JPH0464900B2 - - Google Patents

Description

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

(Prior art) Deceleration energy (inertia energy) during vehicle deceleration is recovered and stored in an accumulator, and the accumulated energy stored in the accumulator is transmitted to an accessory device other than the wheel drive system, such as a crane, to PTO (Power
BACKGROUND OF THE INVENTION Devices for recovering vehicle deceleration energy with output devices (take-off) are known in the prior art.

(Problems to be Solved by the Invention) The conventional vehicle deceleration energy recovery device has the following features:
This is to transmit the stored energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, and the stored energy stored in the accumulator is not used as starting energy when starting the vehicle. However, while the deceleration energy (inertia energy) during vehicle deceleration is recovered and stored in the accumulator, there was a problem in that it was difficult to use the accumulated energy stored in the accumulator as starting energy when the vehicle was started.

The present invention addresses the above-mentioned problems, and includes a countershaft driven via a clutch on the engine side, a mainshaft connected to a wheel drive system, and a multi-stage system that transmits the rotation of the countershaft to the mainshaft by changing the speed. A transmission having a tooth gear train mechanism, a countershaft PTO gear that is detachably attached to the countershaft via a countershaft PTO gear synchronizer, and a transmission that meshes with the countershaft PTO gear and that is connected to the main shaft. The main shaft PTO gear is attached to the main shaft PTO gear so that it can be disconnected via the shaft PTO gear synchronizer, and the PTO is driven via the drive gear meshed with the main shaft PTO gear.
A multi-stage variable speed PTO output device with an output shaft,
Pump motor connected to the above PTO output shaft,
Vehicle deceleration energy recovery characterized by comprising a high pressure oil circuit extending from a first port of the pump/motor to an accumulator, and a low pressure oil circuit extending from a second port of the pump/motor to a low pressure tank. Regarding the device, its purpose is to collect and store deceleration energy during vehicle deceleration without complicating the structure, and to also use this stored energy as starting energy for the vehicle. The object of the present invention is to provide a vehicle deceleration energy recovery device that can improve fuel efficiency.

(Means for Solving the Problems) The vehicle deceleration energy recovery device of the present invention has a countershaft driven via a clutch on the engine side, a main shaft connected to a wheel drive system, and a main shaft driven by the countershaft as described above. A transmission having a multi-stage tooth train mechanism that changes speed and transmits rotation to the main shaft, and a countershaft PTO gear and a countershaft PTO gear that are detachably attached to the countershaft via a countershaft PTO gear synchronizer. The main shaft meshes with the PTO gear and the main shaft above.
A multi-stage variable speed type that has a main shaft PTO gear that can be connected and disconnected via a PTO gear synchronizer, and a PTO output shaft that is driven via a drive gear meshed with the main shaft PTO gear.
A PTO output device, a pump motor connected to the PTO output shaft, a high pressure oil circuit extending from the first port of the pump motor to the accumulator, and a low pressure oil circuit extending from the second port of the pump motor to the low pressure tank. When the vehicle is decelerating, the rotation of the wheels is transmitted to the pump motor via the main shaft, main shaft PTO gear, drive gear, and PTO output shaft, and the pump motor operates as a pump. , the oil in the low-pressure tank is sucked into the pump/motor via the low-pressure oil circuit and the second port of the pump/motor, and the pressure oil generated by the pump/motor is sucked into the first port of the pump/motor. From there, it is sent to the accumulator via a high-pressure oil circuit, and pressure is accumulated in the accumulator. Furthermore, when the vehicle starts, the pressure oil accumulated in the accumulator flows from the high pressure oil circuit to the low pressure tank via the first and second ports of the pump/motor and the low pressure oil circuit, and the pump/motor operates as a motor. , the same pump motor rotation is the PTO output shaft, drive gear, main shaft, PTO gear and countershaft.
The energy is transmitted to the wheels via the PTO gear, countershaft, transmission gear, and main shaft, causing the wheels to rotate and the pressure oil accumulated in the accumulator to be used as starting energy. In this way, the recovery and use of deceleration energy does not require complicated equipment or devices, and the structure is simplified, and fuel efficiency is improved by the amount of deceleration energy that is recovered and used as starting energy.

(Embodiment) Next, the vehicle deceleration energy recovery device of the present invention will be described with reference to an embodiment shown in FIGS. 1 to 19. First, the entire deceleration energy recovery system of this vehicle will be explained with reference to Figures 1 and 2. 1 is the diesel engine or gasoline engine mounted on the vehicle, 3 is the transmission, and 3' is the multi-speed PTO output device ( 15 is a charge pump (gear pump), 16 is a pump motor,
28 is the first port of the pump motor 16, 29
is a second port of the pump/motor 16, 40 is a high pressure oil circuit extending from the first port 28 of the pump/motor 16 to the accumulator 41, 44 is a first solenoid valve provided in the high pressure oil circuit 40, and 46 is a high pressure oil circuit extending from the first port 28 of the pump/motor 16 to the accumulator 41. From the discharge side of the charge pump 15 to the low pressure oil circuit 4
2, a first pilot oil pressure supply circuit extending from the replenishment circuit 46 to the capacity control solenoid valve 30, and 48 a high pressure oil circuit between the first solenoid valve 44 and the accumulator 41. A second pilot oil pressure supply circuit extends from 40 to the replenishment circuit 46, 45 a second solenoid valve provided in the second pilot oil pressure supply circuit 48, and 49 from the oil reservoir tank 50 to the suction side of the charge pump 15. In the extended hydraulic circuit, 51 in FIG. 2 is an accelerator pedal, 52 is a stroke sensor (potentiometer) for the accelerator pedal 51, 53 is a brake pedal, 54 is a stroke sensor (potentiometer) for the brake pedal 53, 55 56 is an engine brake sensor, 56 is an exhaust brake sensor, 57 is a load sensor, 58 is a clutch connection/disconnection sensor, 59 is a clutch rotation speed sensor, 60 is a vehicle speed sensor, 61 is a discharge pressure sensor of the pump/motor 16, and 62 is a second sensor. 63 is the pressure sensor of the low pressure oil circuit 42, and 64 is the pump motor 16 of the high pressure oil circuit 40.
A side pressure sensor 65 is a pressure sensor on the side of the accumulator 41 of the high pressure oil circuit 40, 66 is an engine rotation speed sensor, and 67 is a control device (control unit), which synchronizes the detection signals obtained by each of the above-mentioned sensors 52, 54 to 66. A control signal obtained by inputting the control signal to the control device 67 and processing it by computer in the same control device 67 is sent to the fuel injection pump 67 (fuel injection pump with electronic governor in the case of a diesel engine, electronic fuel injection pump in the case of a gasoline engine). type or fuel injection pump with throttle valve controller)
actuator 68, transmission 3, multi-speed PTO output device 3', and pump motor 1
6 capacity control solenoid valve 30, first solenoid valve 44, and second
The signal is sent to a solenoid valve 45 to control these devices and devices. 71 is a control rack for fuel increase/decrease, 52 is an accelerator pedal 5
1 stroke sensor, which detects the stroke of the accelerator pedal 51 in conjunction with the accelerator pedal 51, and sends the detection signal _a1 obtained by the stroke sensor 52 to the control device 67. When the pump motor 16 operates as a motor (at the time of starting), the control signal _a2 obtained in
It is sent to the displacement control solenoid valve 30 of the pump/motor 16, and the swash plate of the pump/motor 16 (2
2) is controlled to an angle proportional to the stroke of the accelerator pedal 51, so that the ability of the pump motor 16 as a motor is maximized.

Next, the transmission 3 will be explained in detail with reference to FIGS. 3 to 9. 2 is a clutch attached to the engine 1, 3a is a transmission case, 19 is an input shaft of the transmission 3, The input shaft 19 is connected to the rotating shaft of the engine 1 via the clutch 2. 4 is the main shaft of the transmission 3, and the main shaft 4 is connected to the drive shaft 12 of the wheels. 5 is the countershaft of transmission 3, and 17 is the main shaft 4.
A plurality of transmission gears provided corresponding to transmission ratios, 18
is a plurality of speed change gears provided on the countershaft 5 corresponding to the speed change ratios, each of the same speed change gears 18 and 17
are in mesh with each other, and the rotation of the engine 1 is transmitted to the countershaft 5 via the clutch 2 and the input shaft 19.
The rotation of the countershaft 5 is transmitted to the main shaft 4 by changing the combination of the transmission gears 18 and 17, and the rotation of the main shaft 4 is transmitted to the drive shaft. 12 to the wheels.

Next, the multi-speed PTO output device 3' will be explained in detail with reference to FIGS. 3 to 9. 6 is a main shaft PTO gear loosely fitted on the output shaft side of the main shaft 4, and 10 is the counter shaft. Counter shaft loosely fitted to the output side end of 5
With the PTO gear, the same countershaft PTO gear 10
is meshed with the main shaft PTO gear 6 mentioned above. Further, 9 is a main shaft PTO gear synchronizer mounted on the output shaft side of the main shaft 4, 11 is a countershaft PTO gear synchronizer mounted on the output side end of the counter shaft 5, and 7 is the main shaft PTO gear 6.
8 is a PTO output shaft connected via a gear meshed with drive gear 7, 13 is a joint, 14 is an electromagnetic clutch, 15 is a charge pump (gear pump), and 16 is a pump coaxial with the charge pump 15.・With the motor, when the vehicle is running steadily,
As shown in FIG. 5, the clutch 2 is engaged, the main shaft PTO gear synchronizer 9 and the countershaft PTO gear synchronizer 11 are disengaged, and the counter is transmitted from the engine 1 through the clutch 2 and the input shaft 19 of the transmission. The rotation transmitted to the shaft 5 is transferred to the transmission gears 18, 17 →
When the vehicle is decelerating, the clutch 2 is disengaged and the main shaft PTO gear synchronizer 9 is engaged, so that the signal is transmitted from the main shaft 4 to the propeller shaft 12 to the wheels.
Mainshaft PTO gear 6 to mainshaft 4
, the countershaft PTO gear synchronizer 11 is disconnected, and the countershaft PTO
The gear 10 is freed from the countershaft 5, and the wheels are rotated via the propeller shaft 12 → main shaft PTO gear 6 → drive gear 7 → PTO output shaft 8 → joint 13 → electromagnetic clutch 14, and then the charge pump 15 and pump motor 16. to operate the pump motor 16 as a pump, and when the vehicle is stopped, as shown in FIG. 7, the clutch 2 is engaged to operate the main shaft.
The PTO gear synchronizer 9 is disengaged to free the main shaft PTO gear 6 relative to the main shaft 4, and the countershaft PTO gear synchronizer 11 is engaged.
Fix the PTO gear 10 to the countershaft 5,
The rotation transmitted from the engine 11 to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission is transferred to the countershaft PTO gear 10.
→Main shaft PTO gear 6→Drive gear 7→
PTO output shaft 8 → coupling 13 → electromagnetic clutch 14 to charge pump 15 and pump/motor 16
By transmitting the information to the engine and operating the pump/motor 16 as a pump, hydraulic pressure can be stored in the accumulator 41 where the hydraulic pressure is insufficient due to the output of the engine in the idling state.
Furthermore, when starting the vehicle, as shown in Fig. 8, the main shaft PTO is operated with clutch 2 disengaged.
The gear synchronizer 9 is disengaged to free the main shaft PTO gear 6 relative to the main shaft 4, and the countershaft synchronizer PTO gear synchronizer 11 is engaged.
Fix the PTO gear 10 to the countershaft 5,
The rotation of the pump motor 16, which operates as a motor, is controlled by the electromagnetic clutch 14 → coupling 13 → PTO output shaft 8.
→ Drive gear 7 → Main shaft PTO gear 6 → Counter shaft PTO gear 10 → Counter shaft 5 → Transmission gears 18, 17 → Transmitted to main shaft 4, and further transmits the rotation of main shaft 4 to the wheels via propeller shaft 12 When the vehicle accelerates, the clutch 2 is engaged and the main shaft PTO gear synchronizer 9 is engaged, as shown in FIG.
The PTO gear 6 is fixed to the main shaft 4, the countershaft PTO gear synchronizer 11 is disengaged, the countershaft PTO gear 10 is freed from the countershaft 5, and the engine 1
The rotation transmitted from the clutch 2 to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission is shifted in the usual manner by the multi-stage change gears 18 and 17 and transmitted to the main shaft 4, and the rotation of the main shaft 4 is is transmitted to the wheels via the propeller shaft 12, while the rotation of the pump/motor 16, which operates as a motor, is transmitted to the electromagnetic clutch 14 → coupling 13 → PTO output shaft 8 → drive gear 7 → main shaft PTO gear 6 → main shaft 4 → propeller shaft The signal is transmitted to the wheels via 12. This operation can also be used when starting the vehicle.

Next, the charge pump 15 and the pump/motor 16 will be explained in detail with reference to FIGS. It is connected to the joint 13 and the PTO output shaft 8 through it. In addition, a variable displacement axial piston type pump is used as the pump/motor 16.
A rotary shaft 21 of No. 6 is integrally connected to the rotary shaft 20 of the charge pump 15. Further, 22 is the swash plate of the pump/motor 16, 23 is the swash plate, 25 is the cylinder block engaged with the rotating shaft 21 via a spline, and 25a is the cylinder block 2.
5, a piston 24 is slidably fitted into the cylinder 25a, and 24a is a spherical end of the piston 24 engaged with the shoe 23;
6 is a valve plate, 27 is a casing, 28 is a first port, 29 is a second port, FIG.
30 in Figures 1, 12, and 13 is the pump motor 1.
6 is the capacity control solenoid valve, 31 is the same capacity control solenoid valve 3
0 is a spool, 32 is a piston for controlling the tilting angle of the swash plate 22, and 33 is a piston 32 for controlling the tilting angle.
a feedback mechanism that feeds back the movement of the spool 31 to the spool 31; a spring 34 that biases the tilting angle control piston 32 to a neutral position;
5 is a power supply connector that moves the spool 31 of the capacity control solenoid valve 30 in proportion to the control current value, and sends pilot hydraulic pressure to one side of the tilting angle control piston 32, while draining oil from the remaining one side, The tilt angle control piston 32 is moved to control the tilt angle of the swash plate 22, and the movement of the tilt angle control piston 32 is fed back to the displacement control solenoid valve 30 via a feedback mechanism 33.
The spool 31 is returned to the neutral position to maintain the tilting angle of the swash plate 22 at the controlled angle. 2
5 also rotates, and the piston 24 reciprocates within the cylinder 25 while sliding on the swash plate 22 via the shoe 23. In other words, the pump/motor 16 operates as a pump to pump the oil in the low pressure tank 43. Low pressure oil circuit 4
2→second port 29→, and the sucked oil is force-fed to the accumulator 41 via the first port 28→high pressure oil circuit 48. In addition, the pressure oil in the same accumulator 41 is transferred from the high pressure oil circuit 48 to the first
When feeding into the cylinder 25 through the port 28, the piston 24 reciprocates within the cylinder 25 using the same pressure oil, that is, the pump motor 16 operates as a motor to rotate the cylinder block 25 and the rotating shaft 21. It's becoming like that. Note that the tilt angle control mechanism of the swash plate 22 including the above-mentioned feedback mechanism is conventionally known, and detailed explanation thereof will be omitted.

Next, the first solenoid valve 44 is
This will be explained in detail with reference to the drawings. The first solenoid valve 44
is the poppet valve 8 shown in Figures 1 and 2 and the above figures.
0 and a logic valve 81. First, to explain the poppet valve 80, 82 is the main body, 8
3 is the solenoid, 84 is the valve assembly, 8
5 is a steel ball, 86 is a filter, 87 is a lever, 88
is the operating member of the same lever 87, 89 is the piston, 9
0 is the spring. Next, to explain the logic valve 81, 91 is a valve body, 92 is a valve seat, and 93 is the valve body 9.
1, the P port of the poppet valve 80 communicates with the accumulator 41 side of the high pressure oil circuit 40, and the A port of the poppet valve 80 communicates with the logic valve 8.
The T port of the poppet valve 80 communicates with the pressure chamber behind the valve body 91 of No. 1, and the T port of the poppet valve 80 communicates with the tank. When the solenoid 83 of the poppet valve 80 is demagnetized, the valve assembly 84 releases the steel ball 85 Press the poppet valve 80 against the left seat, and
The A port is communicated (see Figures 15 and 16), and the pressure oil from the accumulator 41 side of the high-pressure oil circuit 40 is sent to the pressure chamber behind the valve body 91 of the logic valve 81.
When the solenoid 83 of the poppet valve 80 is energized, the piston 89 is moved vertically downward and seated on the valve seat 92, and when the solenoid 83 of the poppet valve 80 is energized.
presses the steel ball 85 against the right seat and connects the A and T ports of the same poppet valve 80 (17th and 1st
8), drain the oil in the pressure chamber behind the valve body 91 of the logic valve 81 to a tank, move the valve body 91 vertically upward, separate it from the valve seat 92, and remove it from the middle of the high pressure oil circuit 40. It's starting to open.

A poppet valve 80 and a logic valve 81 are also used for the second solenoid valve 45. The second solenoid valve 45 has the same structure as the first solenoid valve 44, except that the P port of the poppet valve 80 communicates with the accumulator 41 side of the second pilot oil pressure supply circuit 48. ing. When the charge pump 15 is operating, the pressure oil generated by the charge pump 15 is transferred to the supply circuit 46→
Flows into the first pilot oil pressure supply circuit 47,
The charge pump 15 becomes inactive,
If the oil pressure in the supply circuit 46 decreases, the pressure sensor 6
The detection signal obtained in step 2 is sent to the control device 67, and the control signal _b3 obtained by the control device 67 is sent to the poppet valve 80 of the second solenoid valve 45.
The solenoid 81 is energized, the logic valve 81 is opened as described above, and the pressure oil in the accumulator 41 is transferred from the high pressure oil circuit 40 to the second pilot oil pressure supply circuit 4.
8→The oil pressure is sent to the first pilot oil pressure supply circuit 47 via the supply circuit 46. First,
The reason why a poppet valve 80 and a logic valve 81 are used for the two solenoid valves 44 and 45 is to prevent leakage of high-pressure oil near the accumulator 41 as much as possible, thereby preventing a drop in the accumulator oil pressure.

Next, the brake pedal 53 will be explained in detail with reference to FIG. 19. A is the position where the pedal force is zero, B is the deceleration energy recovery start position, C is the air pressure rise start position, D is the _final rotation position,゜ is the angle of the play range, 〓 ₂゜ is the deceleration energy recovery start angle, and when the brake pedal 53 is depressed by the angle of the play range〓 ゜₁゜ from position A where the depressing force is zero (during deceleration), the brake pedal 53 The detection signal b ₁ (see FIG. 2) obtained by the stroke sensor 54 is sent to the control device 67, and at this time, the control signal b ₂ obtained by the control device 67 is sent to the displacement control solenoid valve 30 of the pump motor 16. Swash plate 22 of the same pump motor 16
By controlling the tilt angle of the pump (see Fig. 10),
In order to maximize the function of the motor 16 as a pump, the control signal obtained by the control device 67 is sent to the poppet valve 80 of the first electromagnetic valve 44 to energize the solenoid 83, and as described above. The logic valve 81 is opened, and the pressure oil in the accumulator 41 is sent to the high pressure oil circuit 40 → first port 28 → pump/motor 16 → second port 29 → low pressure oil circuit 42 → low pressure tank 43, and the pump/motor 16 is The pressure sensor 6 operates as a motor, and when the oil pressure of the high pressure oil circuit 40 falls below a predetermined value,
The detection signal obtained in step 4 is sent to the control device 67, which cuts off the control signal to the first solenoid valve 44, demagnetizes the solenoid 83, closes the logic valve 81 as described above, and closes the accumulator. (Gas compression type especially bladder type accumulator) 41
In order to prevent damage caused by the rubber bladder of the poppet valve 80 colliding with the poppet valve 80, the low pressure oil circuit 4
When the oil pressure of No. 2 falls below a predetermined value, a detection signal obtained by the pressure sensor 63 is sent to the control device 67, and a control signal obtained by the control device 67 is sent to the displacement control solenoid valve 30 of the pump motor 16. In order to prevent cavitation in the low-pressure oil circuit 42 by reducing the tilt angle of the swash plate 22 of the pump motor 16 to zero and stopping the pump function of the pump motor 16, However, if the same brake pedal 53 is depressed together with the accelerator pedal 51, the rotation angle of the swash plate 22 is controlled to zero and the function of the pump motor 16 as a motor is stopped, or when the brake pedal is depressed. The angle of the motor 16 is controlled to operate as a pump.

(Function) Next, the function of the vehicle deceleration energy recovery device will be explained. As shown in FIG. 5, the clutch 2 is engaged, the main shaft PTO gear synchronizer 9 and the countershaft PTO gear synchronizer 11 are disengaged, or the main shaft
The PTO gear synchronizer 9 operates in contact, and the counter side is disconnected.
17 → Main shaft 4 → Propeller shaft 12
During driving, when the brake pedal 53 is depressed from position A, where the force is zero, by an angle within the play range (≓ ₁ °), the clutch 2 is disengaged by a control signal from the control device 67. , or in the contact state, main shaft PTO gear synchronizer 9 is operated in contact, and main shaft PTO gear 6
is fixed to the main shaft 4, and the countershaft
The PTO gear synchronizer 11 is disengaged, the countershaft PTO gear 10 is freed from the countershaft 5, and the rotation of the wheels is controlled from the propeller shaft 12 to the main shaft PTO gear 6 to the drive gear 7 to the PTO output shaft 8 to the joint 13. →It is transmitted to the charge pump 15 and pump/motor 16 via the electromagnetic clutch 14, and the pump/motor 16 is operated as a pump. At this time, the detection signal b ₁ (see FIG. 2) obtained by the stroke sensor 54 of the brake pedal 53 is sent to the control device 67, and the pressure oil generated by the pump/motor 16 is transferred to the first port 2.
8 → The oil is stored in the accumulator 41 via the high pressure oil circuit 40, and at this time, the control signal _b2 obtained by the control device 67 is sent to the capacity control solenoid valve 30 of the pump/motor 16, and the swash plate 22 of the pump/motor 16 is The tilting angle of the pump motor 16 is controlled to maximize the ability of the pump motor 16 as a pump.

Further, as shown in Fig. 7, when the vehicle is stopped, the clutch 2 is engaged and the main shaft PTO gear synchronizer 9 is disengaged.
The PTO gear 6 is made free with respect to the main shaft 4, the countershaft PTO gear synchronizer 11 is operated in contact, and the countershaft PTO gear 1 is
0 to the countershaft 5, and engine 1
The rotation transmitted to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission 3 is transferred from the countershaft PTO gear 10 to the main shaft PTO gear 6 to the drive gear 7 to the PTO output shaft 8 to the joint 13 to the electromagnetic clutch 14. is transmitted to the charge pump 15 and the pump/motor 16, and the pump/motor 16 is operated as a pump.
Hydraulic pressure can be stored in the accumulator from the engine. When the accelerator pedal 51 is depressed when the vehicle is stopped, a detection signal obtained by the stroke sensor 52 of the accelerator pedal 51 is sent to the control device 6.
7, and also sends the control signal obtained by the control device 67 to the poppet valve 80 of the first solenoid valve 44, energizes the solenoid 83, opens the logic valve 81, and converts the pressure oil in the accumulator 41 into high-pressure oil. circuit 4
0 → 1st port 28 → pump/motor 16 → 2nd
Port 28→low pressure oil circuit 42→low pressure tank 43, the same pump/motor 16 is operated as a motor, and its rotation is transferred to electromagnetic clutch 14→coupling 13→
PTO output shaft 8 → drive gear 7 → main shaft
PTO gear 6 → countershaft PTO gear 10 →
Counter shaft 5 → transmission gears 18, 17 → main shaft 4, and then the main shaft 4
The rotation of the vehicle is transmitted to the wheels via the propeller shaft 12 to start the vehicle. Or countershaft
16 → 14 → 13 → 8 → 7 → 6 → 4, with the PTO synchronizer as a disconnection and the main shaft synchronizer as a contact.
→It may be set to 12. When the vehicle accelerates after starting, the clutch 2 is engaged and the main shaft PTO gear synchronizer 9 is engaged, as shown in FIG. 9, in response to a control signal from the control device 67.
Countershaft PTO gear synchronizer 10
and countershaft PTO gear 10.
is made free with respect to the countershaft 5, and the rotation transmitted from the engine 1 to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission 3 is shifted in the usual manner by multi-stage transmission gears 18, 17. The rotation of the main shaft 4 is transmitted to the wheels via the propeller shaft 12, while the rotation of the pump motor 16, which operates as a motor, is transmitted to the electromagnetic clutch 1.
4 → Coupling 13 → PTO output shaft 8 → Drive gear 7 → Main shaft PTO gear 6 → Counter shaft
It is transmitted to the wheels via the PTO gear 10 → main shaft 4 → propeller shaft 12, and accelerates.

(Effects of the Invention) As described above, the present invention includes a main shaft connected to a countershaft driven through a clutch on the engine side and a wheel drive system, and a multi-stage system that transmits the rotation of the countershaft to the main shaft by changing the speed. A transmission having a tooth gear train mechanism, a countershaft PTO gear which is detachably attached to the countershaft via a countershaft PTO gear synchronizer and meshes with the countershaft PTO gear, and a mainshaft which is connected to the main shaft. A multi-stage variable speed PTO output device that has a main shaft PTO gear attached to a main shaft that can be disconnected and disconnected via a PTO gear synchronizer, and a PTO output shaft that is driven via a drive gear that meshes with the main shaft PTO gear. , a pump motor connected to the PTO output shaft, a high pressure oil circuit extending from the first port of the pump motor to the accumulator, and a low pressure oil circuit extending from the second port of the pump motor to the low pressure tank. This method eliminates the need for complex devices and equipment to recover deceleration energy and use it as starting energy, simplifying the structure and reducing fuel consumption by recovering deceleration energy and using it as starting energy. There is an effect that can be improved.

Although the present invention has been explained above with reference to examples, it goes without saying that
The present invention is not limited to such embodiments, and various design modifications may be made without departing from the spirit of the present invention. For example, in the embodiment described above, a variable displacement axial piston type pump is used as the pump/motor 16, but it may be replaced with another type. In addition, as shown in FIG.
may be connected to the low pressure circuit 42, and the other to the normal brake air circuit or air suspension air circuit (air tank 43' and air compressor 43'').Also, as shown in FIG. 43 may be installed on the roof of a vehicle such as a bus to reduce suction negative pressure and prevent cavitation.

[Brief explanation of the drawing]

Fig. 1 is a hydraulic circuit diagram showing an embodiment of the decompression energy recovery device for a vehicle according to the present invention, Fig. 2 is an explanatory diagram of its control system, and Fig. 3 is a diagram showing the transmission and multi-speed PTO output device. longitudinal side view,
Figures 4 to 9 are explanatory diagrams of their functions, Figure 10 is a longitudinal sectional side view of the charge pump and pump/motor, Figure 11 is a longitudinal sectional front view of the capacity control solenoid valve of the same pump/motor, and Figure 12 is its 13 is a hydraulic circuit diagram thereof; FIG. 14 is a partial vertical sectional side view of the poppet valve; FIGS. 15 and 16 are hydraulic circuit diagrams when the poppet valve and logic valve are closed;
Figures 7 and 18 are hydraulic circuit diagrams when the poppet valve and logic valve are opened, Figure 19 is an explanatory diagram of the operation of the brake pedal, and Figures 20 and 21 are explanatory diagrams showing other embodiments of the low pressure tank. be. DESCRIPTION OF SYMBOLS 1...Engine, 2...Clutch, 3...Transmission, 3'...Multi-stage variable speed PTO output device, 4...Main shaft, 5...Countershaft, 6...Main shaft PTO gear, 7 …
... Drive gear, 8 ... PTO output shaft, 9 ... Main shaft PTO gear synchronizer, 10 ... Counter shaft PTO gear, 11 ... Counter shaft PTO gear synchronizer, 12 ... Wheel drive system, 16 ... Pump motor , 17, 18...
...Multi-stage tooth train mechanism, 28...First port, 29
...Second port, 40...High pressure oil circuit, 41...
Accumulator, 42...Low pressure oil circuit, 43...
low pressure tank.

Claims (1)

[Claims] 1. A transmission having a countershaft driven via a clutch on the engine side, a mainshaft connected to a wheel drive system, and a multi-stage gear train mechanism that changes speed and transmits the rotation of the countershaft to the mainshaft. The countershaft is attached to the above countershaft so that it can be disconnected via the countershaft PTO gear synchronizer.
The main shaft meshes with the PTO gear and the same countershaft PTO gear and the main shaft above.
A multi-stage variable speed type that has a main shaft PTO gear that can be connected and disconnected via a PTO gear synchronizer, and a PTO output shaft that is driven via a drive gear meshed with the main shaft PTO gear.
A PTO output device, a pump motor connected to the PTO output shaft, a high pressure oil circuit extending from the first port of the pump motor to the accumulator, and a low pressure oil circuit extending from the second port of the pump motor to the low pressure tank. A vehicle deceleration energy recovery device characterized by comprising a circuit.