working oil by connecting a pump motor onto the PTO output shaft of a multistage speed change type PTO output apparatus and pemitting an oil feeding passage to be connected to the high and low pressure oil passages. CONSTITUTION:A multistage speed change type PTO output apparatus 3' is installed onto a transmission 3 connected to the output shaft of a Diesel engine 1, and a pump motor 16 is connected onto the output shaft 8 of the apparatus 3' through an electromagnetic clutch 14, etc. An accumulator 41 is connected to the first port 28 of the pump motor 16 through a high-pressure oil passage 40 equipped with a cut-off valve 44, and a pressurized-oil tank 43 is connected to the second port 29 through a low-pressure oil passage 42. An oil feeding passage 54 extending to the high and low pressure oil passages 40 and 42 from a drain tank 55 is installed, and an always driven oil pump 59 and solenoid valves A and B are installed into the oil passage 54, and said solenoid valves A and B are controlled by an ECU 64 according to the operation state of the pump motor 16 and the output state of a level sensor 70.

Description

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

(Conventional technology) Deceleration energy (fff energy) during vehicle deceleration
A vehicle equipped with a PTO (Power take off) output device that collects energy and stores it in an accumulator, while transmitting the stored energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, to operate the crane. The deceleration energy recovery device is conventionally known.

(Problems to be Solved by the Invention) The conventional vehicle deceleration energy recovery device transmits the accumulated energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, and uses the accumulated energy stored in the accumulator to It is not used as starting energy when starting the vehicle, and the structure is complicated, so if it is left as it is, the deceleration energy (M energy) when the vehicle decelerates is recovered and stored in the accumulator, while the accumulated energy stored in the accumulator is used to start the vehicle. There was a problem that it was difficult to use the starting energy at the time.

Further, if the amount of hydraulic oil in the hydraulic circuit of the deceleration energy recovery device decreases due to leakage from a seal portion or the like, cavitation is likely to occur in the hydraulic circuit.

In order to avoid this, if the amount of hydraulic oil accommodated in the oil tank is increased, the weight and accommodation space of the deceleration energy recovery device will also increase.

The present invention was made to solve the above-mentioned problems.
Without complicating the structure, we aim to improve fuel efficiency by collecting deceleration energy during vehicle deceleration, storing it, and using the stored energy as starting energy for the vehicle. It is an object of the present invention to provide a deceleration energy recovery device for a vehicle, which prevents cavitation by always keeping the amount constant and reduces the weight and size of the device.

(Means for solving the problem) In order to achieve the above object, according to the present invention, a countershaft driven via a clutch on the engine side, a main shaft connected to a wheel drive system, and the countershaft are provided. a multi-stage gear train mechanism that changes the speed and transmits the rotation of the main shaft to the main shaft; a countershaft P that is detachably attached to the countershaft via a countershaft PTO gear synchronizer;
Drive via a main shaft PTO gear that meshes with the TO gear and the countershaft PTO gear and is detachably attached to the main shaft via a main shaft PTO gear synchronizer, and a drive gear that meshes with the main shaft PTO gear. a multi-speed PTO output device having a PTO output shaft, a pump motor connected to the PTO output shaft, a high pressure hydraulic circuit extending from a first port of the pump motor to an accumulator; It has a low-pressure oil circuit extending from the second port to the oil tank, a drain tank, an oil level sensor that detects the amount of hydraulic oil in the drain tank, and an oil pump that is constantly driven during engine operation. A replenishment circuit connected to at least one of the low-pressure oil circuits and replenishing the hydraulic oil in the drain tank to the one circuit, and a replenishment circuit disposed in the replenishment circuit downstream of the oil pump to detect the oil level sensor. Depending on the symbol, an on-off valve opens when the amount of hydraulic oil in the drain tank exceeds a predetermined value to allow replenishment of hydraulic oil to the one circuit, and the pump/motor is opened according to the operating state of the vehicle. Which of the pump and motor should function as one? There is provided a vehicle deceleration energy recovery device characterized by comprising: 11 means.

(Function) The control means of the vehicle deceleration energy recovery device of the present invention causes the pump/motor to function as a pump when the vehicle is decelerated, so that the rotation of the wheels is controlled by the main shaft, main shaft PTO,
When the signal is transmitted to the pump/motor via the gear, drive gear, and PT○ output shaft, the pump/motor transfers the hydraulic oil in the oil tank to the second port of the pump/motor via the low-pressure oil circuit. The hydraulic oil is pumped from the first port through the high-pressure oil circuit to the accumulator, and the pressure is accumulated in the accumulator. Further, when the vehicle is started, the control means causes the pump motor to function as a motor, and the hydraulic oil of the accumulator flowing into the first port of the pump motor via the high pressure oil circuit drives the pump motor.
The oil is returned to the oil tank from the second port via the low pressure oil circuit. At this time, the rotation of the pump motor is
The hydraulic pressure is transmitted to the wheels via the drive gear, main shaft PTO gear, countershaft PTO gear, countershaft, transmission gear, and main shaft, and as the wheels rotate, the hydraulic pressure accumulated in the accumulator is used as starting energy, reducing fuel consumption. This will lead to improvements in Furthermore, when the oil level in the drain tank exceeds a predetermined value, the on-off valve opens in response to the detection signal from the oil level sensor, and the hydraulic oil in the drain tank discharged from the oil pump flows into the high-pressure oil circuit and the low-pressure oil circuit. At least one of them is supplied,
Oil circulation is promoted, preventing cavitation and early deterioration of hydraulic oil.

(Embodiment) Hereinafter, the vehicle deceleration energy recovery device of the present invention will be explained with reference to an embodiment shown in FIGS. 1 to 4. Fig. 1 shows the entire structure and configuration of the deceleration energy recovery device, where the symbol l is a diesel engine mounted on a vehicle, for example, and the output shaft of the engine l is a clutch 2, a transmission 3,
Drive shaft 12a and differential bag 'II 12b
It is connected to the wheel 12C via. The transmission 3 includes a transmission case 3a and an input shaft 1 connected to the output shaft of the engine l via the clutch 2.
9, a main shaft 4, a countershaft 5, a plurality of transmission gears 17 provided on the main shaft 4 in correspondence with the transmission ratio, and a plurality of transmission gears 18 provided on the countershaft 5 in correspondence with the transmission ratio. , and a multi-speed PT described later
The transmission gears 17 and 18, which are comprised of an output device (power extraction device) and a transmission gear ratio selected according to the selected transmission ratio, mesh with each other to change the speed of the engine 1 and transmit it to the wheels.

Next, the main shaft PTO gear 6 of the multi-speed PTO output device W, 3'' is loosely fitted on the output side of the main shaft 4, and the countershaft PTO gear 10 is meshed with the main shaft PTO gear 6. is loosely fitted on the output side of the countershaft 5. Further, a main shaft PTO gear synchronizer 9 and a counter shaft P are provided on each output side of the main shaft 4 and the counter shaft 5.
TO gear synchronizers 11 are installed respectively. Further, a drive gear 7a meshing with the main shaft PTO gear 6
is connected to the PTO output shaft 8 via the gear 7b.

These main shaft PTO gear 6, countershaft PTO gear IO, main shaft PTO gear synchronizer 9, countershaft PTO gear synchronizer 1
1. Multi-speed PTO output device with PTO output shaft 8, etc.
It consists of 113°.

Multi-speed PTO output device A 3° PTO output shaft 8 is connected to a pump motor 16 via a joint 13 and an electromagnetic clutch 14.
It is connected to the. This pump motor 16 is
A high pressure oil passage 40 is connected to the port 28 , and the high pressure oil passage 40 is connected to an accumulator 41 via a shutoff valve 44 . These high pressure oil passages 40. The shutoff valve 44 and the accumulator 41 constitute a high pressure oil circuit. The second port 29 of the pump motor 16 is connected to a low pressure oil passage 42 , and the low pressure oil passage 42 is connected to a pressurized oil tank 43 .

The low pressure oil path 42 and the pressurized oil tank 43 constitute a low pressure oil circuit. The pressurized oil tank 43 has a pipe line 43a.
This pipe line 43a is connected to an air tank 45, and in the middle of the pipe line 43a, a solenoid valve 46 for pressurized air control, a pressure reducing valve 47, and an air dryer 4 are connected from the pressurized oil tank 43 side.
8 are arranged in this order.

The cutoff valve 44 is an electromagnetic biloft operation valve, and is composed of an electromagnetic switching valve 80 and a logic valve 81.

The logic valve 81 includes a valve body 81a, a spring 81b that presses the valve body 81a in a direction to close the high pressure oil passage 40, and a valve body 81a.
A pressure chamber 8 provided behind 1a and housing a spring 81b
1c. The electromagnetic switching valve 80 is, for example, a poppet valve, and when it is off (in the normal position shown in the figure), the high pressure oil passage 40 on the accumulator 41 side from the cutoff valve 44 is closed.
The first biloft hydraulic pressure supply path 82 branching from the logic valve 81 is communicated with the pressure chamber 81c of the logic valve 81.
When it is turned on, the first pilot oil pressure supply path 82 is shut off and the pressure chamber 81C is closed.
is communicated with the drain tank 55. A relief oil passage 49 branches from the high pressure oil passage 40 between the shutoff valve 44 and the pump/motor 16 and extends to the pressurized oil tank 43, and the relief oil passage 49 is connected to a relief valve 50 and a hydraulic motor 51 from the branch side.
, a cooler (radiator) 52 are arranged in this order. A fan 53 is attached to the output shaft of the hydraulic motor 51, and this fan 53 blows cooling air to the cooler 52.

Reference numeral 54 is a replenishment oil passage extending from the drain tank 55 to the high pressure oil passage 40 and the low pressure oil passage 42, and the replenishment oil passage 54 branches into two oil passages 54a and 54b, one of which is the oil passage 54.
a indicates the branch point of the relief oil passage 49 and the pump motor 21;
6, and the other oil passage 54b is the low pressure oil passage 40.
2 are connected to each other. A parallel circuit 56a consisting of a check valve and a relief valve is disposed in the middle of each oil passage 54a, 54b.
.

56b are arranged respectively. The supply oil passage 54 has an oil passage 5.
Solenoid valve A and relief valve 5 from the branch point side of 4a and 54b
7, a filter 58, a solenoid valve B, an oil pump 59, and a filter 60 are arranged in this order. fit 6f
Valve A is a two-position switching button t, and when it is off (in the normal position shown), it shuts off the replenishment oil passage 54 and connects it to the oil passage 5.
4d and a cooler 61 to communicate with the drain tank 55. For example, a known gear pump is used as the oil pump 59, and the oil pump 59 is constantly driven by the engine 1 or the electric motor, and pumps the hydraulic oil in the drain tank 55 to the supply oil path 54. The solenoid valve B is also a two-position switching valve, and when it is off (in the normal position shown), it shuts off the supply oil passage 54 and sends the hydraulic oil from the oil pump 59 to the drain tank via the oil passage 54C. A relief oil passage 54 (+) provided with a relief valve 62 is connected to the supply oil passage 54 between the branch point of the oil passages 54a and 54b and the solenoid valve.

A second pilot oil pressure supply path 63 branches from the supply oil path 54 between the relief valve 57 and the filter 58, and the supply path 63 is connected to the solenoid valve 30 that controls the displacement of the pump motor 16.
is connected to. The details of the displacement control electric Lit valve 30, the pump motor 16, and the piston 32 which is an actuator for driving the swash plate of the pump motor 16 will be explained with reference to FIGS. 2 to 4. For capacity limited jB! ! f
The f-valve 30 is a 4-port servo valve, and has a spool 31,
Solenoids 35a provided at both ends of the spool 31;
35b, and these solenoids 35a, 35b are connected to an electronic control unit (
(hereinafter referred to as rEcUJ) 64. The spool 31 is a solenoid 35a.

Solenoid drive from ECU64 supplied to 35b (
Solenoid 3 moves according to the control current value of the energizing) signal.
When no drive signal is supplied to either 5a or 35b, the spool 31 is in the neutral position shown. A variable displacement axial piston type pump/motor 1G is used, and the rotating shaft 21 of the pump/motor 16 is the same as the one described above. t[ff is connected to the clutch 14. The cylinder block 25 spline-engaged with the rotating shaft 21 has a cylinder 25a.
A piston 24 is slidably fitted into the cylinder 25a. piston 24, cylinder 25
A shoe j, -23 is engaged with the spherical end 24a protruding from a, and when the rotating shaft 21 rotates, the cylinder block 25 also rotates together with the rotating shaft 21, and the piston 24 is connected to the swash plate via the shoe 23. It reciprocates inside the cylinder 25a while sliding on the cylinder 22.

At this time, depending on the tilt angle of the swash plate 22, the pump motor 16
will operate as a pump or motor. Swash plate 2
2 has a loft 32 fixed to a tilting angle control piston 32.
a is engaged, and the spring 34 34 urges the tilt angle control piston 32 to the neutral position. Between the tilt angle control piston 32 and the capacity control solenoid valve 30, the movement of the tilt angle control piston 32 is connected to the displacement control piston 32 for capacity control. 1t (41 valves 30
A feedback mechanism 33 for feeding back to the spool 31 is provided. Figure 2 Nakako No. 27a and 27
b are a casing and an end block, respectively, the end block 27b is provided with the above-mentioned first port 28 and second port 29, and each port 28, 29 is a valve plate interposed between the end block 27b and the cylinder block 25. It communicates with the cylinder 25a through 26 suction/discharge holes 26a, 26a. Solenoid 35a of the capacity control solenoid valve 30.

35b, the spool 31 moves according to the drive signal value, and the pilot pressure oil from the biloft hydraulic pressure supply path 63 is applied to one hydraulic surface of the tilting angle control piston 32. is sent to the hydraulic chamber 32b (32c) facing l+m, and the pressure oil in the hydraulic chamber 32c (32b) facing the other hydraulic working surface is drained, and as a result, the tilting angle control piston 32 moves and the swash plate 22 The tilt angle of is controlled.

Further, the movement of the tilting angle control piston 32 is controlled by the spool 31 of the displacement control solenoid valve 30 via a feedback mechanism 33.
As a result, the spool 31 returns to the neutral position, and the tilt angle of the swash plate 22 is controlled to a required angle value. Depending on the setting of the tilting angle of the swash plate 22, when the pump/motor 16 operates as a pump, the pump/motor 16 transfers the hydraulic oil in the pressurized oil tank 43 to the low pressure oil path 42, the second port 29, and the first port. It is fed under pressure to the accumulator 41 via the port 28 and the high pressure oil passage 40. Furthermore, when the pump/motor 16 operates as a motor, the high-pressure hydraulic oil stored in the accumulator 41 is supplied to the pump/motor 16 through a route opposite to that when the pump/motor 16 operates as a pump, and is supplied to the cylinder block 25 and The rotating shaft 21 is rotated. Incidentally, since the tilt angle control mechanism of the swash plate 22 including the feedback mechanism is conventionally known, a detailed explanation thereof will be omitted.

The pressurized air control solenoid valve 46, the solenoid valves A and B disposed in the supply oil passage 54, and the solenoid switching valve 80 are all electrically connected to the ECU 64, and receive drive signals D1 to D4 from the ECU 64, respectively. be supplied with. Also, ECU64
The output side is engine clutch 2, electric Fl'z clutch 1
4. It is electrically connected to the main and countershaft PTO gear synchronizers 9 and 11, respectively, and the ECU
64 provides drive signals to these. The ECU 64 includes a stroke sensor (potentiometer, hereinafter referred to as "stroke sensor") attached to the accelerator pedal (not shown).
65, a stroke sensor (potentiometer, hereinafter referred to as ``brake sensor'') 66 attached to the brake pedal (not shown), a clutch sensor 67 that detects engagement/disengagement of the clutch 2, and a clutch sensor 67 attached to the gear shift lever. A gear position sensor 68 is attached and detects the selected gear ratio of the transmission 3.
, the main switch 78 of the deceleration energy recovery device are electrically connected, and each detection signal is supplied to the ECU 64. Further, a pressure sensor 69 is attached to the high pressure oil passage 40 between the cutoff valve 44 and the accumulator 41, and a pressure detection signal P is supplied from the pressure saw sensor 69 to the ECU 64.

A level sensor 70 for detecting the oil level is attached to the drain tank 55, and the level sensor 70 detects whether the oil level in the drain tank 55 is above a predetermined value and supplies a level detection signal to the ECU 64. Reference numeral 77 is a charge switch attached to the driver's seat of the vehicle, for example, and when the driver desires to accumulate pressure in the accumulator 41, the charge switch 77 is turned on and the ECU 64
Give a charge command signal to. Furthermore, a tilt angle neutral position sensor 71 detects whether or not the tilt angle control piston 32 is in a neutral position and supplies a tilt angle neutral position signal NP to the ECU 64 around 1; A vehicle speed sensor 73 detects the vehicle speed from the rotational speed of a flywheel 72 fixed to the output side end, detects the engagement states of the main and countershaft PTO gear synchronizers 9 and 11, and generates synchro feedback signals MSF and C3F, respectively. The synchro detection sensors 74 and 75 that supply the ECU 64 and the neutral sensor 76 that detects the neutral state of the transmission 3 are connected to the I
It is electrically connected to the ECU 64.

The engine 1 is equipped with a fuel injection pump 84 equipped with an electronic governor 83. The electronic governor 83 is electrically connected to an electronic governor control unit 86, and its operation is electronically controlled by the electronic governor control unit 86. . The electronic governor control unit 86 and the ECU 64 are electrically connected to each other, and the electronic governor control unit 86 is connected to the EC064.
The electronic governor control unit 86 supplies an accelerator signal based on the amount of depression of the accelerator pedal detected by the accelerator sensor 65 (or a simulated accelerator signal to be described later) and a charge request signal to be described later.
For example, the CU 64 receives an engine rotation speed signal Ne that detects the engine rotation speed from the rotation speed of the camshaft of the electronic governor 83.
is supplied.

Reference numeral 84 is a warning light, which indicates that the oil pressure in the high pressure oil passage 40 is at a predetermined pressure (based on the pressure detection signal P input to the ECU 64).
For example, when EC1J is less than 250 kgf/csl
64 lights up a warning light 87 to issue an alarm. Further, reference numeral 88 is a brake light, which is connected to the brake sensor 6 mentioned above.
6 detects that the amount of depression of the brake sensor exceeds the amount of play (for example, 10% of the total amount of depression), the ECU 64 turns on the brake light 88.

Next, the operation of the deceleration energy recovery device configured as described above will be explained. The ECU 64 controls the engine clutch 2, main and countershaft PTO gear synchronizers 9.1 based on detection signals from the various sensors described above.
1. Supply a drive signal to each of the %t Lit clutch 14, and supply a drive signal to each of the pressurized air control solenoid valve 46, solenoid valves A and B, solenoid switching valve 80, and capacity control solenoid valve 30. The deceleration energy recovery device is operated as follows.

First, the ECU 64 detects the on/off state of the main switch 7, and when it is in the on state, the solenoid valve 46 for pressurized air control is activated.
The drive signal DI is supplied to open the pipe 43a, and the high pressure air in the air tank 45 is regulated to a predetermined pressure with the pressure reducing valve 47, and then guided to the pressurized oil tank 43, whereby the air inside the oil tank 43 is hydraulic oil can be pressurized, cavitation in the low-pressure oil passage 42 can be prevented, and there is no need to install an oil tank on the roof of a vehicle such as a bus to use it as a head tank. Pressurized oil tank 44 can be installed at any position. Furthermore, when the deceleration energy recovery device is inactive (when the engine is stopped), the solenoid valve 46 is deenergized and switched to the normal position shown in FIG. Since the oil is released, the amount of oil leaking from each seal part of the hydraulic circuit from the oil tank 43 to the Akiemulator 41 and flowing back into the drain tank 55 can be reduced or eliminated, and the capacity of the drain tank 55 can be reduced to the necessary minimum. It can be done. Note that a pressure reducing valve 47 disposed in the conduit 43a regulates the high pressure air from the air tank 45 to a predetermined pressure, and keeps the air pressure in the pressurized oil tank 43 constant.

Next, the ECU 64 sets the solenoid valves A and B to the operating modes shown in Table 1 depending on the driving state of the vehicle.

When in actuator stop mode, that is, when pump motor 16 does not need to function as either a pump or a motor, E
CU64 deenergizes both solenoid valves A and B. At this time, the hydraulic oil sucked up from the drain tank 55 by the pump 59 is returned to the drain tank 55 via the oil passage 54c, and no hydraulic oil is pumped into the supply oil passage 54. Further, the hydraulic oil in the supply oil passage 54 is returned to the drain tank 55 via the deenergized ring 6g branch valve A and the oil passage 54d.

Thus, as described below, the swash plate 2 of the pump motor 16
Around 1 of 2 Unnecessary hydraulic pressure is prevented from being generated in the second biloft hydraulic pressure supply path 63 when angle turning control is not performed.

The oil replenishment mode in the if table is set when the oil level in the drain tank 55 is above a predetermined value by the level sensor 70, and at this time, the EC1J64 turns on (energizes) both the solenoid valves A and B. As a result, pump 5
The hydraulic oil discharged to the supply oil passage 54 by 9 is supplied to the high pressure oil passage 40 (or low pressure oil passage 42) via the opened solenoid valves A and B and the parallel circuit 56a (or 56b). . The hydraulic oil that was being supplied to the hydraulic circuit from the accumulator 41 to the pressurized oil tank 43 in FIG.
If the oil level in the drain tank 55 exceeds the predetermined value, the oil level in the drain tank 55 will increase by that amount.
0 (or the low-pressure oil path 42), the amount of oil in the hydraulic circuits of the accumulator 41 to the pressurized oil tank 43 can always be kept at a constant value.

Next, when the pump/motor 16 should operate as a pump or a motor, the ECU 64 controls solenoid valve A to be on (energized) and solenoid valve B to be off (deenergized) in the tilt angle control mode. . As a result, the second pilot oil pressure supply path 63 generates the oil pressure in the supply oil path 54 downstream of the relief valve 57, that is, the pilot oil pressure regulated to a predetermined pressure, and this biloft oil pressure is It is supplied to the 1171 rotation angle control piston 32 via the control solenoid valve 30, and is used to control the rotation angle of the pump motor 16.

Since the pump 59 is constantly driven by the engine 1 or the stamped motor, when the tilt angle control of the pump/motor 16 is to be started, the pilot oil pressure regulated to the required pressure is immediately applied to the tilt angle control piston 32. can be supplied to Also, unlike the model that uses a part of the high-pressure hydraulic oil in the high-pressure oil passage 40 as virofut oil, the pilot oil pressure is generated by a separately provided pump 59, so the high-pressure hydraulic oil (M
Pressure energy) loss can be suppressed, and the high pressure oil path 4
There is no need to provide a high-pressure switching valve for exclusive use of pilot oil pressure from zero, and the configuration of the hydraulic circuit becomes simpler.

When the vehicle is running normally, the engine clutch 2 is engaged, but the electromagnetic clutch 14 and the main and countershaft PTO gear synchronizers 9 and 11 are disengaged. The rotation transmitted to the shaft 5 is transmitted only to the wheels 12c, 12c via the transmission gear 18.17, the main shaft 4, and the propeller shaft 12a.

When the vehicle decelerates by depressing the brake pedal during normal running, the ECU 64 executes pump tilt angle control. That is,
Based on the signal from the brake sensor 66, the ECU 64
When it is detected that the brake vector is depressed, the clutch 2 is disengaged, the main shaft PTO gear synchronizer 9 is engaged, the main shaft PTO gear 6 is fixed to the main shaft 4, and the countershaft PTO gear synchronizer 11 is disengaged. and countershaft PTO
The gear 10 is released from the countershaft 5, and the wheel 1
The rotation of 2C and 12C is transmitted to the propeller shaft 12a, main shaft PTO gear 6, and drive gear? a, 7b, the PTO output shaft 8, the joint 13, the TM, and the Lit clutch 14 to the pump motor 16. At this time, the ECU 64 controls the two solenoids 30a and 30b of the capacity control solenoid valve 30 so that the pump motor 16 operates as a pump and maximizes its performance as a pump.
A required drive signal D5 (or D6) is applied to one of the two to control the tilting angle of the swash plate 22 of the pump motor 16 to an optimum value, and a drive signal D is applied to the electromagnetic switching valve 80 of the cutoff valve 44.
4, the logic valve 81 is opened, and the pressure oil generated by the pump/motor 16 is transferred to the first port 28 and the high pressure oil line 4.
It is stored in the accumulator 41 through 0.

When the vehicle is stopped and the transmission 3 is in the neutral position, when the driver sees the warning light 87 lit and turns on the charge switch 77, the ECU 64 executes pressure charge control. In this pressure charge control, the clutch 2 is engaged, the main shaft PTO gear synchronizer 9 is disengaged, the main shaft PTO gear 6 is released from the main shaft 4, and the countershaft PTO gear synchronizer 9 is released from the main shaft 4.
By operating the gear synchronizer 11 and fixing the countershaft PTO gear lO to the countershaft 5, the rotation transmitted from the engine l to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission is transferred to the countershaft P''0 gear. lO, main shaft PTO
Pump motor 1 via gear 6, drive gears 7a, 7b, etc.
6, and at this time, the pump/motor 1
6 operates as a pump and stores pressure oil in an accumulator 41. Through this pressure charge control, pressure oil can be stored in the accumulator 41, which has insufficient pressure oil, by the output of the engine in the idling state. still,
When performing pressure charge control, the ECU 64 sends a charge request signal to the electronic control unit 86, and the electronic control unit 86 sends a charge request signal to the electronic control unit 86 to control the fuel injection pump 8.
4, the fuel supply m to the engine l is controlled to increase the required amount, thereby coping with an increase in the load applied to the engine when the pressure charge control port is executed.

When the amount of oil force-fed to the Akie emulator 41 by the pumping action of the pump motor 16 exceeds the capacity of the Akie emulator 41, the relief valve 50 opens and the hydraulic oil is returned to the pressurized oil tank 43 via the relief oil passage 49. At this time, the hydraulic oil drives the hydraulic motor 51 disposed in the relief oil passage 49 to rotate the fan 53, and the hydraulic oil itself is also cooled as it passes through the cooler 52. Hydraulic motor 5
As described above, the fan 53 driven by the cooler 5
2 to enhance the oil cooling effect of the cooler 52.

Next, when you press the accelerator pedal when the vehicle is stopped, the EC
U64 executes start control. This start control is performed by disengaging the main shaft PTO gear synchronizer 9 while keeping the clutch 2 disengaged, releasing the main shaft PTO gear from the main shaft 4, and disengaging the main shaft PTO gear from the main shaft 4.
The O gear synchronizer 11 is actuated, the countershaft PTO gear IO is fixed to the countershaft 5, and the high pressure hydraulic oil stored in the accumulator 41 is pumped.
The rotation of the bomber motor 16, which operates as a motor, is controlled by the electromagnetic clutch 14,
Joint 13, PTO output shaft 8, drive gear Tb, 7a, main shaft P i' O gear 6, counter shaft P
TO gear 10, countershaft 5, transmission gear 18.1
7 and the main shaft 4, and then the main shaft 4.
The rotation of the propeller shaft 12a, the wheel 12c through the differential VJ device 12b.

12c.

In this start control, the ECU 64 controls the electric power 6n of the shutoff valve 44.
Sending the drive signal D4 to the switching valve 80 and switching the same electromagnetic switching valve 80
energizes the logic valve 81 to open the logic valve 81 to supply pressure oil from the accumulator 41 to the pump motor 16, and to drive the capacity control solenoid valve 30 when the pump motor 16 operates as a pump. When the drive signal D6 (or D5) is applied to the solenoid 30b (or 30a) different from the solenoid that applied the signal, and the swash plate 22 of the pump motor 16 is operated as the pump, the angle is rotated around the optimum 1 in the opposite direction. Also, the ECtJ64 connects the electronic governor control unit 86 to the accelerator sensor 65.
An original image accelerator signal is supplied in place of the accelerator signal from the engine, so that the engine remains idling even if the driver depresses the accelerator pedal while the start control is being executed. Therefore, during start control, the vehicle is driven only by the driving force from the pump motor 16. The pressure oil that has driven the pump motor 16 is returned to the pressurized oil tank 43 via the second port 29 and the low pressure oil path 42.

During acceleration after the vehicle starts, the ECU 64 engages the clutch 2, engages the main shaft PTO gear synchronizer 9 to fix the main shaft PTO gear 6 to the main shaft 4, and disengages the countershaft PTO gear synchronizer 11. , countershaft PTO gear 10
is released from the countershaft 5, and the rotation transmitted from the engine 1 to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission 3 is shifted in the usual manner by the multi-stage transmission gear 18, 17, and the rotation is transferred to the main shaft 4. The rotation of the main shaft 4 is further transmitted to the wheels 12c, 12 via the propeller shaft 12a and the differential gear 12b.
At the same time, the rotation of the pump motor 16, which operates as a motor, is transmitted to the electric motor! 11 clutch 14, coupling 13, PTO
Output shaft 8, drive gears 7b, 7a, main shaft PTO
gear 6, main shaft 4, propeller shaft 12a,
and is transmitted to the wheels 12c and +2c via the differential gear 12b. Therefore, when the vehicle is accelerated, the vehicle is driven by the driving force of both the engine 1 and the pump/motor 16.

In the above-described embodiments, the case where the present invention is applied to a diesel engine has been described, but it goes without saying that the present invention may also be applied to a gasoline engine. In addition, the pump motor 16 of the embodiment has a variable capacity 7
Although a axial piston type pump/motor is used, there is no problem in replacing it with another type.

(Effects of the Invention) As described in detail above, according to the vehicle deceleration energy recovery device of the present invention, the countershaft driven via the clutch on the engine side, the main shaft connected to the wheel drive system, and the countershaft are connected to each other. A transmission having a multi-stage gear train mechanism that changes the speed and transmits the rotation of a shaft to the main shaft, a countershaft PTO gear that is detachably attached to the countershaft via a countershaft PTO gear synchronizer, and the countershaft PTO. A main shaft PTO gear that meshes with the gear and is detachably attached to the main shaft via a main shaft PTO gear synchronizer, and a drive gear that meshes with the main shaft PTO gear.
a multi-stage variable speed r'TO output device having a TO output shaft;
a pump motor connected to the PTO output shaft; a high pressure oil circuit extending from a first port of the pump motor to an accumulator; a low pressure oil circuit extending from a second port of the pump motor to an oil tank; Since the pump/motor is equipped with a control means that allows the pump/motor to function as either a pump or a motor depending on the operating state of the vehicle, it does not require complicated equipment or equipment to recover deceleration energy and use it as starting energy. Not only does it require no equipment, making the structure simple, but it also has the effect of improving fuel efficiency by recovering deceleration energy and using it as starting energy.

The drain tank also includes a drain tank, an oil level sensor that detects the amount of hydraulic oil in the drain tank, and an oil pump that is constantly driven during engine operation, and is connected to at least one of the high-pressure oil circuit and the low-pressure oil circuit. a replenishment circuit for replenishing the hydraulic oil in the drain tank, and a replenishment circuit on the downstream side of the oil pump, and the supply circuit replenishes the hydraulic oil in the drain tank according to the detection symbol of the oil level sensor. Since it is equipped with an on-off valve that opens when the amount exceeds a predetermined value 1ii and allows the replenishment of hydraulic oil to the one circuit, it is possible to always maintain a constant amount of hydraulic oil in the hydraulic circuit from the oil tank to the Akiemulator. This has various effects such as promoting circulation of the hydraulic oil, preventing cavitation and early deterioration of the hydraulic oil, and miniaturizing the oil tank and drain tank.

[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 a longitudinal cross-sectional side view of the pump and motor shown in Fig. 1, and Fig. 3 is a side view of the pump and motor shown in Fig. 1. FIG. 4 is a longitudinal sectional front view of the capacity control solenoid valve, and FIG. 4 is a longitudinal sectional side view of the capacity control solenoid valve of FIG. 3. DESCRIPTION OF SYMBOLS 1... Engine, 2... Clutch, 3... Transmission, 3'... Multi-speed r'TO output device, 4... Main shaft, 5... Counter shaft, 6... Main shaft PTO gear, 7a, 7b...
・Drive gear, 8...PTO output shaft, 9...Main shaft PTO gear synchronizer, 10...Counter shaft 1-PTO gear, 11...Counter shaft P
TO gear synchronizer, 16...pump motor,
17.18...Multi-stage gear train mechanism, 28...First port, 29...Second port, 30...Solenoid valve for capacity control, 32...Piston, 40...High pressure oil Road, 41
...Accumulator, 42...Low pressure oil path, 43...
- Pressurized oil tank, 54... Replenishment oil path, 59...
Oil pump, 70... Level sensor, ^, B...
Electric 6R valve (2 position switching valve).

Claims (1)

[Claims] A transmission having a countershaft driven via a clutch on the engine side, a main shaft connected to a wheel drive system, and a multi-stage gear train mechanism that changes speed and transmits rotation of the countershaft to the main shaft;
A countershaft PTO gear is detachably mounted on the countershaft via a countershaft PTO gear synchronizer, and the countershaft PTO gear meshes with the countershaft PTO gear and is detachably mounted on the main shaft via a mainshaft PTO gear synchronizer. a multi-speed PTO output device having a main shaft PTO gear and a PTO output shaft driven via a drive gear meshing with the main shaft PTO gear; a pump motor connected to the PTO output shaft; A high pressure oil circuit extending from a first port of the pump/motor to an accumulator, a low pressure oil circuit extending from a second port of the pump/motor to an oil tank, a drain tank, and an oil level for detecting the amount of hydraulic oil in the drain tank. The sensor has an oil pump that is constantly driven during engine operation, and is connected to at least one of the high pressure oil circuit and the low pressure oil circuit,
One circuit is provided with a replenishment circuit for replenishing the hydraulic oil in the drain tank, and a replenishment circuit on the downstream side of the oil pump, and the hydraulic oil amount in the drain tank is adjusted to a predetermined level according to the detection symbol of the oil level sensor. an on-off valve that opens when a value exceeds a value to allow the supply of hydraulic oil to the one circuit; and a control means that causes the pump/motor to function as either a pump or a motor depending on the operating state of the vehicle. A vehicle deceleration energy recovery device characterized by comprising: