JP2008223817A - Energy regenerative apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an energy regenerative apparatus for a vehicle having a simple structure, capable of converting kinetic energy to hydraulic energy, stockpiling the same, and adding stockpiled hydraulic energy to the vehicle as drive force. <P>SOLUTION: The energy regenerative apparatus for the vehicle provided with; a hydraulic pump motor 14 provided in a transmission 5 connecting to an internal combustion engine 1, functioning as a pump to generate hydraulic pressure with receiving external force, and functioning as a motor to output power by receiving hydraulic pressure; and an accumulator 55 accumulating hydraulic pressure generated by the hydraulic pump motor 14. The apparatus is provided with; a demand drive force determination means determining presence of increase demand of power given to drive wheels 32 under a condition where the internal combustion engine 1 outputs power to the drive wheels 32; and a power assist means supplying the hydraulic pump motor 14 with hydraulic pressure accumulated in the accumulator 55 to make the hydraulic pump motor 14 function as a motor when the demand drive force determination means determines that increase of power is demanded. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle energy regeneration device capable of converting kinetic energy of a vehicle into hydraulic pressure and accumulating the pressure, and assisting a driving force of the vehicle with the accumulated hydraulic pressure.

  An example of this type of device is described in Patent Document 1. The engine starting device described in Patent Document 1 is driven by the rotational force of the engine to supply hydraulic pressure to a predetermined hydraulic mechanism already installed in the vehicle and to be driven by hydraulic pressure supplied to itself. Then, the hydraulic pump motor that starts the engine, the accumulator that accumulates the supplied hydraulic pressure, and the hydraulic pump motor and the accumulator are connected, and when accumulating the pressure, the circuit is opened and the hydraulic pump motor is transferred to the accumulator. A first hydraulic circuit capable of supplying the hydraulic pressure, and the hydraulic pump motor and the accumulator are connected independently of the first hydraulic circuit, and the accumulator is opened when the hydraulic pump motor is driven by hydraulic pressure. And a second hydraulic circuit capable of supplying hydraulic pressure to the hydraulic pump motor.

  Specifically, the discharge part of the hydraulic pump motor that functions as an existing hydraulic pump and the accumulator are connected via a first hydraulic circuit, and the suction part and the accumulator of the hydraulic pump motor are connected via a second hydraulic circuit. Connected. An electromagnetic switching valve that selectively switches between a state in which the hydraulic pump motor and the accumulator are in communication and a state in which the hydraulic pump motor and the oil pan are in communication are provided in the middle of the first hydraulic circuit. Further, a check valve for blocking the flow of hydraulic oil from the accumulator to the hydraulic pump motor is provided downstream of the electromagnetic switching valve of the first hydraulic circuit, that is, on the accumulator side. In parallel, a pressure regulating valve is provided that maintains the hydraulic pressure supplied from the accumulator at a set pressure.

  When accumulating the hydraulic pressure in the accumulator, for example, the rotational force of the engine, such as the rotational force when the engine brake is operated, is transmitted to the hydraulic pump motor, and the hydraulic pump motor 12 is driven as a hydraulic pump. When the hydraulic circuit is opened, hydraulic pressure is supplied from the hydraulic pump motor to the accumulator, and the hydraulic pressure is accumulated in the accumulator. On the other hand, when the hydraulic pump motor is driven by hydraulic pressure, the hydraulic pressure is supplied from the accumulator to the hydraulic pump motor by opening the second hydraulic circuit, and the hydraulic pump motor is driven as the hydraulic motor to drive the engine. It is configured.

  On the other hand, Patent Document 2 is provided between an engine output shaft and a transmission input shaft, generates hydraulic pressure by the differential of both shafts, generates differential between both shafts by supplying hydraulic pressure, The hydraulic pump motor that can transmit the driving force between the two shafts by restricting the movement, the oil tank, the accumulator, the discharge port side of the hydraulic pump motor, and the oil tank are disposed between the hydraulic pump and the hydraulic pump. A discharge oil passage having a pressure adjusting valve for adjusting a discharge pressure of the motor, a suction oil passage disposed between the oil tank and the suction port of the hydraulic pump motor, a discharge port side of the hydraulic pump motor, and an accumulator. An accumulator oil passage disposed between them, a first switching valve that selectively connects a discharge port of the hydraulic pump motor to either the discharge oil passage or the accumulator oil passage, and the accumulator oil passage to discharge oil An accumulator relief oil passage communicating with the upstream side of the pressure adjustment valve, an accumulator discharge oil passage bypassing the pressure adjustment valve and the oil tank and extending to the suction port side of the hydraulic pump motor, and an accumulator oil passage A second switching valve that is selectively connected to either the accumulator relief oil path or the accumulator discharge oil path, and a third switching valve that selectively communicates the accumulator discharge oil path with the suction port of the hydraulic pump motor A vehicle deceleration energy recovery device is described.

  In the device described in Patent Document 2, the first switching valve connects the discharge oil passage to the discharge port during normal traveling and starting of the vehicle, and connects the accumulator oil passage to the discharge port during deceleration traveling. The second switching valve connects the accumulator relief oil path to the accumulator oil path when the vehicle is decelerating, and connects the accumulator discharge oil path to the accumulator oil path when starting, and the third switching valve starts the vehicle. Sometimes the accumulator discharge oil passage is configured to communicate with the inlet.

  Further, Patent Document 3 includes a hydromechanical transmission (HMT) in which a mechanical transmission (MT) is interposed between an input shaft and an output shaft, and a hydrostatic transmission (HST) is provided in parallel. There is described a vehicle power recovery device that includes a pressure accumulator that stores high-pressure hydraulic oil supplied from a closed circuit of an HST during deceleration.

  The device described in Patent Document 3 reduces the swash plate angle of the hydraulic motor of HST that is pumped by the traveling inertia force of the vehicle when the vehicle is decelerated and the power can be recovered. The swash plate angle of the hydraulic pump is set to 0 degree to increase the hydraulic pressure in the closed circuit of the HST, and the clutch mechanisms of the MT are switched in response to a decrease in the traveling speed of the vehicle. ing.

  In Patent Document 4, an oil pump provided in an automatic transmission output shaft system, a means for detecting a deceleration state of the vehicle, and a check valve are connected to the oil pump and switched when the vehicle decelerates. It is equipped with a pressure accumulator that operates a valve and a hydraulic control device for an automatic transmission that is connected to the pressure accumulator, which is operated when the vehicle decelerates, recovers deceleration energy and converts it into hydraulic energy, and accumulates the hydraulic energy. An automatic transmission hydraulic control device with a regenerative function is described which is configured to store hydraulic pressure energy in the pressure accumulator and utilize the hydraulic energy of the pressure accumulator for driving the vehicle.

  Patent Document 5 discloses a prime mover-side circulation passage through which a temperature management fluid that circulates inside and outside the prime mover and performs temperature management of the prime mover, and a transmission that circulates inside and outside the transmission and performs temperature management of the transmission. A heat exchanger for exchanging heat between the temperature control fluid and the transmission fluid, which is provided on the transmission side circulation passage through which the working fluid flows, and on the prime mover side circulation passage and the transmission side circulation passage; A heat storage material provided on a transmission-side circulation passage between the transmission and the heat exchanger, capable of storing heat in the fluid for transmission and dissipating the stored heat, heat management fluid and transmission fluid A vehicle driving device configured to control the heat exchange state and to control the temperature of the vehicle driving device, and to dissipate heat stored in the heat storage material to promote warm-up of the transmission. A temperature control device is described.

  In Patent Document 6, for example, a hydraulic oil tank in which hydraulic oil is stored is connected to one of the inlet / outlet portions of a hydraulic pump motor connected to a differential gear, and a compressive fluid such as nitrogen gas is connected to the other. A deceleration energy regeneration device having a configuration in which a stored accumulator is connected via a switching valve is described.

JP 2006-37820 A JP-A-8-282323 Japanese Patent Laid-Open No. 11-6557 JP-A-10-250402 JP 2002-59749 A JP-A-10-278622

  According to the devices described in Patent Documents 2 and 3, the hydraulic pressure generated by driving the hydraulic pump motor as a hydraulic pump is accumulated or regenerated in an accumulator such as an accumulator when the vehicle decelerates. Thus, the driving force of the vehicle can be assisted by the torque generated by driving the hydraulic pump motor as a hydraulic motor with the accumulated hydraulic pressure. However, the devices described in Patent Documents 2 and 3 both have a configuration in which a hydraulic pump motor for regenerating and outputting energy is provided exclusively, or a configuration using an HST pump motor. For this reason, a dedicated hydraulic pump motor is required separately, or a hydraulic pump motor that can handle the high pressure of HST is required, which complicates the structure of the apparatus and increases the size of the apparatus. I will.

  On the other hand, in the apparatus described in Patent Document 1 described above, a hydraulic pump provided in an automatic transmission or the like of a vehicle is changed to a hydraulic pump motor, so that no special hydraulic pump motor is provided. A device can be configured. However, in the device described in Patent Document 1, a crankshaft of an engine and a rotary shaft of a hydraulic pump motor are connected via two parallel one-way clutches having opposite torque transmission directions. The torque generated by driving the pump motor as a hydraulic motor rotates the crankshaft of the engine. That is, since the device described in Patent Document 1 is configured as an engine starting device, the hydraulic pressure generated by driving the hydraulic pump motor as a hydraulic pump by the power of the engine is accumulated in the accumulator and accumulated. The torque generated by hydraulically driving the hydraulic pump motor as a hydraulic motor cannot be combined with the engine power, that is, added as the driving force of the vehicle.

  As described above, in the conventional apparatus for converting the kinetic energy of the vehicle into the hydraulic energy by the hydraulic pump motor, storing the hydraulic energy in the accumulator, and assisting the driving force of the vehicle with the stored hydraulic energy. However, there is still a room for improvement due to problems such as complicated structure and large size, and inability to perform power assist by a hydraulic pump motor.

  The present invention has been made by paying attention to the above technical problem, and converts the kinetic energy of the vehicle into hydraulic energy and stores it without significantly changing the existing apparatus, and stores the stored hydraulic energy. An object of the present invention is to provide a vehicle energy regeneration device that can be added as a driving force of a vehicle.

  In order to achieve the above object, an invention according to claim 1 is provided in a transmission connected to an internal combustion engine and functions as a pump in response to an external force to generate hydraulic pressure. In the energy regeneration device for a vehicle, comprising: a hydraulic pump motor that supplies hydraulic pressure, functions as a motor and outputs power by receiving the hydraulic pressure; and an accumulator that accumulates hydraulic pressure generated by the hydraulic pump motor; There is a request driving force determining means for determining whether or not there is a request for increasing the power to be given to the driving wheel in a state where the engine is outputting power to the driving wheel, and there is a request for increasing the power by the request driving force determining means. Power assist means for supplying the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor and operating the hydraulic pump motor as a motor when it is determined that It is a device which is characterized in.

  According to a second aspect of the present invention, in the first aspect of the invention, the power assist means stores the hydraulic pressure generated by the hydraulic pump motor to the first accumulator and the hydraulic pressure accumulated in the accumulator. A hydraulic circuit having a second oil passage for supplying the hydraulic pump motor to the hydraulic pump motor, and the first driving circuit when the requested driving force determining means determines that there is a request to increase the power. An apparatus comprising: a switching valve that opens an oil passage and opens the second oil passage when it is determined that there is no demand for increasing the power.

  According to a third aspect of the present invention, in the second aspect of the present invention, between the hydraulic pump motor and the accumulator in the first oil passage, a throttle portion and an operation from the accumulator to the hydraulic pump motor are provided. The apparatus is characterized in that a check valve for regulating the flow of oil is provided in parallel.

  The invention of claim 4 is the apparatus according to any one of claims 1 to 3, wherein the hydraulic pump motor is a variable displacement hydraulic pump motor capable of changing a discharge flow rate. .

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the heat transfer between the pressure accumulator and the transmission is promoted and the heat transfer between the pressure accumulator and the outside air is performed. A first circuit to be suppressed and a second circuit that selectively suppresses heat transfer between the pressure accumulator and the transmission and promotes heat transfer between the pressure accumulator and outside air can be selectively switched. When the hydraulic pressure is accumulated in the accumulator when the oil temperature of the heat circuit and the transmission is lower than a predetermined temperature, the first circuit is selected and the hydraulic pressure is output from the accumulator When the second circuit is selected and the oil temperature of the transmission is higher than a predetermined temperature, the second circuit is selected when the hydraulic pressure is accumulated in the pressure accumulator, and the hydraulic pressure is increased from the pressure accumulator. And a heat transfer circuit switching valve that selects the first circuit when output. It is a device to.

  According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the accumulator is filled with a phase change material capable of phase change that absorbs and releases heat according to a temperature change. It is an apparatus characterized by being an accumulator.

  On the other hand, the invention of claim 7 is provided in a transmission connected to an internal combustion engine, receives an external force and functions as a pump to generate hydraulic pressure, supply hydraulic pressure to a hydraulic pressure required portion of the transmission, In response to a temperature change, in the vehicle energy regeneration device comprising a hydraulic pump motor that functions as a motor to output power and a pressure accumulator that accumulates hydraulic pressure generated by the hydraulic pump motor. It is a device that is filled with a substance capable of phase change that absorbs latent heat and releases heat.

  The invention according to claim 8 is the first circuit according to claim 7, wherein the first circuit promotes heat transfer between the pressure accumulator and the transmission and suppresses heat transfer between the pressure accumulator and outside air. A heat transfer circuit capable of selectively switching between a second circuit that suppresses heat transfer between the pressure accumulator and the transmission and promotes heat transfer between the pressure accumulator and outside air, and When the oil temperature of the transmission is lower than a predetermined temperature, the first circuit is selected when hydraulic pressure is accumulated in the accumulator, and the second circuit is selected when hydraulic pressure is output from the accumulator. When the oil pressure of the transmission is higher than a predetermined temperature, the second circuit is selected when the hydraulic pressure is accumulated in the accumulator, and the hydraulic pressure is output from the accumulator And a heat transfer circuit switching valve for selecting the first circuit.

  The invention according to claim 9 is the request according to claim 7 or 8, wherein the internal combustion engine outputs power to the drive wheels and determines whether or not there is a request to increase the power applied to the drive wheels. When the driving force determining means and the required driving force determining means determine that there is a request to increase the power, the hydraulic pressure accumulated in the pressure accumulator is supplied to the hydraulic pump motor, and the hydraulic pump motor is It is further provided with the power assistance means to operate | move as an apparatus characterized by the above-mentioned.

  Further, the invention of claim 10 is the hydraulic system according to claim 9, wherein the power assist means accumulates the hydraulic pressure generated by the hydraulic pump motor to the accumulator and the first oil passage and the accumulator. A hydraulic circuit having a second oil passage for supplying the hydraulic pump motor to the hydraulic pump motor, and the first driving circuit when the requested driving force determining means determines that there is a request to increase the power. An apparatus comprising: a switching valve that opens an oil passage and opens the second oil passage when it is determined that there is no demand for increasing the power.

  The invention according to claim 11 is the invention according to claim 10, wherein the throttle unit and the operation from the pressure accumulator to the hydraulic pump motor are provided between the hydraulic pump motor and the pressure accumulator of the first oil passage. A check valve for regulating the flow of oil is provided in parallel.

  A twelfth aspect of the present invention is the apparatus according to any one of the seventh to eleventh aspects, wherein the hydraulic pump motor is a variable displacement hydraulic pump motor capable of changing a discharge flow rate. .

  According to the first aspect of the present invention, without significantly changing the configuration of a transmission that has been generally employed in the past, the regeneration of hydraulic energy that converts the kinetic energy of the vehicle into hydraulic pressure and accumulates the pressure, or the accumulated hydraulic pressure. It is possible to easily configure an energy regeneration device capable of switching and executing hydraulic energy power for applying power to the vehicle as appropriate according to the traveling state of the vehicle. Then, the hydraulic pump motor can be powered according to the running state of the vehicle, and the power can be added to the vehicle together with the power of the internal combustion engine, so that the power performance of the vehicle can be improved.

  According to the invention of claim 2, the first oil passage for sending the hydraulic pressure generated by the hydraulic pump motor to the accumulator, the second oil passage for sending the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor, The energy regeneration device can be configured with a simple configuration by the switching valve that switches the communication state of the first and second oil passages.

  According to the invention of claim 3, the flow rate of the hydraulic oil supplied to the pressure accumulator or the flow rate of the hydraulic oil supplied to the transmission is not specially controlled according to the running state of the vehicle. Can be set appropriately and easily.

  According to the invention of claim 4, the discharge flow rate of the hydraulic pump motor can be changed according to the running state of the vehicle or the load of the hydraulic circuit. For example, when the time for regenerating hydraulic energy is short and the hydraulic pressure cannot be sufficiently stored in the accumulator, the amount of hydraulic pressure stored in the accumulator, that is, the hydraulic pressure is increased by increasing the discharge flow rate of the hydraulic pump motor than usual. The amount of energy regeneration can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as a vehicle can be improved. Further, when a large driving force is required for the vehicle, by increasing the discharge flow rate of the hydraulic pump motor than usual, the output torque of the hydraulic pump motor is increased, and the torque added to the power output from the internal combustion engine, That is, the amount of power assist to the internal combustion engine can be increased. As a result, the power performance of the vehicle can be improved.

  According to the invention of claim 5, when the hydraulic pressure is accumulated in the pressure accumulator and when the hydraulic pressure is discharged from the accumulator, the heat transfer circuit having a simple configuration including the first circuit and the second circuit, That is, a so-called heat pump can be formed by utilizing heat generation and heat absorption when the gas in the pressure accumulator is compressed and expanded. And when the oil temperature of a transmission is low, warming-up of a transmission can be accelerated | stimulated using the heat_generation | fever action of a pressure accumulator. Further, when the oil temperature of the transmission is high, cooling of the transmission can be promoted by utilizing the heat absorbing action of the pressure accumulator.

  According to the invention of claim 6, the amount of hydraulic oil that can be accumulated in the phase change accumulator by using the phase change accumulator in which the phase change material is enclosed as the accumulator that accumulates the hydraulic pressure in the hydraulic circuit. That is, the capacity of the phase change accumulator can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as a vehicle can be improved. Further, the amount of hydraulic pressure accumulated in the phase change accumulator increases, thereby increasing the output torque of the hydraulic pump motor when the hydraulic pump motor is driven by the hydraulic pressure supplied from the phase change accumulator, and the output of the internal combustion engine The torque added to the motive power, that is, the assist amount of the motive power to the internal combustion engine can be increased. As a result, the power performance of the vehicle can be improved. And since the capacity | capacitance of a phase change pressure accumulator increases, it becomes possible to reduce the physique of the phase change pressure accumulator, and it can aim at size reduction as a whole apparatus and cost reduction.

  On the other hand, the amount of hydraulic oil that can be accumulated in the phase change accumulator, that is, the phase change accumulator, by making the accumulator that accumulates the hydraulic pressure generated by the hydraulic pump motor into a phase change accumulator in which the phase change material is enclosed. The capacity of the vessel can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as a vehicle can be improved. Further, the amount of hydraulic pressure accumulated in the phase change accumulator increases, thereby increasing the output torque of the hydraulic pump motor when the hydraulic pump motor is driven by the hydraulic pressure supplied from the phase change accumulator, and the output of the internal combustion engine The torque added to the motive power, that is, the assist amount of the motive power to the internal combustion engine can be increased. As a result, the power performance of the vehicle can be improved. And since the capacity | capacitance of a phase change pressure accumulator increases, it becomes possible to reduce the physique of the phase change pressure accumulator, and it can aim at size reduction as a whole apparatus and cost reduction.

  According to the invention of claim 8, in addition to the operation and effect of the invention of claim 7, in addition to the heat transfer circuit with a simple configuration having the first circuit and the second circuit, the hydraulic pressure is applied to the pressure accumulator. A so-called heat pump can be formed by utilizing heat generation and heat absorption when the pressure is accumulated and when the hydraulic pressure is discharged from the pressure accumulator, that is, when the gas in the pressure accumulator is compressed and expanded. And when the oil temperature of a transmission is low, the warming-up of a transmission can be accelerated | stimulated using the heat_generation | fever action of a pressure accumulator and the latent heat of the substance which can change the phase in a phase change pressure accumulator. Further, when the oil temperature of the transmission is high, cooling of the transmission can be promoted by utilizing the heat absorption action of the pressure accumulator and the latent heat of a substance capable of phase change in the phase change accumulator.

  According to the ninth aspect of the invention, in addition to the operation and effect of the seventh or eighth aspect of the invention, the kinetic energy of the vehicle can be obtained without significantly changing the configuration of the transmission that has been generally employed. Energy that can be switched between the regeneration of hydraulic energy that is converted into hydraulic pressure and accumulated, or the power running of hydraulic energy that adds power to the vehicle by the accumulated hydraulic pressure, depending on the running state of the vehicle. The regenerative device can be easily configured. Then, the hydraulic pump motor can be powered according to the running state of the vehicle, and the power can be added to the vehicle together with the power of the internal combustion engine, so that the power performance of the vehicle can be improved.

  According to the invention of claim 10, in addition to the operation and effect of the invention of claim 9, the first oil passage for sending the hydraulic pressure generated by the hydraulic pump motor to the pressure accumulator and the pressure accumulator are accumulated. The energy regeneration device can be configured with a simple configuration by the second oil passage for sending the hydraulic pressure to the hydraulic pump motor and the switching valve for switching the communication state of the first and second oil passages.

  According to the invention of claim 11, in addition to the operation and effect of the invention of claim 10, the flow rate of hydraulic oil supplied to the pressure accumulator or the supply to the transmission according to the running state of the vehicle. Therefore, the flow rate of the hydraulic oil can be set appropriately and easily without performing special control.

  According to the twelfth aspect of the present invention, in addition to the operation and effect of any of the seventh to eleventh aspects of the invention, the discharge flow rate of the hydraulic pump motor according to the running state of the vehicle or the load of the hydraulic circuit. Can be changed. For example, when the time for regenerating hydraulic energy is short and the hydraulic pressure cannot be sufficiently stored in the accumulator, the amount of hydraulic pressure stored in the accumulator, that is, the hydraulic pressure is increased by increasing the discharge flow rate of the hydraulic pump motor than usual. The amount of energy regeneration can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as a vehicle can be improved. Further, when a large driving force is required for the vehicle, by increasing the discharge flow rate of the hydraulic pump motor than usual, the output torque of the hydraulic pump motor is increased, and the torque added to the power output from the internal combustion engine, That is, the amount of power assist to the internal combustion engine can be increased. As a result, the power performance of the vehicle can be improved.

  Next, the present invention will be specifically described with reference to the drawings. FIG. 14 is a gear train diagram of a vehicle Ve to which the present invention is applied. In FIG. 14, reference numeral 1 denotes an internal combustion engine 1 as a power source of the vehicle Ve. Specifically, an engine such as a gasoline engine, a diesel engine, or an LPG engine is used as the internal combustion engine 1. In the following description, the case where a gasoline engine is used for the sake of convenience will be described using the power source 1 as the engine 1.

  A crankshaft 2 of the engine 1, that is, the output shaft 2 is arranged in the width direction of the vehicle Ve. A continuously variable transmission 5 is connected to the output shaft 2 of the engine 1 via a torque converter 3 and a forward / reverse switching mechanism 4.

  The torque converter 3 connected to the output side of the engine 1 has the same structure as that of a conventional torque converter employed in a general vehicle, and a pump impeller 7 is connected to a front cover 6 to which the output shaft 2 of the engine 1 is connected. Is integrated, and a turbine runner 8 facing the pump impeller 7 is disposed adjacent to the inner surface of the front cover 6. The pump impeller 7 and the turbine runner 8 are provided with a large number of blades (not shown). When the pump impeller 7 rotates, a fluid spiral flow is generated. The turbine runner 8 is rotated by applying torque to the turbine runner 8.

  In addition, a stator 9 that selectively changes the flow direction of the fluid fed from the turbine runner 8 and flows into the pump impeller 7 between the pump impeller 7 and the turbine runner 8 on the inner peripheral side thereof. Has been placed. The stator 9 is fixed to the casing 12 via a one-way clutch 10 and a hollow shaft 11.

  The torque converter 3 includes a lockup clutch 13. The lockup clutch 13 is arranged in parallel to a substantial torque converter including the pump impeller 7, the turbine runner 8, and the stator 9, and is in a state of facing the inner surface of the front cover 6. 8 is pressed against the inner surface of the front cover 6 by hydraulic pressure to be engaged with the turbine cover 8 as an output member directly from the front cover 6 as an input member, in other words, mechanically. Torque is transmitted to the. The torque capacity of the lockup clutch 13 can be controlled by controlling the hydraulic pressure.

  An oil pump motor 14 is provided between the torque converter 3 and the forward / reverse switching mechanism 4. The oil pump motor 14 is a fluid device that receives power from the outside and functions as a pump, and also functions as a motor by being supplied with hydraulic pressure from the outside. In other words, the oil pump motor 14 is driven by power output from the engine 1 and is pumped. The pump motor functions as a motor and generates hydraulic pressure, and functions as a motor and outputs power when hydraulic pressure is supplied from the outside. The oil pump motor 14 is provided in place of an oil pump generally used conventionally.

  The vehicle energy regeneration device according to the present invention converts the kinetic energy of the vehicle Ve into hydraulic pressure and stores pressure without significantly changing the existing device, and generates power by the stored hydraulic pressure to generate the output of the engine 1. It is configured for the purpose of assisting the torque of the engine 1. For this purpose, an oil pump motor 14 that receives hydraulic pressure and outputs power is installed in place of an existing oil pump that has been adopted in general automatic transmissions and continuously variable transmissions. Therefore, the installation of the oil pump motor 14 can be easily performed by exchanging the conventional oil pump and the oil pump motor 14, and the oil pump motor 14 can be easily installed without substantially changing the structure of the existing apparatus. Can be installed.

  The rotor (or input / output shaft) 15 of the oil pump motor 14 and the pump impeller 7 are connected by a cylindrical hub 16. The body 17 of the oil pump motor 14 is fixed to the casing 12 side. Further, the hub 16 and the hollow shaft 11 are spline-fitted. With this configuration, the power of the engine 1 is transmitted to the rotor 15 via the pump impeller 7, and the oil pump motor 14 can be driven.

  The forward / reverse switching mechanism 4 is a mechanism that is employed when the rotational direction of the engine 1 is limited to one direction, and outputs the input torque as it is, or reversely outputs it. It is configured. In the example shown in FIG. 14, a double pinion type planetary gear mechanism is employed as the forward / reverse switching mechanism 4.

  That is, a ring gear 19 is arranged concentrically with the sun gear 18, and a pinion gear 20 meshed with the sun gear 18 and another pinion gear 21 meshed with the pinion gear 20 and the ring gear 19 are arranged between the sun gear 18 and the ring gear 19. These pinion gears 20 and 21 are held by a carrier 22 so as to rotate and revolve freely. A forward clutch 23 that integrally connects the two rotating elements (specifically, the sun gear 18 and the carrier 22) is provided, and the direction of the torque that is output by selectively fixing the ring gear 19 A reverse brake 24 that reverses the rotation is provided.

  The continuously variable transmission 5 has the same configuration as a conventionally known belt-type continuously variable transmission, and includes a drive (primary) pulley 25 as an input member and a driven (secondary) as an output member arranged in parallel to each other. Each of the pulleys 26 includes a fixed sheave and a movable sheave that is moved back and forth in the axial direction by hydraulic actuators 27 and 28. Accordingly, the groove widths of the pulleys 25 and 26 are changed by moving the movable sheave in the axial direction, and accordingly, the winding radius (pulleys 25 and 26) of the belt 29 as a transmission member wound around the pulleys 25 and 26 is changed. 26 effective diameter) changes continuously, and the gear ratio changes steplessly. The drive pulley 25 is connected to a carrier 22 that is an output element in the forward / reverse switching mechanism 4. These pulleys 25 and 26 and the belt 29 constitute a continuously variable transmission.

  The hydraulic actuator 28 in the driven pulley 26 is supplied with hydraulic pressure (line pressure or its correction pressure) according to the torque input to the continuously variable transmission 5 by the oil pump motor 14 and the hydraulic control device (not shown). ). Therefore, each sheave in the driven pulley 26 sandwiches the belt 29, so that tension is applied to the belt 29, and a clamping pressure (contact pressure) between each pulley 25, 26 and the belt 29 is ensured. . In other words, the torque capacity corresponding to the clamping pressure is set. On the other hand, the hydraulic actuator 27 in the drive pulley 25 is supplied with pressure oil corresponding to the gear ratio to be set, and is set to a groove width (effective diameter) corresponding to the target gear ratio. .

  A driven pulley 26 that is an output member of the continuously variable transmission 5 is coupled to the gear pair 30 and the differential 31, and the differential 31 is coupled to the left and right drive wheels 32.

  Various sensors are provided to detect the operating state (running state) of the vehicle Ve on which the engine 1 and the continuously variable transmission 5 are mounted. For example, the engine rotation speed sensor 33 that detects the output shaft rotation speed of the engine 1 (the input shaft rotation speed of the lockup clutch 13) and outputs a signal, and the input shaft that detects the rotation speed of the drive pulley 25 and outputs the signal. A rotational speed sensor 34, an output shaft rotational speed sensor 35 that detects the rotational speed of the driven pulley 26 and outputs a signal, a hydraulic sensor 36 that detects the hydraulic pressure in the hydraulic actuator 28 on the driven pulley 26 side and outputs a signal, a drive wheel A wheel speed sensor 37 that detects the rotational speed of 32 and outputs a signal, and an accelerator pedal sensor that outputs a signal by detecting whether the driver depresses the accelerator pedal (depression amount, depression angle) and accelerator switch ON / OFF 38, brake pedal depression state (depression amount, depression angle) by the driver and brake switch Etc. are provided a brake pedal sensor 39 that outputs a detection of ON · OFF by the signal.

  Then, control of engagement / release of the forward clutch 23 and reverse brake 24, control of the clamping force of the belt 29, control of torque capacity including engagement / release of the lock-up clutch 13, and shift A transmission electronic control unit (TM-ECU) 40 is provided to control the ratio and the like. An engine electronic control unit (E-ECU) 41 that controls the engine 1 is also provided. These electronic control units 40 and 41 are mainly composed of a microcomputer as an example, and perform calculations according to a predetermined program based on input data and pre-stored data, and perform various operations such as forward, reverse or neutral. , The required clamping pressure setting, the gear ratio setting, and the operation state setting of the engine 1 are executed. The electronic control units 40 and 41 communicate data with each other.

  As described above, the energy recovery device for a vehicle according to the present invention converts the kinetic energy of the vehicle Ve into hydraulic pressure and stores pressure without significantly changing the structure of the existing transmission, and power is generated by the stored hydraulic pressure. Is provided to assist the torque of the engine 1, and a hydraulic control circuit is provided for this purpose. A configuration example and a control example of the hydraulic control circuit will be described below.

(First embodiment)
FIG. 1 is a diagram schematically showing a first embodiment of a hydraulic control circuit H constituting an energy regeneration device of the present invention. In FIG. 1, an oil pump motor 14 driven by an external force such as power output from the engine 1 or an inertial force of the vehicle Ve is provided. 14s and a discharge port 14d. The oil pump motor 14 operates as a pump by driving the input / output shaft 15 with external power, and sucks oil from the suction port 14s and discharges pressure oil from the discharge port 14d. . Further, by supplying pressure oil to the suction port 14 s, it operates as a motor, and outputs power from the input / output shaft 15.

  The suction port 14 s of the oil pump motor 14 and the oil pan 50 are connected by an oil passage 51. A check valve (check valve) 52 is provided in the middle of the oil passage 51. The check valve 52 allows the oil flow from the oil pan 50 to the oil pump motor 14 side in the oil passage 51 and conversely regulates the oil flow from the oil pump motor 14 side to the oil pan 50. It has become.

  One end of an oil passage 53 is connected to the discharge port 14 d of the oil pump motor 14, and the other end of the oil passage 53 is connected to an accumulator 55 via a switching valve 54. Further, a throttle portion 56 such as an orifice or a choke is provided between the discharge port 14d of the oil passage 53 and the switching valve 54, and an oil passage 57 and a portion between the throttle portion 56 and the discharge port 14d are provided. The oil passage 58 is branched. The oil passage 57 is connected to a primary regulator valve 59 in a hydraulic control device (not shown) of the continuously variable transmission 5, and the oil passage 58 supplies oil to a portion requiring lubrication of the continuously variable transmission 5. (Not shown). On the other hand, an oil passage 60 branched from a portion of the oil passage 51 between the check valve 52 and the suction port 14 s is connected to the accumulator 55 via the switching valve 54.

  Here, the oil passage 53 is connected to the discharge port 14d of the oil pump motor 14 and the accumulator 55, and is used when supplying the hydraulic pressure generated by the oil pump motor 14 to the accumulator 55. An oil passage corresponding to an oil passage. The oil passage 60 is connected to the accumulator 55 and the suction port 14 s of the oil pump motor 14, and the second oil passage of the present invention is used to supply the oil pressure accumulated in the accumulator 55 to the oil pump motor 14. It is an oil passage equivalent to.

  The switching valve 54 is in a state in which the accumulator 55 and the oil passage 53 are in communication, that is, in a first oil passage opening state in which the first oil passage of the present invention is opened (the position of the switching valve 54 in FIG. i)), a state where the accumulator 55 and the oil passage 60 are communicated, that is, a second oil passage opened state where the second oil passage of the present invention is opened (the position of the switching valve 54 in FIG. ii)) and a shut-off state in which the accumulator 55 is not communicated with any of the oil passages 53 and 60 (the position of the switching valve 54 in FIG. 1 is (iii)) can be selectively switched and set.

  The accumulator 55 is a pressure accumulator that stores the hydraulic pressure generated by the oil pump motor 14, and serves as a hydraulic source in place of the oil pump motor 14 when the drive of the oil pump motor 14 as an oil pump is stopped. is there.

  Next, the function and operation of the hydraulic control circuit H in the first embodiment of the present invention configured as described above will be described. First, when the power of the engine 1 is transmitted to the oil pump motor 14, the oil pump motor 14 is driven as a pump. Then, the oil in the oil pan 50 is sucked into the oil pump motor 14 via the oil passage 51 and the suction port 14 s, and the oil discharged from the discharge port 14 d of the oil pump motor 14 is supplied to the oil passage 53. .

  Alternatively, when the vehicle Ve is traveling on a repulsive force or traveling on a downhill road, the oil pump motor is externally transmitted to the oil pump motor 14 via the continuously variable transmission 5 from the drive wheel 32 side. Similarly, when the oil pump 14 is driven as a pump, the oil in the oil pan 50 is sucked into the oil pump motor 14 via the oil passage 51 and the suction port 14s and discharged from the discharge port 14d of the oil pump motor 14. The oil thus supplied is supplied to the oil passage 53.

  At this time, when the switching valve 54 is set to the first oil passage opening state, the oil supplied to the oil passage 53 passes through the oil passage 57 and the oil passage 58, respectively, of the continuously variable transmission 5. In addition to being supplied to the hydraulic control device and the portion requiring lubrication, the pressure is supplied to the accumulator 55 via the oil passage 53 and the switching valve 54 to accumulate pressure (state of operation A shown in FIG. 2A). That is, the oil pump motor 14 receives an external force and is driven as a pump to generate a hydraulic pressure, and the hydraulic pressure is accumulated in the accumulator 55 so that a so-called hydraulic energy is regenerated.

  In contrast, when the switching valve 54 is set in the second oil passage opening state and the hydraulic pressure accumulated in the accumulator 55 is supplied to the oil pump motor 14, the oil pump motor 14 is driven as a motor. Then, the oil pump motor 14 outputs torque, and the output torque of the oil pump motor 14 is added to the torque output from the engine 1. That is, the output torque of the engine 1 is assisted by the output torque of the oil pump motor 14 (state of operation B shown in FIG. 2B). That is, the oil pump motor 14 receives a hydraulic pressure and is driven as a motor to generate a torque running state of so-called hydraulic energy.

  Further, when the switching valve 54 is set in the shut-off state, the oil generated by the oil pump motor 14 and supplied to the oil passage 53 is continuously variable via the oil passage 57 and the oil passage 58, respectively. Supplied to the hydraulic control device of machine 5 and the portion requiring lubrication (state of operation C shown in FIG. 2C). That is, the accumulator 55 is not supplied and output with any hydraulic pressure, and is in a so-called hydraulic energy cut-off state in which the accumulator 55 is kept in the accumulated pressure state.

  When the switching valve 54 is set to the first oil passage opening state while the engine 1 is stopped, for example, so-called eco-run control for automatically stopping the engine 1 at the time of temporary stop due to a signal is executed. When the engine 1 is stopped, the hydraulic pressure accumulated in the accumulator 55 passes through the oil passage 53, the oil passage 57, and the oil passage 58, respectively, and the hydraulic control device of the continuously variable transmission 5 and It is supplied to the site requiring lubrication (state of operation D shown in FIG. 2D). In this case, since the oil supplied from the accumulator 55 passes through the throttle 56 when passing through the oil passage 53, the flow rate of the oil is suppressed, and the hydraulic pressure accumulated in the accumulator 55 flows out more than necessary. Is prevented.

  The flowchart of FIG. 3 shows a control example when setting each operation state of the hydraulic control circuit H described above. The routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 3, first, it is determined whether or not there is a hydraulic energy regeneration command (step S11). The hydraulic energy regeneration command is a command for executing so-called hydraulic energy regeneration control for driving the oil pump motor 14 as a pump to generate hydraulic pressure and accumulating the hydraulic pressure in the accumulator 55. The presence / absence of the regeneration command is determined based on the operating state of the engine 1, the vehicle speed of the vehicle Ve, the depressed state of the accelerator pedal, the depressed state of the brake pedal, and the like.

  For example, when the vehicle Ve is braked, specifically, when the accelerator switch is turned off and the brake switch is turned on while the vehicle Ve is traveling at a predetermined vehicle speed or higher, a hydraulic energy regeneration command is output. . That is, at the time of braking of the vehicle Ve, it is determined by the depression state of the accelerator pedal and the brake pedal, the vehicle speed of the vehicle Ve, and the like with respect to the driving force by the output of the engine 1 obtained from the rotational speed of the engine 1 and the vehicle speed of the vehicle Ve. Since the required driving force becomes small, it is possible to convert kinetic energy due to an excessive driving force or the inertial force of the vehicle Ve into hydraulic pressure and accumulate the pressure in the accumulator 55, that is, to regenerate the hydraulic energy. In this case, it is not necessary to assist the output of the engine 1. Therefore, hydraulic energy regeneration control is executed.

  If an affirmative determination is made in step S11 due to the output of the hydraulic energy regeneration command, the process proceeds to step S12, and the hydraulic control circuit H is set to the state of operation A, that is, the hydraulic energy regeneration state. Specifically, the position of the switching valve 54 is set to the first oil passage opening state, that is, the position (i) in FIG. 1, and the oil passage between the discharge port 14d of the oil pump motor 14 and the accumulator 55 is set. 53 is opened. At this time, the lock-up clutch 13 of the torque converter 3 is set to the engaged state. By engaging the lockup clutch 13, the external force transmitted from the drive wheel 32 side to the torque converter 3 via the continuously variable transmission 5 is reliably transmitted to the oil pump motor 14 via the lockup clutch 13. Since it is transmitted, the regeneration of hydraulic energy by the external force can be performed efficiently. Thereafter, this routine is once terminated.

  On the other hand, if a negative determination is made in step S11 because the hydraulic energy regeneration command is not output, the process proceeds to step S13, where it is determined whether or not there is a hydraulic energy power running command. The hydraulic energy power running command is a command to execute so-called hydraulic energy power running control in which the oil pump motor 14 is driven as a motor to generate torque and the torque is applied to the output shaft 2 of the engine 1. The presence or absence of the power running command is determined based on the operating state of the engine 1, the vehicle speed of the vehicle Ve, the depressed state of the accelerator pedal, the depressed state of the brake pedal, and the like.

  For example, when the vehicle Ve starts and accelerates, specifically, the accelerator switch is turned off and the brake switch is turned on, the accelerator switch is turned on and the brake switch is turned off, and the accumulator 55 is turned on. When the pressure (accumulated amount of accumulator 55) is equal to or higher than a predetermined pressure (accumulated pressure amount), a powering command for hydraulic energy is output. That is, when the required driving force becomes larger than the driving force generated by the output of the engine 1 when the vehicle Ve starts and accelerates, the driving force that is insufficient in that case is output by operating the oil pump motor 14 as a motor. It is possible to improve the power performance, fuel consumption, etc. of the vehicle Ve by supplementing with the torque thus obtained, that is, assisting the output of the engine 1 with the output torque of the oil pump motor 14. Therefore, power running control of hydraulic energy is executed.

  If an affirmative determination is made in step S13 due to the output of the hydraulic energy power running command, the process proceeds to step S14, where the hydraulic control circuit H is set to the operation B state, that is, the hydraulic energy power running state. Specifically, the position of the switching valve 54 is set to the second oil passage opening state, that is, the position (ii) in FIG. 1, and the oil passage between the accumulator 55 and the suction port 14s of the oil pump motor 14 is set. 60 is opened. Thereafter, this routine is once terminated.

  On the other hand, if a negative determination is made in step S13 because the power running command for hydraulic energy is not output, the process proceeds to step S15 to determine whether there is a hydraulic energy cutoff command. The hydraulic energy cutoff command is a command for executing so-called hydraulic energy cutoff control for maintaining the hydraulic pressure accumulated in the accumulator 55 without allowing the accumulator 55 to communicate with any of the oil passages 53 and 60. The presence / absence of the cutoff command is determined based on the operating state of the engine 1, the vehicle speed of the vehicle Ve, the depressed state of the accelerator pedal, the depressed state of the brake pedal, and the like.

  For example, when the vehicle is stopped for a long time or during steady running, specifically, when the entire system of the vehicle Ve is turned off (the main switch is turned off), or the accelerator switch and the brake switch are both turned off. A hydraulic energy shut-off command is output when the vehicle has continued for more than a certain time, or during steady running such as cruising on a flat good road at medium and low speeds. That is, when the vehicle is stopped for a long time or during steady running, neither the driving force or the required driving force generated by the output of the engine 1 is generated, or the driving force generated by the output of the engine 1 and the required driving force are almost balanced. Therefore, the accumulator 55 is not required to store the hydraulic pressure in the accumulator 55 or to discharge the hydraulic pressure from the accumulator 55. Therefore, in this case, the hydraulic energy stored in the accumulator 55 can be preserved by shutting off the hydraulic pressure of the accumulator 55. Therefore, hydraulic energy cutoff control is executed.

  If an affirmative determination is made in step S15 due to the output of the hydraulic energy cutoff command, the process proceeds to step S16, and the hydraulic control circuit H is set to the state of operation C, that is, the hydraulic energy cutoff state. Specifically, the position of the switching valve 54 is set to the shut-off state, that is, the position (iii) in FIG. 1, so that the accumulator 55 is not communicated with any of the oil passages 53 and 60. Thereafter, this routine is once terminated.

  On the other hand, if a negative determination is made in step S15 because the hydraulic energy cutoff command has not been output, the process proceeds to step S17 to determine whether or not there is an eco-run command. The eco-run command is a command for executing so-called eco-run control for automatically stopping the engine 1 at the time of temporary stop such as waiting for a signal. The presence or absence of the eco-run command is also determined based on the operating state of the engine 1, the vehicle speed of the vehicle Ve, the depressed state of the accelerator pedal, the depressed state of the brake pedal, and the like.

  When the eco-run control is executed and the engine 1 is automatically stopped, it is necessary to supply hydraulic pressure to the hydraulic control device of the continuously variable transmission 5 in preparation for restart and start of the engine 1 due to the driver's acceleration intention. There is. Therefore, by supplying the hydraulic pressure accumulated in the accumulator 55 to the hydraulic control device of the continuously variable transmission 5, the necessary hydraulic pressure is secured in the continuously variable transmission 5 even when the engine 1 is automatically stopped by the eco-run control. can do. Further, since the hydraulic pressure is supplied to the continuously variable transmission 5 in this case without any power being consumed, the fuel efficiency of the vehicle Ve can be improved.

  Therefore, if an affirmative determination is made in step S17 due to the output of the eco-run command, the process proceeds to step S18, where the hydraulic control circuit H is in the state of operation D, that is, the hydraulic pressure accumulated in the accumulator 55 is The hydraulic control device of the continuously variable transmission 5 and the lubrication-needed portion are in a state of being supplied. Specifically, the position of the switching valve 54 is set to the first oil passage opening state, that is, the position (i) in FIG. 1, and the oil passage between the discharge port 14d of the oil pump motor 14 and the accumulator 55 is set. 53 is opened. Thereafter, this routine is once terminated. If the eco-run command is not output and the determination is negative in step S17, the following control is not performed and this routine is temporarily terminated.

  Thus, according to the first embodiment of the energy regeneration device of the present invention, for example, at the time of deceleration, start / acceleration, stop, According to the traveling state of the vehicle Ve such as when the eco-run control is executed, the hydraulic energy regeneration control, the hydraulic energy power running control, the hydraulic energy cutoff control, and the like can be appropriately switched and executed.

(Second embodiment)
FIG. 4 is a diagram schematically showing a second embodiment of the hydraulic control circuit H constituting the energy regeneration device of the present invention. In the second embodiment, the oil pump motor 14 is replaced with a variable displacement oil pump motor capable of changing the discharge flow rate, compared to the first embodiment shown in FIG. It is an example. Therefore, the configuration other than the oil pump motor 14 is the same as that of the first embodiment shown in FIG. 1, and parts similar to those of the first embodiment shown in FIG. A detailed description thereof will be omitted.

  4, in place of the oil pump motor 14 in the first embodiment shown in FIG. 1, a variable displacement type oil pump motor 61 capable of changing the discharge flow rate is provided. This oil pump motor 61 is an oil pump motor that functions as a pump by receiving power from the outside, and also functions as a motor by being supplied with hydraulic pressure from the outside, and can particularly change the extrusion volume or the discharge flow rate. It is a variable capacity type. As this type of variable displacement type oil pump motor 61, for example, there are two hydraulic pump motors such as an axle pump, a swash plate pump, a radial piston pump, or two discharge ports, and the amount of drain from one of the discharge ports is set. A so-called two-port pump motor or the like that can change the discharge flow rate by controlling can be employed.

  Therefore, as the oil pump motor of the hydraulic control circuit H, instead of the oil pump motor 14 described above, the variable displacement type oil pump motor 61 is provided, so that the oil pump motor 61 can be controlled according to the traveling state of the vehicle Ve. The discharge flow rate is changed, and the necessary hydraulic pressure that changes according to the traveling state of the vehicle Ve is appropriately generated.

  Thus, according to the second embodiment of the energy regeneration device of the present invention, the oil pump motor that generates the hydraulic pressure in the hydraulic control circuit H is the variable displacement oil pump motor 61, so that the vehicle Ve The discharge flow rate of the oil pump motor 61 can be changed according to the running state or the load of the hydraulic control circuit H. For example, during rapid deceleration, the time for regenerating hydraulic energy is shortened and the accumulator 55 may not be able to sufficiently accumulate the hydraulic pressure. In this case, the discharge flow rate of the oil pump motor 61 is set to be lower than during normal deceleration. By increasing, the accumulated amount of hydraulic pressure in the accumulator 55 per time increases, and the accumulated pressure amount of hydraulic pressure at the time of sudden deceleration, that is, the amount of regeneration of hydraulic energy can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as the vehicle Ve can be improved.

  In addition, a large driving force is required at the time of sudden start or acceleration. In this case, the output torque of the oil pump motor 61 is increased by increasing the discharge flow rate of the oil pump motor 61 compared to the normal start / acceleration. The torque added to the power output from the engine 1, that is, the assist amount of power to the engine 1 can be increased. As a result, it is possible to improve the driving performance of the vehicle Ve by improving the rising of the driving force when suddenly starting or accelerating. On the other hand, when starting slowly or accelerating, the output flow of the oil pump motor 61 is decreased by decreasing the discharge flow rate of the oil pump motor 61, and a small torque is output for a long time to assist the power of the engine 1. can do.

(Third embodiment)
FIG. 5 is a diagram schematically showing a third embodiment of the hydraulic control circuit H constituting the energy regeneration device of the present invention. The third embodiment is different from the first embodiment shown in FIG. 1 in that the oil pump motor 14 is provided with a throttle portion 56 provided in an oil passage 53 that connects the discharge port 14d and the accumulator 55. It is an example of the structure which provided the check valve in parallel. Therefore, the structure of the other parts is the same as that of the first embodiment shown in FIG. 1, and the same parts as those of the first embodiment shown in FIG. Detailed description thereof will be omitted.

  In FIG. 5, a throttle 56 provided between the discharge port 14 d of the oil pump motor 14 in the oil passage 53 and the switching valve 54, and similarly between the discharge port 14 d of the oil passage 53 and the switching valve 54, In parallel, a check valve (check valve) 62 is provided. This check valve 62 is configured to permit oil flow from the oil pump motor 14 to the switching valve 54 in the oil passage 53 and to restrict oil flow from the switching valve 54 to the continuously variable transmission 5. ing.

  Therefore, the flow of oil in the oil passage 53 is when oil flows from the oil pump motor 14 side toward the switching valve 54, that is, when the hydraulic pressure generated by the oil pump motor 14 is accumulated in the accumulator 55, in other words, When the hydraulic energy is regenerated, the check valve 62 allows the flow of the oil, so that the oil passes through the check valve 62 side, and the hydraulic pressure is accumulated at a flow rate as large as possible. Is called. On the contrary, when the oil flows from the switching valve 54 toward the oil pump motor 14 side, that is, the continuously variable transmission 5 side, that is, the hydraulic pressure accumulated in the accumulator 55 is the hydraulic control device or lubrication required portion of the continuously variable transmission 5. When the flow is regulated by the check valve 62, the oil passes through the throttle portion 56 side, the flow rate is suppressed, and the hydraulic control device for the continuously variable transmission 5 and lubrication are required. The hydraulic pressure is supplied to the part.

  Thus, according to the third embodiment of the energy regeneration device of the present invention, the oil pump motor 14 is connected to the oil passage 53 that connects the discharge port 14d and the accumulator 55, and the throttle portion 56 that suppresses the flow of oil. In addition, by providing a check valve 62 that allows the oil flow from the oil pump motor 14 to the switching valve 54 and restricts the oil flow from the switching valve 54 to the continuously variable transmission 5, the running state of the vehicle Ve is provided. In particular, the flow rate of oil supplied to the accumulator 55 or the flow rate of oil supplied to the hydraulic control device of the continuously variable transmission 5 and the portion requiring lubrication is specially selected according to the regenerative state of hydraulic energy or the supply state of hydraulic pressure. It is possible to set appropriately and easily without performing any control.

  For example, when hydraulic energy is regenerated, the oil generated by the oil pump motor 14 passes through the check valve 62 side. Therefore, the hydraulic pressure is supplied to and stored in the accumulator 55 at a large flow rate, and the amount of hydraulic pressure stored in the accumulator 55, that is, the amount of regeneration of hydraulic energy can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as the vehicle Ve can be improved. On the other hand, for example, when the eco-run control is executed and the engine 1 is automatically stopped, the oil discharged from the accumulator 55 passes through the throttle portion 56 side. Therefore, during the eco-run operation in which the engine 1 is stopped and the hydraulic pressure cannot be supplied from the oil pump motor 14, the flow rate of the oil supplied from the accumulator 55 is suppressed, and the hydraulic pressure accumulated in the accumulator 55 flows out more than necessary. This can be prevented.

(Fourth embodiment)
FIG. 6 is a diagram schematically showing a fourth embodiment of a hydraulic control circuit H constituting the energy regeneration device of the present invention. The fourth embodiment is different from the first embodiment shown in FIG. 1 in that an accumulator 55 is filled with a substance capable of phase change that absorbs and dissipates latent heat in accordance with temperature changes. This is an example of a configuration replaced with. Therefore, the configuration other than the accumulator 55 is the same as that of the first embodiment shown in FIG. 1, and the same parts as those of the first embodiment shown in FIG. Detailed description thereof will be omitted.

  In FIG. 6, an accumulator 63 is provided instead of the accumulator 55 in the first embodiment shown in FIG. This accumulator 63 is a so-called phase change accumulator 63 filled with a substance capable of phase change that absorbs and dissipates latent heat in accordance with a temperature change. Specifically, the phase change accumulator 63 includes, for example, a phase change between a gas phase and a liquid phase within a use temperature range and a use pressure range of a general vehicle Ve such as carbon dioxide and ammonia. A so-called phase change material capable of being encapsulated is enclosed.

  Therefore, the phase change accumulator 63 is provided as an accumulator of the hydraulic control circuit H in place of the accumulator 55 described above, whereby the amount of oil that can be accumulated in the phase change accumulator 63 is increased. That is, when oil pressure is accumulated in the phase change accumulator 63, the inside of the phase change accumulator 63 is compressed, and the phase change substance sealed in the phase change accumulator 63 is also compressed. Then, the phase change material liquefies, that is, the phase changes from the gas phase to the liquid phase. As the phase change material liquefies, the volume of the phase change material decreases. Therefore, when the hydraulic pressure is accumulated in the phase change accumulator 63, the space in which no phase change substance exists in the phase change accumulator 63 corresponding to the decrease in the volume of the phase change substance enclosed in the phase change accumulator 63. That is, the volume of the space in which oil can be accumulated in the phase change accumulator 63 increases.

  Thus, according to the fourth embodiment of the energy regeneration device of the present invention, the phase change accumulator 63 enclosing the phase change material is used as the accumulator for accumulating the hydraulic pressure in the hydraulic control circuit H, whereby the phase change is achieved. The amount of oil that can be accumulated in the accumulator 63, that is, the capacity of the phase change accumulator 63 can be increased. As a result, the regeneration efficiency of hydraulic energy can be improved, and the fuel consumption as the vehicle Ve can be improved.

  Further, since the amount of hydraulic pressure accumulated in the phase change accumulator 63 increases, the output torque of the oil pump motor 14 when the oil pump motor 14 is driven by the hydraulic pressure supplied from the phase change accumulator 63 is increased. It is possible to increase the torque added to the power output from the engine, that is, the amount of power assist to the engine 1. As a result, it is possible to improve the driving performance of the vehicle Ve by improving the rising of the driving force when suddenly starting or accelerating.

  Furthermore, since the capacity of the phase change accumulator 63 is increased, the physique of the phase change accumulator 63 can be reduced, so that the entire apparatus can be reduced in size and cost can be reduced.

  In the fourth embodiment shown in FIG. 6, as shown in FIG. 7, the accumulator 55 in the second embodiment shown in FIG. A configuration in which the phase change accumulator 63 is filled with a substance capable of phase change that causes absorption and heat dissipation can also be used. In other words, in contrast to the second embodiment shown in FIG. 4, the accumulator 55 is replaced with an accumulator filled with a substance capable of phase change that absorbs and dissipates latent heat according to temperature changes. A replacement configuration may also be used.

  Further, in the fourth embodiment shown in FIG. 6, as shown in FIG. 8, the accumulator 55 in the third embodiment shown in FIG. A configuration in which the phase change accumulator 63 is filled with a substance capable of phase change that causes absorption and heat dissipation can also be used. In other words, in contrast to the third embodiment shown in FIG. 5, the accumulator 55 is replaced with an accumulator filled with a substance capable of phase change that absorbs and dissipates latent heat in accordance with temperature changes. A replacement configuration may also be used.

  7 and 8, the capacity of the phase change accumulator 63 can be increased as in the case of the fourth embodiment shown in FIG. 6, and the regeneration efficiency of hydraulic energy can be increased. The fuel consumption as the vehicle Ve can be improved. The output torque of the oil pump motors 14 and 61 when the oil pump motors 14 and 61 are driven by the hydraulic pressure supplied from the phase change accumulator 63 is increased, that is, the torque added to the power output from the engine 1, that is, the engine 1 The amount of power assist can be increased. Furthermore, since the capacity of the phase change accumulator 63 is increased, the size of the phase change accumulator 63 can be reduced.

(Fifth embodiment)
FIG. 9 is a diagram schematically showing a fifth embodiment of a hydraulic control circuit H constituting the energy regeneration device of the present invention. This fifth embodiment uses a change in temperature when the accumulator 55 expands and compresses as compared with the first to fourth embodiments shown in FIGS. 1, 4, 5 and 6. It is an example of the structure which provided the heat-transfer circuit which heats up or cools oil. Therefore, the configuration of the other parts is the same as that of the first to fourth embodiments shown in FIGS. 1, 4, 5, and 6. The first and fourth embodiments shown in FIGS. Portions similar to those in the first to fourth embodiments are denoted by the same reference numerals in FIG. 9 as those in FIGS. 1, 4, 5, and 6, and detailed description thereof is omitted. FIG. 9 shows an example of a configuration in which a heat transfer circuit is provided in the accumulator 55 in the configuration of the third embodiment shown in FIG.

  In FIG. 9, the accumulator 55 is provided with a heat transfer circuit T that cools or raises the temperature of the accumulator 55 and cools or raises the temperature of the oil. Specifically, the heat transfer circuit T includes the first heat exchanger 64 installed in close contact with the outer surface of the accumulator 55 and the oil level in the oil pan 50, that is, always immersed in oil. A second heat exchanger 65 installed at a position to be opened, and a third heat exchanger 66 installed at a position opened to the outside air. These heat exchangers 64, 65, and 66 are devices that exchange heat between a plurality of cooling media.

  The first heat exchanger 64 and the second heat exchanger 65 are connected by a flow path 67 and a flow path 68. Further, the first heat exchanger 64 and the third heat exchanger 66 are connected to the flow path 67, the flow path 70 branched from the flow path 67 via the switching valve 69, the flow path 68, and the flow path 68. They are connected by a branched flow path 71. And the 2nd heat exchanger 65 and the 3rd heat exchanger 66 are connected by the flow path 67, the flow path 70, the flow path 68, and the flow path 71. And each heat exchanger 64, 65, 66 and each flow path 67, 68, 70, 71 are filled with the heat transfer medium. As the transmission medium, for example, water or cooling oil can be used.

  In the channel 67, a circulation pump 72 and a check valve (check valve) 73 are provided between the first heat exchanger 64 and the switching valve 69 in order from the first heat exchanger 64 side. The circulation pump 72 is a fluid pump for circulating the heat transfer medium in the heat transfer circuit T. Further, the check valve 73 allows the flow of the heat transfer medium from the first heat exchanger 64 to the switching valve 69 in the oil passage 67, and conversely, the flow of the heat transfer medium from the switching valve 69 to the first heat exchanger 64. It becomes the composition which regulates. The switching valve 69 and the second heat exchanger 65 are directly connected by a flow path 67.

  In the flow path 68, a check valve (check valve) 75 is provided between the second heat exchanger 65 and the branch point 74 between the flow path 68 and the flow path 71. The check valve 75 allows the heat transfer medium to flow from the second heat exchanger 65 to the first heat exchanger 64 in the oil passage 68, and conversely, heat transfer from the first heat exchanger 64 to the second heat exchanger 65. It is configured to regulate the flow of media.

  Further, the switching valve 69 and the third heat exchanger 66 are connected by the flow path 70, and a check valve (check valve) 76 is provided between the branch point 74 and the third heat exchanger 66 in the flow path 71. It has been. The check valve 76 allows the heat transfer medium to flow from the third heat exchanger 66 to the branch point 74 in the oil passage 71, and conversely, allows the heat transfer medium to flow from the branch point 74 to the third heat exchanger 66. It has a configuration to regulate.

  The switching valve 69 is in a state where the oil passage 67 and the oil passage 70 are blocked, that is, in a state where the first heat exchanger 64 and the second heat exchanger 65 are communicated with each other through the oil passage 67, and the oil passage 67 and the oil passage. 70, that is, a state in which the first heat exchanger 64 and the third heat exchanger 66 are communicated with each other through the oil passage 67 and the oil passage 70 can be selectively switched and set.

  Therefore, in this heat transfer circuit T, when the oil passage 67 and the oil passage 70 are shut off by the switching valve 69, the first heat exchanger 64 and the second heat exchanger 65 are connected to each other by the oil passage 67 and the oil passage. 68, the first circuit T1 connected to each other is formed. On the other hand, when the oil passage 67 and the oil passage 70 are communicated by the switching valve 69, the first heat exchanger 64 and the third heat exchanger 66 are connected to the oil passage 67, the oil passage 70, the oil passage 71, and the oil. A second circuit T <b> 2 is formed which is connected to the path 68. That is, the heat transfer circuit T is configured by the first circuit T1 and the second circuit T2 that can be selectively switched by the switch valve 69. The switch valve 69 corresponds to the heat transfer circuit switch valve of the present invention. This is a switching valve.

  The function and operation of the energy regeneration device in the fifth embodiment of the present invention constructed as described above will be described. First, the operating principle of the hydraulic control circuit H in the fifth embodiment will be described with reference to FIG. As shown in FIG. 10, when the accumulator 55 accumulates hydraulic pressure in the accumulator 55, that is, when the accumulator 55 is compressed, the gas in the accumulator 55 is compressed and generates heat, so that the temperature of the accumulator 55 is increased. To rise. On the other hand, when the hydraulic pressure is discharged from the accumulator 55, that is, when the accumulator 55 expands, the gas inside the accumulator 55 expands and absorbs heat, so that the temperature of the accumulator 55 decreases.

  By utilizing this principle, the heat generated when the accumulator 55 is compressed in the cold state where the temperature of the continuously variable transmission 5 is low and the temperature of the oil is low, such as immediately after the start of the vehicle Ve. Heat is transferred to the pan 50 to raise the temperature of the oil, and when the accumulator 55 expands, heat is absorbed from the outside air to suppress the temperature drop of the accumulator 55, thereby promoting the warm-up of the continuously variable transmission 5. Can do. On the other hand, when the continuously variable transmission 5 is sufficiently warmed up, the heat generated when the accumulator 55 is compressed is radiated to the outside air to suppress the temperature rise of the accumulator 55, and the accumulator 55 When expanding, the oil in the oil pan 50 is absorbed to cool the oil, and the temperature increase of the continuously variable transmission 5 can be suppressed.

  Next, the function and operation of the heat transfer circuit T in the fifth embodiment will be described with reference to FIG. First, the function and operation of the heat transfer circuit T in the cold state where the oil temperature of the continuously variable transmission 5 is low will be described. In this cold state, when the hydraulic pressure is accumulated in the accumulator 55, that is, when the accumulator 55 is compressed, the first circuit T1 is selected and set as the heat transfer circuit T by the operation of the switching valve 69. The heat transfer medium in the first heat exchanger 64 installed in contact with the accumulator 55 is heated by the heat generated when the accumulator 55 is compressed. That is, heat exchange is performed between the accumulator 55 and the heat transfer medium in the first heat exchanger 64. The heat transfer medium heat-exchanged with the accumulator 55 and heated in the first heat exchanger 64 is circulated through the first circuit T1 by the circulation pump 72 in the counterclockwise flow direction in FIG.

  That is, the heat transfer medium heated in the first heat exchanger 64 is pumped to the second heat exchanger 65 installed in the oil of the oil pan 50. In the second heat exchanger 65, the heat of the heat transfer medium is transferred to the oil in the oil pan 50, and the oil in the oil pan 50 is heated. That is, heat exchange is performed between the heat transfer medium in the second heat exchanger 65 and the oil in the oil pan 50. Then, the heat transfer medium cooled by heat exchange with the oil in the oil pan 50 is pumped to the first heat exchanger 64, and heat exchange is performed again with the accumulator 55 in the first heat exchanger 64. (State of operation E shown in FIG. 11A).

  Therefore, when the hydraulic pressure is accumulated in the accumulator 55 in the cold state, the heat transfer medium of the heat transfer circuit T is circulated in the first circuit T1, so that the oil in the oil pan 50 is accumulated in the accumulator 55. The temperature is raised by the generated heat, and as a result, warming up of the continuously variable transmission 5 is promoted.

  On the other hand, when the hydraulic pressure is discharged from the accumulator 55 in the cold state, that is, when the accumulator 55 expands, the second circuit T2 is selected and set as the heat transfer circuit T by the operation of the switching valve 69. And the heat transfer medium in the 1st heat exchanger 64 installed in contact with the accumulator 55 is cooled by the heat absorption when the accumulator 55 expand | swells, and it becomes temperature lower than external temperature. That is, heat exchange is performed between the accumulator 55 and the heat transfer medium in the first heat exchanger 64. The heat transfer medium heat-exchanged with the accumulator 55 and cooled in the first heat exchanger 64 is circulated in the second circuit T2 by the circulation pump 72 in the counterclockwise flow direction in FIG.

  That is, the heat transfer medium cooled in the first heat exchanger 64 is pumped to the third heat exchanger 66 installed in a state of being opened to the outside air. In the third heat exchanger 66, the heat of the outside air is transferred to the heat transfer medium in the third heat exchanger 66, and the heat transfer medium in the third heat exchanger 66 is heated to the ambient temperature. That is, heat exchange is performed between the outside air and the heat transfer medium in the third heat exchanger 66. Then, the heat transfer medium heated by heat exchange with the outside air is pumped to the first heat exchanger 64, and heat exchange is performed again with the accumulator 55 in the first heat exchanger 64 (FIG. 11). State of operation F shown in (b)).

  Therefore, when the hydraulic pressure is discharged from the accumulator 55 in the cold state, the heat transfer medium of the heat transfer circuit T is circulated in the second circuit T2, so that the heat transfer medium falls below the outside air temperature. As a result, the temperature decrease of the accumulator 55 due to expansion is suppressed, and as a result, the warm-up of the continuously variable transmission 5 is promoted or the decrease in the warm-up effect is suppressed.

  On the other hand, when the oil pressure of the continuously variable transmission 5 is high and warming is completed, when the hydraulic pressure is accumulated in the accumulator 55, that is, when the accumulator 55 is compressed, the operation of the switching valve 69 is performed. Thus, the second circuit T2 is selected and set as the heat transfer circuit T. And the heat transfer medium in the 1st heat exchanger 64 installed in contact with the accumulator 55 is heated by the heat | fever generate | occur | produced when the accumulator 55 is compressed, and it becomes temperature higher than external temperature. That is, heat exchange is performed between the accumulator 55 and the heat transfer medium in the first heat exchanger 64. The heat transfer medium heated and exchanged with the accumulator 55 and heated in the first heat exchanger 64 is circulated in the second circuit T2 by the circulation pump 72 in the counterclockwise direction of flow in FIG.

  That is, the heat transfer medium whose temperature has been raised in the first heat exchanger 64 is pumped to the third heat exchanger 66 installed in a state of being opened to the outside air. In the third heat exchanger 66, the heat of the heat transfer medium in the third heat exchanger 66 is radiated to the outside air, and the heat transfer medium in the third heat exchanger 66 is cooled to the ambient temperature. That is, heat exchange is performed between the outside air and the heat transfer medium in the third heat exchanger 66. Then, the heat transfer medium cooled by heat exchange with the outside air is pumped to the first heat exchanger 64, and heat exchange is performed again with the accumulator 55 in the first heat exchanger 64 ((( State of operation G shown in c)).

  Therefore, when the hydraulic pressure is accumulated in the accumulator 55 in the warm-up completed state, the heat transfer medium of the heat transfer circuit T is circulated in the second circuit T2, so that the heat of the heat transfer medium is radiated to the outside air. As a result, cooling of the continuously variable transmission 5 is promoted or a decrease in cooling effect is suppressed.

  On the other hand, when the hydraulic pressure is discharged from the accumulator 55 in the warm-up completed state, that is, when the accumulator 55 expands, the first circuit T1 is selected and set as the heat transfer circuit T by the operation of the switching valve 69. And the heat transfer medium in the 1st heat exchanger 64 installed in contact with the accumulator 55 is cooled by the heat absorption when the accumulator 55 expand | swells, and it becomes temperature lower than external temperature. That is, heat exchange is performed between the accumulator 55 and the heat transfer medium in the first heat exchanger 64. The heat transfer medium heat-exchanged with the accumulator 55 and cooled in the first heat exchanger 64 is circulated in the first circuit T1 in the counterclockwise flow direction in FIG.

  That is, the heat transfer medium cooled in the first heat exchanger 64 is pumped to the second heat exchanger 65 installed in the oil of the oil pan 50. In the second heat exchanger 65, the heat of the oil in the oil pan 50 is transferred to the heat transfer medium, and the oil in the oil pan 50 is cooled. That is, heat exchange is performed between the heat transfer medium in the second heat exchanger 65 and the oil in the oil pan 50. Then, the heat transfer medium heated by heat exchange with the oil in the oil pan 50 is pumped to the first heat exchanger 64, and heat exchange is performed again with the accumulator 55 in the first heat exchanger 64. (State of operation H shown in FIG. 11D).

  Therefore, when the hydraulic pressure is accumulated in the accumulator 55 in the warm-up completed state, the heat transfer medium of the heat transfer circuit T is circulated in the first circuit T1, so that the heat of the oil in the oil pan 50 is accumulated in the accumulator. As a result, the cooling effect of the continuously variable transmission 5 is improved.

  The flowchart of FIG. 12 shows a control example when setting each operation state of the heat transfer circuit T described above. The routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 12, first, it is determined whether or not the oil temperature t of the continuously variable transmission 5 is lower than a predetermined temperature t0 preset as a threshold value (step S21).

  When the oil temperature t is lower than the predetermined temperature t0, if the determination in step S21 is affirmative, the process proceeds to step S22, whether or not the accumulator 55 is performing compression operation, that is, the hydraulic pressure is applied to the accumulator 55. It is determined whether or not pressure accumulation is in progress. If the accumulator 55 is performing the compression operation, if the determination in step S22 is affirmative, the process proceeds to step S23, where the heat transfer circuit T enters the state of the operation E shown in FIG. Is done. Thereafter, this routine is once terminated.

  On the other hand, if the accumulator 55 is not in compression operation, and a negative determination is made in step S22, the process proceeds to step S24, whether or not the accumulator 55 is in expansion operation, that is, the hydraulic pressure is being discharged from the accumulator 55. It is determined whether or not. If the accumulator 55 is in the expansion operation, if the determination in step S24 is affirmative, the process proceeds to step S25, where the heat transfer circuit T enters the state of the operation F shown in FIG. Is done. Thereafter, this routine is once terminated. Further, if the accumulator 55 is not in the expansion operation and if a negative determination is made in step S24, the subsequent control is not performed and this routine is temporarily terminated.

  On the other hand, if the oil temperature t is equal to or higher than the predetermined temperature t0 and a negative determination is made in step S21 described above, the process proceeds to step S26, and whether or not the accumulator 55 is performing a compression operation. That is, it is determined whether or not the hydraulic pressure is being accumulated in the accumulator 55. If the accumulator 55 is performing the compression operation, if the determination in step S26 is affirmative, the process proceeds to step S27, where the heat transfer circuit T enters the state of the operation G shown in FIG. Is done. Thereafter, this routine is once terminated.

  On the other hand, if the accumulator 55 is not in compression operation, and a negative determination is made in step S26, the process proceeds to step S28, whether or not the accumulator 55 is in expansion operation, that is, the hydraulic pressure is being discharged from the accumulator 55. It is determined whether or not. If the accumulator 55 is in the expansion operation and the determination is affirmative in step S28, the process proceeds to step S29, where the heat transfer circuit T enters the state of the operation H shown in FIG. Is done. Thereafter, this routine is once terminated. If the accumulator 55 is not in the expansion operation and the determination is negative in this step S28, the following control is not performed and this routine is temporarily terminated.

  Thus, according to the fifth embodiment of the energy regeneration device of the present invention, when the hydraulic pressure is accumulated in the accumulator 55, that is, when the gas in the accumulator 55 is compressed, and the hydraulic pressure from the accumulator 55 is increased. A so-called heat pump can be formed in the heat transfer circuit T by utilizing an endothermic action when the gas is discharged, that is, when the gas in the accumulator 55 expands.

  When the vehicle Ve is in a cold state, the heat transfer circuit T is brought into a state in which the heat transfer medium circulates in the first circuit T1, so that the oil in the oil pan 50 is heated by the heat generated by the accumulator 55. The warming up of the continuously variable transmission 5 can be promoted by increasing the temperature or suppressing the heat transfer medium from dropping below the ambient temperature.

  Further, when the vehicle Ve is in the warm-up completed state, the heat transfer circuit T is brought into a state in which the heat transfer medium circulates in the second circuit T2, so that the oil in the oil pan 50 is absorbed by the accumulator 55. The cooling performance of the continuously variable transmission 5 can be improved by cooling or dissipating the heat of the heat transfer medium to the outside air.

(Sixth embodiment)
FIG. 13 is a diagram schematically showing a sixth embodiment of a hydraulic control circuit H constituting the energy regeneration device of the present invention. This sixth embodiment is an embodiment in which the phase change accumulator 63 in the fourth embodiment shown in FIG. 6 is adopted as compared with the fifth embodiment shown in FIG. 9, that is, in FIG. This is an example of a configuration in which the accumulator 55 in the fifth embodiment shown is replaced with a phase change accumulator 63 filled with a substance capable of phase change that absorbs and dissipates latent heat according to a temperature change. Therefore, the configuration other than the accumulator 55 is the same as that of the fifth embodiment shown in FIG. 9, and parts similar to those of the fifth embodiment shown in FIG. Detailed description thereof will be omitted.

  In FIG. 13, an accumulator 63 is provided in place of the accumulator 55 in the fifth embodiment shown in FIG. As described above, the accumulator 63 is a so-called phase change accumulator 63 filled with a substance capable of phase change that absorbs and dissipates latent heat in accordance with a temperature change.

  Therefore, by providing this phase change accumulator 63 as an accumulator of the hydraulic control circuit H instead of the accumulator 55, the amount of oil that can be accumulated in the phase change accumulator 63 increases. That is, when oil pressure is accumulated in the phase change accumulator 63, the inside of the phase change accumulator 63 is compressed, and the phase change material sealed in the phase change accumulator 63 is also compressed. Then, the phase change material liquefies, that is, the phase changes from the gas phase to the liquid phase. As the phase change material liquefies, the volume of the phase change material decreases. Therefore, when the hydraulic pressure is accumulated in the phase change accumulator 63, the space in which no phase change substance exists in the phase change accumulator 63 corresponding to the decrease in the volume of the phase change substance enclosed in the phase change accumulator 63. That is, the volume of the space in which oil can be accumulated in the phase change accumulator 63 increases.

  Further, by providing this phase change accumulator 63 instead of the accumulator 55 as an accumulator of the hydraulic control circuit H, as described above, the hydraulic pressure is accumulated in the phase change accumulator 63 and the inside of the phase change accumulator 63 is compressed. In this case, the phase change material in the phase change accumulator 63 generates latent heat when the phase change from the gas phase to the liquid phase. In this case, heat energy is diffused, that is, heat is generated. Therefore, as described above, the heat generating action when the hydraulic pressure is accumulated in the accumulator 55 is further increased. Further, when the oil pressure is discharged from the phase change accumulator 63 and the inside of the phase change accumulator 63 expands, the phase change material in the phase change accumulator 63 generates latent heat when the phase change from the liquid phase to the gas phase occurs. In this case, heat energy is absorbed, that is, heat is absorbed. Therefore, as described above, the endothermic action when the hydraulic pressure is discharged from the hydraulic pressure to the accumulator 55 is further increased.

  Therefore, the warming-up of the continuously variable transmission 5 when the vehicle Ve is in the cold state can be further promoted, and the cooling performance of the continuously variable transmission 5 when the vehicle Ve is in the warm-up completed state is This can be further improved.

  Note that the present invention is not limited to the above specific example, and in the above specific example, the description has been given by taking as an example a vehicle equipped with a belt-type continuously variable transmission as a transmission. The present invention can be applied to other types of continuously variable transmissions such as type continuously variable transmissions or vehicles equipped with transmissions such as automatic transmissions.

It is a schematic diagram which shows the structure of the energy regeneration apparatus in 1st Example of this invention. It is a schematic diagram for demonstrating the function and operation | movement of the hydraulic circuit of the energy regeneration apparatus in 1st Example of this invention. It is a flowchart for demonstrating the example of control of the hydraulic circuit of the energy regeneration apparatus in 1st Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus in 2nd Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus in 3rd Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus in 4th Example of this invention. It is a schematic diagram which shows the other structural example of the energy regeneration apparatus in 4th Example of this invention. It is a schematic diagram which shows the further another structural example of the energy regeneration apparatus in 4th Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus in 5th Example of this invention. It is a schematic diagram for demonstrating the operation principle of the hydraulic circuit of the energy regeneration apparatus in 5th Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus by 5th Example of this invention. It is a flowchart for demonstrating the example of control of the heat-transfer circuit of the energy regeneration apparatus in 5th Example of this invention. It is a schematic diagram which shows the structure of the energy regeneration apparatus by 6th Example of this invention. It is a schematic diagram which shows the power transmission path | route of the vehicle to which this invention is applied.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 5 ... Continuously variable transmission (transmission), 14, 61 ... Oil pump motor (hydraulic pump motor), 32 ... Drive wheel, 53 ... Oil path (1st oil path), 55 ... Accumulator (accumulator), 60 ... oil passage (second oil passage), 56 ... throttle section, 62 ... check valve, 63 ... phase change accumulator (phase change accumulator), 69 ... switching valve (heat transfer circuit switching valve) ), H ... hydraulic control circuit (hydraulic circuit), T ... heat transfer circuit, T1 ... first circuit, T2 ... second circuit, Ve ... vehicle.

Claims (12)

It is provided in a transmission connected to an internal combustion engine, and receives external force to function as a pump to generate hydraulic pressure, supply hydraulic pressure to a portion where the hydraulic pressure is required, and receive hydraulic pressure to function as a motor to drive power In an energy regeneration device for a vehicle comprising a hydraulic pump motor that outputs pressure and a pressure accumulator that accumulates the hydraulic pressure generated by the hydraulic pump motor,
Requested driving force determination means for determining whether or not there is a request to increase the power applied to the driving wheel in a state where the internal combustion engine outputs power to the driving wheel;
Power assist means for supplying the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor and operating the hydraulic pump motor as a motor when the requested driving force judgment means determines that there is a request for increasing the power. And a vehicle energy regeneration device.   The power assist means includes a first oil passage that supplies the hydraulic pressure generated by the hydraulic pump motor to the accumulator and a hydraulic circuit that has a second oil passage that supplies the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor. And when it is determined by the required driving force determination means that there is a request to increase the power, the first oil passage is opened and it is determined that there is no request to increase the power. 2. The vehicle energy regeneration device according to claim 1, further comprising: a switching valve that opens the second oil passage when the second oil passage is opened.   Between the hydraulic pump motor and the pressure accumulator in the first oil passage, a throttle portion and a check valve for regulating the flow of hydraulic oil from the accumulator to the hydraulic pump motor are provided in parallel. The energy regeneration device for a vehicle according to claim 2, wherein   4. The vehicle energy regeneration device according to claim 1, wherein the hydraulic pump motor is a variable displacement hydraulic pump motor capable of changing a discharge flow rate. A first circuit that promotes heat transfer between the pressure accumulator and the transmission and suppresses heat transfer between the pressure accumulator and outside air; and heat transfer between the pressure accumulator and the transmission. A heat transfer circuit capable of selectively switching between a second circuit that suppresses and promotes heat transfer between the accumulator and outside air;
When the oil temperature of the transmission is lower than a predetermined temperature, the first circuit is selected when hydraulic pressure is accumulated in the accumulator, and the second circuit is selected when hydraulic pressure is output from the accumulator. And when the oil pressure of the transmission is higher than a predetermined temperature, when the hydraulic pressure is accumulated in the accumulator, the second circuit is selected, and when the hydraulic pressure is output from the accumulator The vehicle energy regeneration device according to any one of claims 1 to 4, further comprising a heat transfer circuit switching valve for selecting the first circuit.   The vehicle according to any one of claims 1 to 5, wherein the pressure accumulator is a phase change accumulator filled with a material capable of phase change that absorbs and dissipates latent heat in accordance with a temperature change. Energy regeneration device. It is provided in a transmission connected to an internal combustion engine, and receives external force to function as a pump to generate hydraulic pressure, supply hydraulic pressure to a portion where the hydraulic pressure of the transmission is required, and receive hydraulic pressure to function as a motor to drive power In an energy regeneration device for a vehicle comprising a hydraulic pump motor that outputs pressure and a pressure accumulator that accumulates the hydraulic pressure generated by the hydraulic pump motor,
An energy regeneration device for a vehicle, wherein the pressure accumulator is filled with a substance capable of phase change that absorbs and dissipates latent heat according to a temperature change. A first circuit that promotes heat transfer between the pressure accumulator and the transmission and suppresses heat transfer between the pressure accumulator and outside air; and heat transfer between the pressure accumulator and the transmission. A heat transfer circuit capable of selectively switching between a second circuit that suppresses and promotes heat transfer between the accumulator and outside air;
When the oil temperature of the transmission is lower than a predetermined temperature, the first circuit is selected when hydraulic pressure is accumulated in the accumulator, and the second circuit is selected when hydraulic pressure is output from the accumulator. And when the oil pressure of the transmission is higher than a predetermined temperature, when the hydraulic pressure is accumulated in the accumulator, the second circuit is selected, and when the hydraulic pressure is output from the accumulator The vehicle energy regeneration device according to claim 7, further comprising a heat transfer circuit switching valve that selects the first circuit. Requested driving force determination means for determining whether or not there is a request to increase the power applied to the driving wheel in a state where the internal combustion engine outputs power to the driving wheel;
Power assist means for supplying the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor to operate the hydraulic pump motor as a motor when the requested driving force judgment means determines that there is a request for increasing the power. The vehicle energy regeneration device according to claim 7 or 8, further comprising:   The power assist means includes a first oil passage that supplies the hydraulic pressure generated by the hydraulic pump motor to the accumulator and a hydraulic circuit that has a second oil passage that supplies the hydraulic pressure accumulated in the accumulator to the hydraulic pump motor. And when it is determined by the required driving force determination means that there is a request to increase the power, the first oil passage is opened and it is determined that there is no request to increase the power. The vehicle energy regeneration device according to claim 9, further comprising: a switching valve that opens the second oil passage in a case where the second oil passage is opened.   Between the hydraulic pump motor and the pressure accumulator in the first oil passage, a throttle portion and a check valve for regulating the flow of hydraulic oil from the accumulator to the hydraulic pump motor are provided in parallel. The vehicle energy regeneration device according to claim 10, wherein:   The vehicle energy regeneration device according to any one of claims 7 to 11, wherein the hydraulic pump motor is a variable displacement hydraulic pump motor capable of changing a discharge flow rate.

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