JPH0613004Y2 - Vehicle deceleration energy recovery device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a deceleration energy recovery device that utilizes deceleration energy of a vehicle as starting energy, and more particularly to clutch engagement control during starting acceleration.

2. Description of the Related Art Conventionally, a PTO that collects deceleration energy (inertial energy) during vehicle deceleration and accumulates pressure in an accumulator, and the accumulated energy stored in the accumulator operates auxiliary equipment such as a crane other than the vehicle drive system. (Power ta
ke off) The deceleration energy recovery device used for the output device was publicly known, but the deceleration energy recovery device used for the starting energy of the vehicle was not yet available.

Problems to be solved by the invention By the way, in the conventional deceleration energy recovery system for vehicles, the stored energy stored in the accumulator is transmitted to the PTO output system that operates auxiliary equipment other than the vehicle drive system, such as a crane. However, the energy stored in the accumulator cannot be used as the starting energy for starting the vehicle, which requires a complicated control operation.
Moreover, the structure of the PTO output device that operates auxiliary equipment such as a crane is also complicated, and it is difficult to use the device as it is for complicated control operations for starting the vehicle.
That is, deceleration energy (inertial energy) during vehicle deceleration
The stored energy stored in the accumulator after being collected is difficult to use as a starting energy generator when starting a vehicle, as it is with a conventional PTO output device that operates auxiliary equipment other than the vehicle drive system, such as a crane. It was

For example, when the deceleration energy recovery device of this kind is used so that the accumulated energy of the accumulator is used as the starting energy at the time of starting and is used as the acceleration energy at the time of starting, the vehicle is at a low speed, that is, the engine speed is predetermined. If the value is less than the value, the vehicle can be started only by the stored energy without relying on the driving energy of the engine, but since high output is required when the vehicle speed is accelerated above the predetermined value, the stored energy and the engine It is desirable to drive the vehicle with both drive energy. However, when the vehicle is switched from starting to acceleration and the drive of the vehicle is switched from the deceleration energy recovery device alone to the combined use of the engine and the deceleration energy recovery device, it is difficult to synchronize the engine speed and the vehicle speed. It caused a shock and was not able to accelerate smoothly, which adversely affected driving performance.

Therefore, the present invention was devised to solve the above-mentioned various problems, and the accumulated energy obtained by accumulating the deceleration energy during vehicle deceleration in the accumulator without complicating the structure to the left is The fuel consumption is improved by being used for start-up and start-up and acceleration energy at the time of subsequent acceleration, and moreover, smooth transition from start-up to subsequent acceleration of the vehicle can be achieved without impairing driving performance. It is an object of the present invention to provide a deceleration energy recovery device for a vehicle.

Means for Solving the Problems The present invention is to solve the above-mentioned problems, and is installed in a pipe line between an oil tank for storing hydraulic oil and an accumulator for accumulating hydraulic energy, and a vehicle. And a pump / motor connected to the drive system member of the vehicle and the braking energy is converted into hydraulic energy and accumulated in the accumulator at the time of braking, while the pump / motor is driven by the accumulated hydraulic energy at the time of starting to start the vehicle. In a deceleration energy recovery system for a vehicle equipped with a control device for controlling the operation of the pump / motor to be used as an engine, the actuation of an engine clutch interposed between the engine and the transmission for transmitting the engine output to the drive wheels. Engine clutch drive means for controlling the engine speed and engine rotation speed for detecting the engine speed A sensor,
The transmission further includes a gear speed sensor that detects a gear speed of the transmission and a vehicle speed sensor that detects a vehicle speed, and the control device starts only by the pump / motor after the engine clutch is disengaged, or only the engine or When accelerating with the pump / motor and the engine, an engine clutch drive for calculating the synchronous vehicle speed at the detection gear stage with respect to the detected engine speed and connecting the engine clutch when the detected vehicle speed is synchronized with the synchronous vehicle speed A deceleration energy recovery system for a vehicle, wherein the deceleration energy recovery system is configured to control the operation of the means.

Operation According to the above means, when the vehicle is started by the driving force of the pump / motor alone and then accelerated by the engine only or by the engine and the pump / motor, the synchronous vehicle speed at the detected gear speed with respect to the detected engine speed is calculated. Since the engine speed is controlled so that the engine clutch is engaged when the synchronized vehicle speed and the vehicle speed detected by the vehicle speed sensor are synchronized, a shock when the engine clutch is engaged is prevented and smooth acceleration is enabled.

Embodiment An embodiment of the vehicle deceleration energy recovery device of the present invention will be described below with reference to the drawings.

FIG. 1 shows the entire structure of a deceleration energy recovery system. Reference numeral 1 denotes a diesel engine mounted on a vehicle, for example, and the output shaft of the engine 1 is a clutch 2, a transmission 3, a drive shaft 12a, and a differential device 12b. Is connected to the wheel 12c via. The transmission 3 is provided on the transmission case 3a, the input shaft 19 connected to the output shaft of the engine 1 via the clutch 2, the main shaft 4, the counter shaft 5, and the main shaft 4 corresponding to the gear ratio. Multiple shift gears 17,
The counter shaft 5 is provided with a plurality of transmission gears 18 corresponding to the transmission ratio, and a multi-stage transmission PTO output device (power take-out device) 3'described later. The speed change gears 17, 18 corresponding to the selected speed ratio are meshed with each other, and the rotation of the engine 1 is speed-changed and transmitted to the wheels.

Next, the main shaft PTO gear 6 of the multi-speed PTO output device 3'is loosely fitted to the output side of the main shaft 4, and the counter shaft PTO gear 10 meshing with the main shaft PTO gear 6 is the counter. It is loosely fitted to the output side of the shaft 5. A main shaft PTO gear synchronizer 9 and a counter shaft PTO gear synchronizer 11 are mounted on the respective output sides of the main shaft 4 and the counter shaft 5. Furthermore, the main shaft PTO
The drive gear 7a meshing with the gear 6 is connected to the PTO via the gear 7b.
It is connected to the output shaft 8. These main shafts PTO
Gear 6, counter shaft PTO gear 10, main shaft P
The TO gear synchronizer 9, the counter shaft PTO gear synchronizer 11, the PTO output shaft 8 and the like constitute a multi-speed PTO output device 3 '.

The PTO output shaft 8 of the multi-speed PTO output device 3'is connected to a pump / motor 16 via a joint 13 and an electromagnetic clutch 14. A high pressure oil passage 40 is connected to a first port 28 of the pump / motor 16, and the high pressure oil passage 40 is connected to an accumulator 41 via a shutoff valve 44. The high pressure oil passage 40, the shutoff valve 44, and the accumulator 41 constitute a high pressure oil circuit. The second port 29 of the pump / motor 16 is connected to the low pressure oil passage 42, and the low pressure oil passage 42 is connected to the pressurized oil tank 43. The low pressure oil passage 42 and the pressurized oil tank 43 constitute a low pressure oil circuit. A pipe line 43a is connected to the pressurized oil tank 43, the pipe line 43a communicates with the air tank 45, and the pipe line 4a
A solenoid valve 46 for controlling pressurized air, a pressure reducing valve 47, and an air dryer 48 are arranged in this order from the side of the pressurized oil tank 43 in the middle of 3a.

The shutoff valve 44 is an electromagnetic pilot operated valve, and is composed of an electromagnetic switching valve 80 and a logic valve 81. Logic valve 81
Is provided behind the valve body 81a, a spring 81b for pressing the valve body 81a in a direction of closing the high pressure oil passage 40, and a spring 81b provided behind the valve body 81a.
It is composed of a pressure chamber 81c that houses b. The electromagnetic switching valve 80 is, for example, a poppet valve, and when it is off (when it is in the normal position in the drawing), the first pilot hydraulic pressure supply passage 82 branched from the high pressure oil passage 40 on the accumulator 41 side of the shutoff valve 44 is connected to the logic valve. Of the logic valve 81
To shut off the high-pressure oil passage 40, while turning on the first
The pilot hydraulic pressure supply passage 82 is cut off to connect the pressure chamber 81c to the drain tank 55. Shut-off valve 44 and pump / motor 16
A relief oil passage 49 branched from the high-pressure oil passage 40 extends to the pressurized oil tank 43, and a relief valve 50, a hydraulic motor 51, a cooler (radiator) 52 are provided in the relief oil passage 49 from the branch side.
Are arranged in this order. A fan 53 is attached to the output shaft of the hydraulic motor 51, and the fan 53 blows cooling air to the cooler 52.

Reference numeral 54 is a replenishment oil passage extending from the drain tank 55 to the high-pressure oil passage 40 and the low-pressure oil passage 42. The replenishment oil passage 54 includes two oil passages.
54a and 54b, one oil passage 54a is connected to the high pressure oil passage 40 between the branch point of the relief oil passage 49 and the pump / motor 16, and the other oil passage 54b is connected to the low pressure oil passage 42, respectively. . Each oil passage 5
Parallel circuits 56a and 56b each composed of a check valve and a relief valve are provided in the middle of 4a and 54b. The supply oil passage 54 includes a solenoid valve A and a relief valve from the branch point side of the oil passages 54a and 54b.
57, a filter 58, a solenoid valve B, an oil pump 59, and a filter 60 are arranged in this order. The solenoid valve A is a two-position switching valve, which shuts off the replenishment oil passage 54 when it is off (when it is in the normal position in the drawing) and connects it to the drain tank 55 via the oil passage 54d and the cooler 61. A known gear pump, for example, is used as the oil pump 59, and the oil pump 59 is constantly driven by the engine 1 or the electric motor to pump the hydraulic oil in the drain tank 55 to the replenishment oil passage 54. Solenoid valve B
Is also a two-position switching valve, and when it is off (when it is in the normal position in the figure), the replenishment oil passage 54 is shut off and the working oil sent from the oil pump 59 is circulated to the drain tank 55 via the oil passage 54c. . Also, the branch point of the oil passages 54a and 54b and the solenoid valve A
The relief oil passage 54 provided with a relief valve 62 in the supply oil passage 54 between
e is connected.

From the supply oil passage 54 between the relief valve 57 and the filter 58 to the second
The pilot hydraulic pressure supply passage 63 is branched, and the supply passage 63 is connected to the solenoid valve 30 that controls the capacity of the pump / motor 16. The details of the displacement control solenoid valve 30, the pump motor 16, and the piston 32 which is an actuator for driving the swash plate of the pump motor 16 will be described with reference to FIGS. 2 to 4 in addition to FIG. .

The capacity control solenoid valve 30 is a 4-port servo valve, and includes a spool 31 and a solenoid 35 provided at both ends of the spool 31.
a, 35b, and these solenoids 35a, 35b are connected to a drive circuit 36 via a power connector 35.
Is electrically connected to an electronic control unit (hereinafter referred to as "ECU") 64. The spool 31 moves according to the control current value of the solenoid drive (energization) signal from the drive circuit 36 supplied to the solenoids 35a and 35b, and when no drive signal is supplied to either of the solenoids 35a and 35b, the spool 31 Is in the neutral position shown. Pump / motor
A variable displacement axial piston type 16 is used, and a rotary shaft 21 of the pump / motor 16 is connected to the electromagnetic clutch 14. A cylinder 25a is bored in a cylinder block 25 that is spline-engaged with the rotary shaft 21, and a piston 24 is slidably fitted in the cylinder 25a. A shoe 23 is engaged with a spherical end 24a of the piston 24 protruding from the cylinder 25a, and when the rotary shaft 21 rotates, the cylinder block 25 also rotates together with the rotary shaft 21, and the piston 24 passes through the shoe 23. It reciprocates in the cylinder 25a while sliding on the swash plate 22. At this time, the pump / motor 16 operates as a pump or a motor depending on the tilt angle of the swash plate 22. A rod 32a fixed to a tilt angle control piston 32 is engaged with the swash plate 22, and springs 34, 34 urge the tilt angle control piston 32 to a neutral position. Between the tilt angle control piston 32 and the displacement control solenoid valve 30, the movement of the tilt angle control piston 32 is controlled by the spool 31 of the displacement control solenoid valve 30.
A feedback mechanism 33 is provided to feed back to. Reference numerals 27a and 27b in FIG. 2 denote a casing and an end block, respectively. The end block 27b is provided with the above-described first port 28 and second port 29, and the respective ports 28, 2
Reference numeral 9 communicates with the cylinder 25a through suction / discharge holes 26a, 26a of a valve plate 26 provided between the end block 27b and the cylinder block 25. When a drive signal is applied from the drive circuit 36 to one of the solenoids 35a and 35b of the capacity control solenoid valve 30, the spool 31 moves according to the drive signal value, and the pilot pressure oil from the pilot hydraulic pressure supply passage 63 tilts. A hydraulic chamber facing one hydraulic working surface of the turning angle control piston 32.
The pressure oil in the hydraulic chamber 32c (32b), which is sent to the other hydraulic action surface while being sent to the 32b (32c), is drained, which causes the tilt angle control piston 32 to move and the tilt angle of the swash plate 22 to change. Controlled.
Further, the movement of the tilt angle control piston 32 is transmitted to the spool 31 of the capacity control solenoid valve 30 via the feedback mechanism 33, whereby the spool 31 returns to the neutral position and the swash plate 22
The tilt angle of is controlled to the required angle value. When the pump / motor 16 operates as a pump by setting the tilt angle of the swash plate 22, the pump / motor 16 transfers the working oil in the pressurized oil tank 43 to the low-pressure oil passage 42, the second port 29, the first port 29, and the first port 29. The pressure is fed to the accumulator 41 through the port 28 and the high pressure oil passage 40. Further, when the pump / motor 16 operates as a motor, it is supplied to the pump / motor 16 along a route opposite to that when it operates as a high-pressure hydraulic oil pump stored in the accumulator 41, and the cylinder block 25 and Rotate shaft 21.

Since a tilt angle control mechanism for the swash plate 22 including the above feedback mechanism is conventionally known, a detailed description thereof will be omitted.

The pressurized air control solenoid valve 46, solenoid valves A and B arranged in the supply oil passage 54, and solenoid switching valve 80 are all ECU 64
Are electrically connected to and are supplied with drive signals D1 to D4 from the ECU 64, respectively. The output side of the ECU 64 has an engine clutch 2, an electromagnetic clutch 14, a main shaft and a counter shaft PTO.
It is electrically connected to each of the gear synchronizers 9 and 11, and the ECU 64 gives them a drive signal. The ECU 64 has a stroke sensor (potentiometer; this stroke sensor is hereinafter referred to as an “accelerator sensor”) 65 attached to an accelerator pedal (not shown), and a stroke sensor (potentiometer, which is attached to a brake pedal (not shown)). A stroke sensor is hereinafter referred to as a "brake sensor" 66, a clutch sensor 67 that outputs an off signal when a clutch pedal attached to a clutch pedal (not shown) is depressed, and a gear shift lever (not shown) is attached. A gear stage sensor 68 for detecting a selected gear stage of the transmission 3 and a main switch 78 for operating the deceleration energy recovery device are electrically connected to each other, and each detection signal is supplied to the ECU 64. A pressure sensor is installed in the high pressure oil passage 40 between the shutoff valve 44 and the accumulator 41.
69 is attached, and the pressure detection signal P is supplied from the pressure sensor 69 to the ECU 64. A level sensor 70 for detecting the oil level is attached to the drain tank 55.
70 detects whether the oil level of the drain tank 55 is a predetermined value or more and supplies a level detection signal L to the ECU 64. Sign
Reference numeral 77 is, for example, a charge switch attached to the driver's seat of the vehicle. When the driver desires to accumulate pressure in the accumulator 41, the charge switch 77 is turned on to give a charge command signal to the ECU 64. Furthermore, a tilt angle neutral position sensor 71 that detects whether the tilt angle control piston 32 is in a neutral position and supplies a tilt angle neutral position signal NP to the ECU 64,
The vehicle speed sensor 73 for detecting the vehicle speed from the rotational speed of the flywheel 72 fixed to the output side end of the main shaft 4 of the transmission 3, the engagement states of the main and counter shaft PTO gear synchronizers 9 and 11 are detected, Synchro detection sensors 74 and 75 for supplying sync feedback signals MSF and CSF to the ECU 64, respectively, and a neutral sensor for detecting the neutral state of the transmission 3.
76 are each electrically connected to the ECU 64.

The fuel injection pump 84 including the electronic governor 83 in the engine 1
The electronic governor 83 is electrically connected to the electronic governor control unit 86 and electronically controlled by the electronic governor control unit 86. Then, the electronic governor control unit 86 and the
The ECU 64 is electrically connected to each other, and from the ECU 64 to the electronic governor control unit 86, an accelerator signal (or a pseudo accelerator signal described later) based on the accelerator pedal depression amount detected by the accelerator sensor 65 described above and a later-described A charge request signal is supplied to the ECU 64 from the electronic governor control unit 86, for example, an engine speed signal Ne which detects the engine speed by a speed sensor 90 provided on the cam shaft of the electronic governor 83 is supplied. .

Reference numeral 87 is a warning light, and the ECU 64 turns on the warning light 87 when the hydraulic pressure in the accumulator 41 is below a predetermined pressure (for example, 250 Kgf / cm ² ) based on the pressure detection signal P input to the ECU 64. Give an alarm. Reference numeral 88 is a brake lamp (stoplight), and the ECU 64 turns on the brake lamp 88 when the above-mentioned brake sensor 66 detects a value in which the amount of depression of the brake pedal exceeds a predetermined value described later.

Next, the operation of the deceleration energy recovery system configured as described above will be described with reference to the flow chart of the program executed in the ECU 64 shown in FIGS. 5 to 11 and FIGS. 12 to 19. .

The ECU 64, based on the detection signals from the various sensors described above, uses the engine clutch 2, the main shaft and the counter shaft.
A drive signal is supplied to each of the PTO gear synchronizers 9 and 11 and the electromagnetic clutch 14, and a drive signal is supplied to each of the pressurized air control electromagnetic valve 46, the electromagnetic valves A and B, and the electromagnetic switching valve 80. The tilt angle control signal is supplied to 36, the drive signal is supplied to the solenoid valve 30 for capacity control, and the deceleration energy recovery device is operated as follows.

First, the ECU 64 executes step 100 of the main flow chart shown in FIG. 5 to determine whether or not the vehicle speed is 0 Km / h based on the vehicle speed signal V from the vehicle speed sensor 73, that is, whether or not the vehicle is stopped. Determine whether. When this answer is affirmative (Yes), the process directly proceeds to step 101, and the on / off state of the main switch 78 of the deceleration energy recovery device is determined. If the main switch 78 is in the OFF state, the ECU 64 outputs all the outputs to the deceleration energy recovery device, that is, the main and counter shafts PTO gear synchronizers 9 and 11, the electromagnetic clutch 14, the solenoid valve 46 for controlling the pressurized air, the solenoid valve A. No drive signals are supplied to the solenoid valves B and B, the electromagnetic switching valve 80, and the displacement control electromagnetic valve 30 (step 102), and step 100 is repeatedly executed until the main switch 78 is turned on in step 101.

When the ON state of the main switch 78 is detected, the step
104 is executed, the ECU 64 supplies the drive signal D1 to the pressurized air control solenoid valve 46 to open the pipeline 43a, and the high pressure air accumulated in the air tank 45 is regulated to a predetermined pressure by the pressure reducing valve 47. After that, it is led to the pressurized oil tank 43. This makes it possible to pressurize the hydraulic oil in the oil tank 43, prevent cavitation in the low-pressure oil passage 42, and install the oil tank on the roof of a vehicle such as a bus. It is not necessary to use it as a head tank.
Can be installed at any position. The deceleration energy recovery device is started only when the main switch 78 is turned on when the vehicle is stopped. When the deceleration energy recovery device is inoperative (when the main switch 78 is off), the solenoid valve 46 is turned on. It is deenergized (step 102) and switched to the normal position shown in FIG. 1. At this time, the pressurized air in the pressurized oil tank 43 is released to the atmosphere, so the oil tank 43
It is possible to reduce or reduce the amount of oil that leaks from each seal portion or the like of the hydraulic circuit from the to the accumulator 41 and flows back to the drain tank 55 to zero, and it is possible to minimize the capacity of the drain tank 55. In addition, the pressure reducing valve 4 disposed in the pipe line 43a
Reference numeral 7 regulates the high pressure air from the air tank 45 to a predetermined pressure to keep the air pressure in the pressurized oil tank 43 constant.

Next, the value of a flag f0, which will be described later, is set to 1 (step 105), and the routine proceeds to step 106, where it is determined whether the vehicle speed is equal to or higher than a predetermined value (for example, 65 km / h) based on the vehicle speed signal V from the vehicle speed sensor 73. Determine whether. Step 10 when the vehicle is stopped
Of course, in 6 it is judged that the vehicle speed is 65 km / h or less, but once the vehicle starts running, the vehicle speed is 65 km / h.
When it becomes / h or more, the flag f0 value is set to zero (step
107), the step 102 is executed to turn off all outputs from the ECU 64 to the deceleration energy recovery device, that is, stop the operation of the deceleration energy recovery device. This is a vehicle speed of 65
When the speed exceeds Km / h, the main and counter shaft PTO gear synchronizers 9 and 11 cannot operate synchronously, and moreover, the speed of the pump / motor 16 exceeds the allowable speed, so the vehicle speed is 65 Km / h or higher. When attempting to recover the deceleration energy, the service life of the pump / motor 16 is adversely affected, so the operation of the deceleration energy recovery device is forcibly stopped.

When the determination result of the vehicle speed in step 100 of the main flow chart is negative (No), that is, when the vehicle speed is 0 km / h or more, the process proceeds to step 103, and the determination of the flag f0 value is executed. Once the value of the flag f0 is set to 0 in step 107, the determination result of step 103 is always f0 = 0 until the vehicle is stopped, and in this case, step 102 is continuously executed. However, unless the vehicle speed becomes 65 km / h or more, the determination result of step 103 is f0 = 1, and in this case, step 101 is executed.

If it is determined in step 106 that the vehicle speed is 65 km / h or less, the process proceeds to step 110, where the solenoid valve A
The B control subroutine is executed. This subroutine sets the solenoid valves A and B in FIG. 1 to the operation modes shown in Table 1 according to the operating state of the vehicle.

First, at step 111 in FIG. 6, the ECU 64 determines whether the oil level in the drain tank 55 is equal to or higher than a predetermined value based on the level detection signal L from the level sensor 70 attached to the drain tank 55 in FIG. To determine. Drain tank 55
When the oil level of is equal to or higher than the predetermined value, the ECU 64 executes the oil replenishment mode control and sends the drive signal D to the solenoid valves A and B.
2 and D3 are output to turn on (energize) both of the solenoid valves A and B (steps 112 and 113). As a result,
The hydraulic oil discharged to the replenishment oil passage 54 by the pump 59 is replenished to the high pressure oil passage 40 (or the low pressure oil passage 42) via the opened solenoid valves A and B and the parallel circuit 56a (or 56b). Become. Accumulator 41 to pressurized oil tank 43 in FIG.
When the hydraulic oil supplied to the hydraulic circuit up to and leaks from the seal part of the hydraulic circuit and is returned to the drain tank 55,
Since the amount of oil in the drain tank 55 will increase accordingly, if the oil level in the drain tank 55 exceeds the predetermined value, the operating oil is supplied to the high-pressure oil passage 40 (or the low-pressure oil passage) by the excess amount.
42), the amount of oil in the hydraulic circuit of the accumulator 41 to the pressurized oil tank 43 can be constantly maintained at a constant value.

When it is determined in step 111 that the oil level in the drain tank 55 is not equal to or higher than the predetermined value, the process proceeds to step 114, and it is determined whether or not a charge request condition described later is satisfied. Here, the charge request condition is that the neutral state of the transmission 3 is detected by the neutral sensor 75 of FIG. 1, the pressure in the accumulator 41 is 250 Kgf / cm ² or less by the pressure detection signal P from the pressure sensor 69, and When the charge switch 77 provided in the driver's seat is in the ON state and all of these conditions are satisfied, the ECU 64 does not output the drive signal D2 to the solenoid valve A due to the tilt angle control mode. This is de-energized (OFF) (step 120) and solenoid valve B
Is supplied with a drive signal D3 to activate (turn on) it (step 121). As a result, the second pilot hydraulic pressure supply path 6
The hydraulic pressure in the replenishment oil passage 54 downstream of the relief valve 57, that is, the pilot hydraulic pressure adjusted to a predetermined pressure is generated in the valve 3, and this pilot hydraulic pressure is tilted via the capacity control solenoid valve 30. It is supplied to the angle control piston 32 and used for tilting angle control of the pump / motor 16. Pump 59 is engine 1
Alternatively, since it is constantly driven by the electromagnetic motor, when the tilt angle control of the pump / motor 16 should be started, the pilot pressure adjusted to the required pressure can be immediately supplied to the tilt angle control piston 32. it can. Since a part of the high-pressure hydraulic oil in the high-pressure oil passage 40 is not used as pilot oil but a pilot hydraulic pressure is provided by a separately provided pump 59, there is no loss of high-pressure hydraulic oil (accumulated energy). In addition to being controllable, it is not necessary to provide a high-pressure switching valve required for guiding the pilot hydraulic pressure from the high-pressure oil passage 40, which simplifies the structure of the hydraulic circuit.

When the charge request condition of step 114 is not satisfied, the routine proceeds to step 115, where it is determined based on the signal from the brake sensor 66 whether or not the brake pedal is depressed. When the depression amount of the brake pedal is larger than zero, the routine proceeds to step 116, where it is judged if the vehicle speed is larger than 0 km / h. When the vehicle speed is higher than 0 Km / h, that is, when the brake pedal is stepped on for a while and the vehicle is not stopped (at the time of vehicle deceleration), the above step 120 is performed.
And 121 to generate a pilot hydraulic pressure in the second pilot hydraulic pressure supply passage 63 to prepare for pump tilting control described later. Although the brake pedal is depressed, the vehicle speed is 0 km / h
In this case, the ECU 64 deactivates (turns off) both the solenoid valves A and B in the operation stop mode (steps 122 and 123). That is, when the pump / motor 16 does not need to function as a pump or a motor, the hydraulic oil sucked from the drain tank 55 by the pump 59 is returned to the drain tank 55 via the oil passage 54c. Therefore, the hydraulic oil is not pumped to the supply oil passage 54. Further, the hydraulic oil in the replenishment oil passage 54 passes through the deenergized solenoid valve A and the oil passage 54d, and the drain tank 5
Returned to 5. Thus, as described later, when the tilt angle control of the swash plate 22 of the pump / motor 16 is not performed, unnecessary hydraulic pressure is prevented from being generated in the second pilot hydraulic pressure supply passage 63.

When the amount of depression of the brake pedal is zero in step 115, the process proceeds to step 117, and the pressure in the accumulator 41 is a predetermined value (for example, 210 Kgf / cm ² ) or more based on the pressure detection signal P from the pressure sensor 69. Or not. The pressure inside the accumulator 41 is a predetermined value (210Kgf / cm ² )
In the following cases, it means that the deceleration energy is not sufficiently accumulated, in which case the steps 122 and 1
23 is executed to turn off both solenoid valves A and B. On the other hand, when the pressure in the accumulator 41 is equal to or higher than the predetermined value (210 Kgf / cm ² ), the routine proceeds to step 118, where the main and counter are based on the synchro feedback signals MSF and CSF of the synchro detection sensors 74 and 75 of FIG. The engagement states of the shaft PTO gear synchronizers 9 and 11 are determined. If it is determined in step 118 that the counter shaft PTO gear synchronizer 11 is in contact and the counter shaft PTO gear 10 is fixed to the count shaft 5, the deceleration energy recovery device causes the deceleration energy recovery device to perform later-described start control or pressure charging when the vehicle is stopped. This means the case where the control is executed, and in this case, the steps 120 and 121 are executed to generate the pilot oil pressure in the second pilot oil pressure supply passage 63.

When it is determined in step 118 that the main shaft PTO gear synchronizer 9 is in contact and the main shaft PTO gear 6 is fixed to the main shaft 4, the process proceeds to step 119, and based on the signal from the accelerator sensor 65 in FIG. , The accelerator pedal depression amount is 60% of the total depression amount.
It is determined whether or not the value is equal to or more than the value corresponding to%. When the depression amount of the accelerator pedal is equal to or greater than the value corresponding to 60%, it means that the deceleration energy recovery device executes the acceleration control described later. In this case, the steps 120 and 121 are executed to execute the second pilot hydraulic pressure. Pilot hydraulic pressure is generated in the supply passage 63.

In step 118, when both the main and counter shaft PTO gear synchronizers 9 and 11 are in the disconnecting operation (in the case of synchronizing open), the process proceeds to steps 122 and 123, and both the solenoid valves A and B are turned off.

Description will be returned to the main routine of FIG. Solenoid valve A / B
When the execution of the control subroutine is completed, the routine proceeds to step 130, and it is judged again whether the vehicle speed is 0 km / h, that is, whether the vehicle is stopped. When the vehicle is stopped, the value of a flag f2 described later is set to zero (step 131),
This also sets the value of the flag f1 described later to the value 1 (step 132), and proceeds to step 134. If the determination result in step 130 is negative (No), the process proceeds to step 133, the value of the flag f1 is determined, and the value of the flag f1 is determined in step 13
If the value 1 set in 2 is still held, the process proceeds to step 134.

In step 134, the selected gear stage of the transmission 3 is discriminated based on the signal from the gear stage sensor 68 of FIG. 1, and when the shift lever is in the reverse position, the routine proceeds to step 135, where the ECU 64 sends the electromagnetic clutch drive signal DCR. Since the electromagnetic clutch 14 is not output, the electromagnetic clutch 14 is disengaged and the engine clutch drive signal DEG is output in step 136 to operate the engine clutch 2 in close contact, and the routine proceeds to step 260. Therefore, the deceleration energy recovery device is deactivated when the shift lever is in the reverse position.

When it is determined in step 134 that the shift shift lever is in the neutral position, the value of the flag f2 is set to zero (step 137), and then in step 138, the on / off state of the charge switch 77 is determined. If the charge switch 77 is off, steps 135 and 136 are executed and the deceleration energy recovery system is deactivated. In step 138, the charge switch 7
When 7 is on, the routine proceeds to step 139, where it is judged based on the pressure detection signal P of the pressure sensor 69 whether or not the pressure in the accumulator 41 is below a predetermined pressure (for example, 250 Kgf / cm ² ). When the pressure in the accumulator 41 is equal to or higher than the predetermined pressure (250 Kgf / cm ² ), deceleration energy is sufficiently accumulated in the accumulator 41, and it is necessary to accumulate pressure in the accumulator 41 until the pressure charge control described below is executed. If it is determined that the deceleration energy recovery device is not operating, the deceleration energy recovery device is deactivated by executing steps 135 and 136. On the other hand, if it is determined in step 139 that the pressure in the accumulator 41 is equal to or lower than the predetermined pressure (250 Kgf / cm ² ), it means that all the charge request conditions described above are satisfied, and the process proceeds to step 140, where the ECU 64 determines the pressure. Execute the charge control subroutine.

FIG. 7 is a flowchart of the pressure charge control subroutine executed by the ECU 64. First, step 141
In step 1, the clutch sensor 67 shown in FIG. 1 is used to determine whether the driver depresses the clutch pedal to disconnect the engine clutch 2. When the driver disengages (turns off) the engine clutch 2, the routine proceeds to step 142, where E
The CU 64 outputs the pump tilt angle control signal output to the drive circuit 36 to 0.
The drive circuit 36 does not output a drive signal from the drive circuit 36 to any of the solenoids 30a and 30b of the solenoid valve 30 for controlling the capacity, and holds the spool 31 of the solenoid valve 30 for controlling the capacity at the neutral position shown in the drawing, and the electronic device described later. Turn off the charge request signal to the governor control unit 86 (step 14
3) Further, the supply of the electromagnetic clutch drive signal DCR is cut off, and the electromagnetic clutch 14 is disengaged (OFF) (step 14).
Four).

On the other hand, when the engine clutch 2 is ON (engaged state) in step 141, the process proceeds to step 145, and the ECU 64 sends the engine clutch drive signal DEG to the engine clutch 2.
Is temporarily stopped and the clutch 2 is disengaged, and then the supply of the synchronizing drive signal MSD to the main shaft PTO gear synchronizer 9 is also stopped to disengage the main shaft PTO gear synchronizer 9 (step 14).
6). Then, the ECU 64 determines whether or not the main shaft PTO gear synchronizer 9 has surely completed the disconnection operation by the synchro feedback signal MSF from the synchro detection sensor 74, until the disconnection operation of the main shaft PTO gear synchronizer 9 is completed. Wait (step 147). When the main shaft PTO gear synchronizer 9 completes the disconnection operation and the main shaft PTO gear 6 is released with respect to the main shaft 4, the routine proceeds to step 148, where the ECU 64 sends the counter shaft PTO gear synchronizer 11 a synchronizing drive signal CSD. Send it and make it actuate (turn on). Also in this case, the ECU 64 determines whether or not the counter shaft PTO gear synchronizer 11 has surely completed the contact operation by the synchro feedback signal CSF from the synchro detection sensor 75, and the contact operation of the counter shaft PTO gear synchronizer 11 is determined. Wait until completion (step 149).

Then, the contact operation (ON) of the counter shaft PTO gear synchronizer 11 is completed and the counter shaft PTO gear 10
When is fixed to the count shaft 5, the electromagnetic clutch drive signal DCR is supplied to the electromagnetic clutch 14 and the electromagnetic clutch 1
4 is turned on (ON) (step 150), then ECU
64 sends a charge request signal to the electronic governor control unit 86, and the electronic governor control unit
The fuel injection pump 84 is controlled by 86 to control the fuel supply amount to the engine 1 so as to increase the required amount (step 15).
1). This copes with an increase in the load on the engine 1 due to the operation of the pump / motor 16 described later in the pressure charge control.

Next, the ECU 64 restarts the supply of the engine clutch drive signal DEG to the engine clutch 2 and, after the engine clutch 2 is turned on (turned on) (step 152), the pump tilt with a predetermined positive voltage value is applied. A turning angle control signal is sent to the drive circuit 36, and the tilt angle of the swash plate 22 of the pump motor 16 is pumped.
The motor 16 is set to a value optimum for operating as a pump (step 153). Then, the process proceeds to step 154, the pressure in the accumulator 41 is discriminated, and if the pressure in the accumulator 41 is the predetermined value (250 Kgf / cm ² ) or less, the fifth
Return to step 140 in the figure. Therefore, this pressure charge control subroutine is repeatedly executed while the above charge request conditions are satisfied. Thus,
As indicated by the thick broken line in FIG. 16, the rotation transmitted from the engine 1 to the count shaft 5 via the clutch 2 and the input shaft 19 of the transmission is the counter shaft PTO.
Gear 10, main shaft PTO gear 6, drive gears 7a, 7
b, the PTO output shaft 8, the joint 13 and the electromagnetic clutch 14 are transmitted to the pump / motor 16, which operates as a pump at this time.
Stored in accumulator 41 via 40. When the driver turns on the charge request switch 77 provided in the driver's seat, the pressure charge control allows the engine output in the idling state to store the pressure oil in the accumulator 41 whose pressure oil amount has become insufficient. .

When it is determined in step 154 that the pressure in the accumulator 41 exceeds the predetermined pressure (250 Kgf / cm ² ), the deceleration energy recovery device is deactivated by executing steps 142 to 144, and The execution of the pressure charge control subroutine is completed.

Step 14 in FIG. 5 from the pressure charge control subroutine
Returning to 0, as a result of the pressure charge control, the routine proceeds to step 260, where it is again judged whether the pressure in the accumulator 41 is the predetermined pressure (250 Kgf / cm ² ) or less, and the accumulator is judged.
When the pressure in 41 is below the predetermined pressure, the warning light 87 of FIG. 1 is turned on as described above (step 261), and when it is above the predetermined pressure, the warning light 87 is turned off (step 262). This allows the driver to know the accumulated state of deceleration energy in the accumulator 41.

If it is determined in step 134 that the shift shift lever is in any position from the second speed to the fifth speed, the process proceeds to step 160 and the value of the flag f2 is determined. This flag f2 is for determining whether or not a start control subroutine to be described later has already been executed. When the vehicle is still in a stopped state, the value of the flag f2 remains the value 0 set in the step 131. Therefore, in such a case, the process proceeds to step 161, and it is determined whether or not the pressure in the accumulator 41 is equal to or lower than a predetermined pressure (250 Kgf / cm ² ). Based on this determination, the pressure in the accumulator 41 is the first predetermined pressure (250 Kgf / c
In the case of m ² ) or more, a value 1 is set to the flag f2 (step 162), and a start control subroutine described later is executed (step 170). Once the value of flag f2 is set to 1 in step 162, the ECU 64 executes the above-mentioned step 160.
According to this determination, steps 161 and 162 are skipped and the process directly proceeds to step 170 to execute the start control subroutine. That is, if the pressure in the accumulator 41 is equal to or higher than a predetermined pressure (250 Kgf / cm ² ) immediately before starting the vehicle, a start control subroutine described later is executed. Once this subroutine is executed, the provisional instruction, the pressure in the accumulator 41 is a predetermined pressure. (250Kgf
Even if it becomes less than / cm ² ), the subroutine will be continuously executed.

FIG. 8 shows a flow chart of the start control subroutine.

First, in step 171, the selected gear stage of the transmission 3 is discriminated based on the signal from the gear break sensor 68, and when the gear shift lever is in either one of the 4th speed and the 5th speed, the ECU 64 causes the engine clutch to move. Drive signal
Since DEG is not output, the clutch 2 is disengaged (step 172). That is, when the vehicle is started from the stopped state, if the starting gear is selected as the fourth speed or the fifth speed, it is difficult to start the vehicle.
Is deactivated, the deceleration energy recovery device is not operated, and the deceleration energy recovery device is left in the inoperative state to return to the main routine.

When it is determined in step 171 that the transmission 3 is in the 2nd speed position, the transmission vehicle speed Vo value described later is set to a vehicle speed that is in synchronization with the engine speed at the 2nd speed (step 173) and the transmission 3 is in the 3rd speed position. When the determination is made, the variable speed vehicle speed Vo value is set to a vehicle speed synchronized with the engine speed at the third speed (step 174), and the routine proceeds to step 175. Step 175
Then, the vehicle speed V detected based on the vehicle speed signal V from the vehicle speed sensor 73 is compared with the transmission vehicle speed Vo synchronized with the engine speed set in either of the steps 173 and 174. Whether the vehicle speed is driven by only the deceleration energy when the vehicle starts, or by the output of the engine 1 in addition to the deceleration energy (the latter is referred to as "acceleration control").
If the vehicle speed V is equal to or higher than the transmission vehicle speed Vo as a result of the comparison in step 175, step 187 is executed.
Then, a shift control subroutine described later, which is a pre-operation for executing acceleration control, is executed.

When the vehicle speed V is less than or equal to the variable speed vehicle Vo in step 175, the process proceeds to step 176, and the ECU 64 sets the engine clutch 2
After stopping the supply of the engine clutch drive signal DEG to the clutch 2 to disengage the clutch 2, the supply of the synchronizer drive signal MSD to the main shaft PTO gear synchronizer 9 is also stopped to disengage the main shaft PTO gear synchronizer 9. Turn it off (step 177). And ECU 64
Determines whether or not the main shaft PTO gear synchronizer 9 has surely completed the disconnection operation by the synchro feedback signal MSF from the synchro detection sensor 74, and waits until the disconnection operation of the main shaft PTO gear synchronizer 9 is completed (step 178). When the main shaft PTO gear synchronizer 9 disconnection operation is completed and the main shaft PTO gear 6 is disengaged from the main shaft 4, step
Proceeding to 179, the ECU 64 sends the synchronizing drive signal CSD to the counter shaft PTO gear synchronizer 11 to make it actuate (ON). Also in this case, the ECU 64 determines whether or not the counter shaft PTO gear synchronizer 11 has surely completed the contact operation by the synchro feedback signal CSF from the synchro detection sensor 75, and the contact operation of the counter shaft PTO gear synchronizer 11 is completed. Wait until step (step 180).

Then, the contact operation (ON) of the counter shaft PTO gear synchronizer 11 is completed and the counter shaft PTO gear 10
When is fixed to the counter shaft 5, the routine proceeds to step 181, where it is determined based on a signal from the accelerator sensor 65 whether or not the depression amount of the accelerator pedal is larger than zero. If it is determined that the accelerator pedal depression amount is greater than zero, it means that the vehicle is in a starting state, and if so, step 18
Proceed to step 8 to execute the motor tilt control subroutine.

FIG. 9 shows a flowchart of the motor displacement control subroutine. First, at step 221, the accumulator 41
It is determined whether or not the internal pressure has decreased below a ^second predetermined pressure (for example, 210 Kgf / cm ² ). When the pressure in the accumulator 41 decreases below the ^second predetermined pressure (210 Kgf / cm ² ), the working pressure oil drives the pump / motor 16 to generate sufficient driving force to start and accelerate the vehicle. Can not be. In this case, the routine proceeds to step 222, and the above-mentioned shift control is executed. When it is determined in step 221 that the pressure in the accumulator 41 is equal to or higher than the ^second predetermined pressure (210 Kgf / cm ² ), the process proceeds to step 223, and the ECU 64 sends a motor tilt angle control signal to the drive circuit 36. Output. still,
The second predetermined value, which is the determination value in step 221, may be set to different values depending on whether the pressure changes in the increasing direction or the decreasing direction to stabilize the control.

The output value of the motor tilt angle control signal is set based on the detection signals from the accelerator sensor 65 and the synch detection sensors 74 and 75 shown in FIG. FIG. 12 is a graph showing an example of the relationship between the output value of the motor tilt angle control signal output from the ECU 64 and the depression amount (accelerator opening) of the accelerator pedal, in which the counter shaft PTO gear synchronizer 11 is in contact operation. At this time, the motor tilt angle control signal value is the first predetermined value (eg 40
%), The output value gradually decreases from zero as the opening value increases, and the accelerator opening becomes 10%.
Negative predetermined value V _M that gives the maximum motor displacement when 0% _(e.g., a predetermined value between -3V-5V) is set to be. When the main shaft PTO gear synchronizer 9 is in the contact operation, from the time when the accelerator opening is a second predetermined value (for example, 60%) larger than the first predetermined value along the straight line shown by the broken line in FIG. gradually from zero in the negative direction decreases the output value is set such accelerator opening degree reaches the predetermined negative value V _M when 100% according to the opening value is increased.

When the drive circuit 36 gives a required drive signal to either one of the two solenoids 35a, 35b of the capacity control solenoid valve 30 in accordance with the supplied motor tilt angle control signal value, the capacity control solenoid valve 30 is moved to the first position. The pilot oil pressure generated in the second pilot oil pressure supply passage 63 is sent to the piston 32 to displace the piston 30, so that the tilt angle of the swash plate of the pump / motor 16 is the optimum value for the motor operation at the start. Controlled by.

Next, in step 224, the sync detection sensors 74, 75
The engagement states of the main and counter shaft PTO gear synchronizers 9 and 11 are discriminated based on the respective synchro feedback signals MSF and CSF. If the motor displacement control is executed in the starting control shown in FIG.
It should be determined in step 4 that the counter shaft PTO gear synchronizer 11 is in contact, and in such a case the ECU 64 supplies a pseudo accelerator signal to the electronic governor control unit 86, which the driver steps on. Fuel injection pump 84 regardless of the accelerator pedal depression amount
Then, the engine is controlled to inject and supply to the engine 1 the amount of fuel necessary for the engine to maintain the idle state. Then, the process proceeds to step 226, and it is determined whether or not the accelerator pedal depression amount is equal to or more than the first predetermined value (40%). The first predetermined value, which is the determination value, is also set to a different value depending on whether the accelerator pedal depression amount changes in the increasing direction or the decreasing direction in order to stabilize the control, and has a hysteresis characteristic. You may allow it. As a result of the determination in step 226, when the accelerator pedal depression amount is equal to or greater than the first predetermined value, the ECU 64 supplies the electromagnetic clutch drive signal DCR to the electromagnetic clutch 14 to make the contact operation (ON) (step 22).
7) Then, the drive signal D4 is applied to the electromagnetic switching valve (poppet valve) 80 of the shutoff valve 44 to energize it, and the logic valve 81 is opened (step 228). Thus, the high-pressure hydraulic oil stored in the accumulator 41 is guided to and drives the pump / motor 16, and the rotation of the pump / motor 16 operating as a motor is controlled by the electromagnetic clutch as shown by the thick broken line in FIG. 1
4, the joint 13, the PTO output shaft 8, the drive gears 7b, 7a, the main shaft PTO gear 6, the counter shaft PTO gear 10, the counter shaft 5, the transmission gears 18, 17 and the main shaft 4, and further the rotation of the main shaft 4. Is a propeller shaft
It is transmitted to the wheels 12c and 12c via 12a and the differential device 12b.
The hydraulic oil that drives the pump / motor 16 is the second port 2
9. Returned to the pressurized oil tank 43 via the low pressure oil passage 42.

As described above, in the start control when the deceleration energy is sufficiently stored in the accumulator 41, the vehicle is driven only by the driving force from the pump / motor 16, and the rotation of the pump / motor 16 is prevented. Through the transmission gears 17 and 18 which are interposed between the main shaft 4 and the counter shaft 5 of the transmission 3, the gears are changed at the gear ratio of the gear stage selected according to the load state (load) of the vehicle and the wheels 12c, Since it is transmitted to 12c, optimum starting performance is obtained.

When it is determined in step 226 that the accelerator pedal depression amount is less than or equal to the first predetermined value (40%), for example, when the vehicle is started, the accelerator pedal depression amount is insufficient. In the case of returning the accelerator pedal during starting acceleration, the routine proceeds to step 229, where the piston 32 is in the neutral position, that is, the pump, based on the tilt angle neutral position signal NP from the tilt angle neutral position sensor 71 of FIG. It is determined whether the tilt angle of the swash plate 22 of the motor 16 is zero. If the accelerator pedal depression amount is less than the first predetermined value (40%),
As shown in FIG. 12, the tilt angle control signal output value output from the ECU 64 to the drive circuit 36 is set to zero. There is no problem if the accelerator pedal depression amount is originally below the first predetermined value (40%), but if the accelerator pedal is released and falls below the first predetermined value, there is a response delay in the hydraulic circuit. So ECU 64
The tilt angle of the swash plate 22 of the pump / motor 16 does not become zero immediately because the output value of the tilt angle control signal from 0 becomes zero. Although the tilt angle does not become zero, the electromagnetic clutch 14 is disengaged (OFF) and the high-pressure oil circuit 40 is disconnected (poppet valve 80
If it is turned off, vibration and noise accompanying this will occur in the hydraulic circuit, which is not preferable. Therefore, when it is determined in step 229 that the tilt angle is not yet zero (step
If the determination result of 229 is negative (No)), step 2 described later
Without executing 30,231, return to step 188 of FIG. 8 and thus to step 170 of FIG. Then, in step 229, it is confirmed that the tilt angle has been returned to zero (step 229
If the determination result of is positive (Yes)), the routine proceeds to step 230, the electromagnetic clutch 14 is disengaged, and the solenoid directional control valve (poppet valve) 80 of the shutoff valve 44 is deenergized (off) in step 231 to turn off the logic valve. 81 is closed and the deceleration energy recovery device is deactivated.

When it is determined in step 181 in FIG. 8 that the accelerator pedal depression amount is zero, for example, when the vehicle is in a state immediately before starting, or when the accelerator pedal is completely returned during starting acceleration, The ECU 64 sets the output value of the motor tilt angle control signal to the drive circuit 36 to zero and
The tilt angle of the swash plate 22 of the motor 16 is returned to zero (step 18
2). Then, after confirming that the tilt angle of the swash plate 22 has become zero (step 183), the electromagnetic switching valve (poppet valve) 80 of the shutoff valve 44 is deenergized (OFF) and the logic valve 81 is closed. Then, the high pressure oil passage 40 is shut off (step 184). Then, it is determined whether or not the depression amount of the brake pedal is zero based on the signal from the brake sensor 64 of FIG. 1 (185).
If the amount of depression of the brake pedal is zero, the electromagnetic clutch 14 is disengaged (turned off) to stop the operation of the deceleration energy recovery device (step 186), and the process returns to the main routine of FIG.

If the accelerator pedal is released and the brake pedal is depressed while the vehicle is accelerating when the vehicle speed V is still not equal to the transmission vehicle speed Vo, the process proceeds to step 189 as a result of the determination in step 185, and pump tilt control described later is executed. Even in such a case, the deceleration energy of the vehicle is recovered.

When the vehicle speed V exceeds the transmission vehicle speed Vo during start acceleration (step 187 executed by the determination of step 175 in FIG. 8),
And when the pressure in the accumulator 41 at the start of starting is less than or equal to the first predetermined pressure (250 Kgf / cm ² ) (step 161 in FIG. 5).
In the step 190) which is executed according to the determination, the above-mentioned shift control is executed, and the vehicle is driven by the engine 1 in addition to the driving force from the pump / motor 16 by the acceleration control which is executed subsequent to this shift control. It will also be driven by force.

FIG. 10 shows a flowchart of the shift control subroutine. First, at step 191, the ECU 64 sets the output value of the motor tilt angle control signal to the drive circuit 36 to zero and sets the swash plate 22.
The tilt angle of is returned to zero. Next, the ECU 64 outputs the engine clutch drive signal DEG to operate the engine clutch 2 (step 192), and thereafter, for a predetermined time (for example, 0.1
Seconds), that is, after completion of the contact operation of the engine clutch 2 (step 193), a true accelerator signal from the accelerator sensor 65 is supplied to the electronic governor control unit 86 (step 194). The electronic governor control unit 86 receives the pseudo accelerator signal from the ECU 64 in the start control (step 225 of the motor displacement control subroutine executed in step 188 of FIG. 8) and puts the engine 1 into the idle state in the fuel injection pump 84. The engine 1 was injecting and supplying the amount of fuel required to hold it,
When the true accelerator signal is received from the ECU 64, the fuel amount corresponding to the depression amount of the accelerator pedal is injected and supplied to the engine 1. The ECU 64 gives a true accelerator signal to the electronic governor control unit 86 after waiting for the completion of the engagement operation of the engine clutch 2 in order to prevent the so-called upstroke of the engine 1.

Then, in step 195, the swash plate 2 of the pump / motor 16 is
After waiting until the tilt angle of 2 becomes zero, the electromagnetic switching valve (poppet valve) 80 of the shutoff valve 44 is deenergized (OFF) and the logic valve 81
Is closed (step 196), the electromagnetic clutch 14 is disengaged (OFF) (step 197), and the operation of the deceleration energy recovery device is temporarily stopped. Then, in steps 198 to 201, the counter shaft PTO gear synchronizer 11 that is in contact operation is deactivated, while the main shaft PTO gear synchronizer 9 is switched to contact operation. More specifically, in step 198, the ECU 64 stops the supply of the synchronizing drive signal CSD to the counter shaft PTO gear synchronizer 11 and causes the counter shaft PTO gear synchronizer 11 to be disconnected (OFF) (step 198).
Then, the ECU 64 determines whether or not the counter shaft PTO gear synchronizer 11 has surely completed the disconnection operation based on the synchronization feedback signal CSF from the synchronization detection sensor 75, until the disconnection operation of the counter shaft PTO gear synchronizer 11 is completed. Wait (step 199). When the disconnection operation of the counter shaft PTO gear synchronizer 11 is completed and the counter shaft PTO gear 10 is released with respect to the counter shaft 5, the routine proceeds to step 200, where the ECU 64 sends the synchronizing drive signal MSD to the main shaft PTO gear synchronizer 9. Contact it (turn it on). Also in this case, the ECU 64 determines whether or not the main shaft PTO gear synchronizer 9 has surely completed the contact operation.
Determined by the synchro feedback signal MSF from
Wait until the contact operation of the main shaft PTO gear synchronizer 9 is completed (step 201). Next, when the contact operation (ON) of the main shaft PTO gear synchronizer 9 is completed and the main shaft PTO gear 6 is fixed to the main shaft 4, the routine proceeds to step 202, where the above-mentioned flag f1 is set to a value 0 and the fifth flag is set. Return to the main routine in the figure.

When the shift control subroutine is executed, the driving force of the engine 1 is transmitted to the wheels 12c, 12c via the route of the thick solid line shown in FIG. 18, and the driving force of the pump / motor 16 is changed to the wheels 12c, 12c.
The path indicated by the thick broken line in FIG. 18 is transmitted to 12c. More specifically, the counter shaft 5 is passed from the engine 1 through the clutch 2 and the input shaft 19 of the transmission 3.
The rotation transmitted to the main shaft 4 is transmitted to the main shaft 4 after being normally shifted by the multi-stage transmission gears 18 and 17, and the rotation of the main shaft 4 is transmitted to the wheels 12c and 12c via the propeller shaft 12a and the differential device 12b. On the other hand, the pump / motor 16 operating as a motor is connected to the electromagnetic clutch 14, the joint 1
3, PTO output shaft 8, drive gears 7b and 7a, main shaft PTO gear 6, main shaft 4, propeller shaft 12a, and differential device 12b are connected to wheels 12c and 12c. As a result, in the main routine of FIG. 5, the determination result of step 130 is negative (No), that is, the vehicle speed is not 0 km / h, and the flag f1 value is determined to be zero in step 133, and the routine proceeds to step 210. It will be. If the shift control is executed even once after the vehicle has started, the value of the flag f1 is kept at 0 until the vehicle stops.
The steps after 210 are executed each time the main routine is executed.

In step 210, the ECU 64 supplies the electronic governor control unit 86 with a true accelerator signal from the accelerator sensor 65. This enables the electronic governor control unit
The fuel injection pump 84 causes the fuel injection pump 84 to inject and supply the fuel amount corresponding to the depression amount of the accelerator pedal to the engine 1. Next, it is judged whether or not the depression amount of the accelerator pedal is zero (step 211). If it is not zero, the engine clutch 2 is brought into contact operation (step 214), and the motor tilt control subroutine of step 220 is executed.

The motor displacement control subroutine of FIG. 9 is executed again,
After confirming in step 221 that the pressure in the accumulator 41 is equal to or higher than the ^second predetermined pressure (210 kgf / cm ² ), the process proceeds to step 223, where the ECU 64 determines the accelerator pedal depression amount (accelerator opening degree). Accordingly, the output value of the motor tilt angle control signal is set and supplied to the drive circuit 36. At this time, since the main shaft PTO gear synchronizer 9 is in contact operation (ON) by executing the shift control subroutine as described above, the output value of the motor tilt angle control signal is the 12th.
It is set along the broken line shown in the figure. As is apparent from FIG. 12, the motor tilt angle control signal output value in acceleration control,
That is, the tilt angle of the swash plate 22 of the pump / motor 16 is set to a value smaller than that during start control for the same accelerator opening, so the motor capacity of the pump / motor 16 is set to a small value. Therefore, the load on the pump / motor 16 is reduced. As a result, from the pump / motor 16 to the wheels 12c,
The transmission path of the driving force to 12c is the path from the counter shaft 5 shown in FIG. 17 to the main shaft, that is,
Even when the path in which the rotation of the pump / motor 16 is changed and transmitted by the speed change gears 17 and 18 is switched to the path in which the rotation is directly transmitted to the main shaft 5 shown in FIG. 18, a sudden torque fluctuation or vibration may occur. It is possible to smoothly carry out the switching.

Next, at step 224, if the contact operation of the main shaft PTO gear synchronizer 9 is determined, step 23
In step 2, it is determined whether the accelerator pedal depression amount (accelerator opening) is equal to or greater than the second predetermined value (60%). still,
The second predetermined value, which is the determination value, is also set to a different value depending on whether the accelerator pedal depression amount changes in the increasing direction or the decreasing direction in order to stabilize the control so that the hysteresis characteristic is provided. May be. If the depression amount of the accelerator pedal is equal to or larger than the second predetermined value, the process proceeds to step 233,
At step 234, the electromagnetic switching valve (poppet valve) 80 of the shutoff valve 44 is energized and the logic valve 81 is opened. This enables pumps and motors
The rotation of 16 passes through the path of the thick broken line shown in FIG.
Thus, the vehicle is driven by the driving force of both the engine 1 and the pump / motor 16.

If it is determined in step 232 that the accelerator pedal depression amount is less than or equal to the second predetermined value (60%), the process proceeds to step 229. At this time, since the motor tilt angle control signal output value is set to zero in step 223 (broken line in FIG. 12), the tilt angle of the swash plate 22 of the pump / motor 16 changes to zero. As described above, the deceleration energy recovery device is operated by waiting for the tilt angle of the swash plate 22 to become zero, disengaging the electromagnetic clutch 14 and deactivating (turning off) the electromagnetic switching valve (poppet valve) 80 of the shutoff valve 44. Are deactivated (steps 229 to 231). Therefore, in such a case, the vehicle is driven only by the driving force of the engine 1 (Fig. 14).

Further, during the execution of the motor displacement control, the energy accumulated in the accumulator 41 is consumed and the pressure becomes the second predetermined pressure (210 k).
Even if it is reduced to gf / cm ² ) or less, the shift control is repeatedly executed (step 222 in FIG. 9), and in this case, the vehicle is driven only by the driving force of the engine 1. Become.

Next, when the vehicle is in a steady running state, the accelerator pedal is depressed by a required amount, and in such a case as well,
After the determination of step 211 in the figure, the routine proceeds to step 220, where the motor displacement control subroutine is executed. However, when the vehicle is in a steady running state, the ECU 64 deactivates both the main and counter shaft PTO gear synchronizers 9 and 11 (synchro open), and step 22 in FIG.
According to the determination of 4, step 235 is executed. This step
In 235, the ECU 64 sets the output value of the motor tilt angle control signal to the drive circuit 36 to zero and sets the swash plate of the pump / motor 16
Return the tilt angle of 22 to zero. Then, the above steps 229 to 2
Similar to step 31, it is determined whether the tilt angle of the swash plate 22 has become zero, and if the tilt angle is not zero yet, steps 237 and 2 to be described later.
Skip 38 and return to the main routine. When the tilt angle becomes zero, the electromagnetic clutch 14 is disengaged and the electromagnetic switching valve (poppet valve) 81 of the shutoff valve 44 is deenergized to deactivate the deceleration energy recovery device (steps 237 and 238). Therefore, when the vehicle is in a steady running state, the vehicle is driven only by the driving force of the engine 1 (Fig. 14).

Further, when the vehicle changes from the steady running state to the state in which the accelerator pedal is simply returned to the position of zero depression amount, it is determined in step 212 of FIG. 5 that the depression amount of the brake pedal is zero, and then the process proceeds to step 213. Then, the electromagnetic clutch 14 is disengaged (turned off). Therefore, even in such a case, the vehicle is driven only by the driving force of the engine 1.

However, when the brake pedal is depressed and the vehicle enters the deceleration state, for example, when the brake is depressed from the steady running state (step 240 after the determination in step 212 in FIG. 5).
Or when the brake is depressed during start acceleration (when step 189 proceeds after the determination of step 185 in FIG. 8), the pump displacement control is executed and the deceleration energy is set as follows. Pressure is accumulated in 41.

FIG. 11 shows a flow chart of a pump displacement control subroutine. First, in step 241, the ECU 64 makes the electromagnetic clutch 14 in a contact operation state, and the drive circuit 36 receives a brake pedal based on a signal from the brake sensor 66 shown in FIG. A pump tilting angle control signal is output according to the depression amount of (step 24
2). FIG. 13 is a graph showing an example of the relationship between the pump tilt angle control signal output value output by the ECU 64 and the brake pedal depression amount, and when the brake pedal is depressed, that is, when the depression amount is zero or more, The output value increases linearly according to the depression amount, and the depression amount is the first predetermined value of the total depression amount (for example, 30
%), The output value becomes a positive predetermined maximum value Vp (for example, +3).
It is set to a predetermined value between V and + 5V). Therefore, when the depression amount of the brake pedal exceeds the first predetermined value (30%), the pump capacity becomes maximum value (constant) thereafter, that is, the deceleration energy is supplied at a relatively early stage of the depression of the brake pedal. The tilt angle of the pump / motor 16 is controlled so that it can be stored in the accumulator 41 at the maximum rate.

Next, the ECU 64 detects the vehicle speed based on the vehicle speed signal V from the vehicle speed sensor 73 (step 243) and also detects the selected gear stage of the transmission 3 based on the signal from the gear stage sensor 68 (step 244). ). And ECU 6
4 calculates the synchronous engine speed No of the engine clutch 2 from the detected vehicle speed and gear position, stores this (step 245), and proceeds to step 246.

In step 246, it is determined whether or not the depression amount of the brake pedal is equal to or greater than a second predetermined value (for example, 10% of the total depression amount). This second predetermined value is set to a value slightly smaller than the amount of play of the brake pedal. When it is determined that the amount of depression of the brake pedal is the second predetermined value (10%) or more,
The ECU 64 turns on (turns on) the brake lamp (stop lamp) 88 (step 256), and proceeds to step 257.
The selected gear stage of the transmission 3 is detected. If the selected gear is in neutral, the engine clutch 2 is kept in contact (step 258) and the process returns to the main routine. In the case of a gear other than neutral, the engine clutch 2 is disengaged. (Step 255), and returns to the main routine. As a result, the rotation of the wheels 12c, 12c, regardless of the gear position, is as shown in FIG. 15, the propeller shaft 12a, the main shaft PTO gear 6, the drive gears 7a, 7b, the PTO output shaft 8,
It is transmitted to the pump / motor 16 via the joint 13 and the electromagnetic clutch 14, and drives the pump / motor 16 which operates as a pump. The pressure oil generated by the pump / motor 16 is the first port 2
8. It is stored in the accumulator 41 through the high pressure oil passage 40.
At this time, since the power transmission path from the wheels 12c, 12c to the engine 1 is cut off, substantially all of the deceleration energy is used to drive the pump / motor 16.

If it is determined that the amount of depression of the brake pedal is less than the second predetermined value (10%) (step 246), the process proceeds to step 247, where the ECU 64 turns off the brake lamp 88 (off) and then the electronic governor control engine. The engine speed detection value Ne supplied from the unit 86 is compared with the synchronous engine speed No obtained in the step 245 (step 248). As a result, when the engine speed detection value Ne is larger than the synchronous engine speed No, the routine proceeds to step 255, the engine clutch 2 is disengaged, and the routine returns to the main routine. In this way, the depression amount of the brake pedal is the second predetermined value (10%)
Even if it is smaller, when the engine speed Ne is higher than the synchronous engine speed No, the power transmission path between the wheels 12c, 12c and the engine 1 is cut off, and the driving force of the wheels 12c, 12c is almost entirely supplied to the pump / motor 16. The transmitted deceleration energy is stored in the accumulator 41 without waste.

As a result of the comparison in step 248, the engine speed detection value Ne
Is equal to or less than the synchronous engine speed No, the routine proceeds to step 249, where it is judged if the engine clutch 2 is disengaged. When the engine clutch 2 is disengaged, the routine proceeds to step 250, where the ECU 64 sends a similar accelerator signal to the electronic governor control unit 86 to cause the electronic governor control unit 86 to perform a fuel injection pump and supply it to the engine 1. The amount of fuel to be discharged is increased, and the engine speed is controlled to increase accordingly (step 251). Then, the engine speed detection value Ne and the synchronous engine speed No are compared again (step 252). If the engine speed detection value Ne is still smaller than the synchronous engine speed No, the steps 250 and 251 are repeated. Then, it waits until the engine speed Ne becomes equal to the synchronous engine speed No. When the engine speed detection value Ne becomes equal to or higher than the synchronous engine speed No, the ECU 64 restores the accelerator signal supplied to the electronic governor control unit 86 to the true value from the accelerator sensor 65 (step
253) After that, the engine clutch 2 is activated (step 254). As described above, the engine clutch 2 is brought into contact with the engine after increasing the engine rotation speed so that the engine rotation speed Ne matches the synchronous engine rotation speed No. Therefore, the engine clutch 2 can be brought into contact operation extremely smoothly and quietly. .

In step 249, if the engine clutch 2 is already in contact operation, nothing is done and the process returns to the main routine. Thus, when the amount of depression of the brake pedal is equal to or less than the second predetermined value (10%) and the engine speed Ne is equal to or less than the synchronous engine speed No, the deceleration energy is determined to drive the pump / motor 16. It will be used for both engine braking.

Accumulator 41 by pump action of pump / motor 16
When the amount of oil pressure-fed to the accumulator 41 exceeds the accommodating amount of the accumulator 41, the relief valve 50 opens and the working oil is returned to the pressurized oil tank 43 via the relief valve oil passage 49. At this time, the hydraulic oil drives the hydraulic motor 51 arranged in the relief oil passage 49 to rotate the fan 53, and the hydraulic oil itself is also cooled when passing through the cooler 52. The fan 53 driven by the hydraulic motor 51 blows air to the cooler 52 as described above,
Enhances the oil cooling effect of.

In the above-mentioned embodiment, the case where the present invention is applied to the diesel engine has been described, but it goes without saying that it may be applied to a gasoline engine.
Further, although the variable displacement axial piston type pump motor is used for the pump motor 16 of the embodiment, it may be replaced with another type.

Effect of the Invention As described in detail above, according to the vehicle deceleration energy recovery device of the present invention, the engine clutch at the time of starting acceleration is calculated as the synchronous vehicle speed calculated value of the detected gear speed with respect to the detected engine speed and the actual detection. It is controlled to connect when the vehicle speed and the vehicle speed are synchronized. Therefore, when the vehicle is started by the pump / motor and then accelerated by the engine alone or by both the engine and the pump / motor, the engine clutch is connected without causing a shock, so that the transition from the start to the acceleration is smooth. You will be able to do it.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram showing an embodiment of a vehicle deceleration energy recovery device according to the present invention, FIG. 2 is a vertical sectional side view of the pump / motor shown in FIG. 1, and FIG. 4 is a vertical sectional front view of the capacity control solenoid valve, FIG. 4 is a vertical side view of the capacity control solenoid valve of FIG. 3, and FIG. 5 is a deceleration energy recovery device executed in the electronic control unit of FIG. A main flow chart showing the control procedure, FIG. 6 is a flow chart of a solenoid valve A / B control subroutine executed in step 110 of the main flow chart of FIG. 5,
FIG. 7 shows step 140 of the main flow chart of FIG.
FIG. 8 is a flow chart of the pressure charge control subroutine executed in step 5, FIG. 8 is a flow chart of the start control subroutine executed in step 170 of the main flow chart of FIG. 5, and FIG. 9 is executed in step 220 of the main flow chart of FIG. FIG. 10 is a flow chart of the shift control subroutine executed in step 190 of the main flow chart of FIG. 5, and FIG. 11 is executed in step 240 of the main flow chart of FIG. 12 is a flow chart of a pump tilting control subroutine to be executed. Fig. 12 shows the output value of the motor tilting angle control signal output from the electronic control unit to the drive circuit of the solenoid valve for capacity control when the motor tilting control is executed, and the depression of the accelerator pedal. Fig. 13 is a graph showing an example of the relationship with the amount (accelerator opening). FIG. 14 is a graph showing an example of the relationship between the output value of the pump tilt angle control signal output from the electronic control unit to the drive circuit of the displacement control solenoid valve and the depression amount of the brake pedal when the pump tilt control is executed. FIG. 15 is an operation explanatory view of the deceleration energy recovery device showing the transmission path of the driving force transmitted from the engine to the wheels during steady running of the vehicle, and FIG. 15 is the transmission path of the driving force transmitted from the wheels to the pump / motor during deceleration of the vehicle Fig. 16 is an operation explanatory diagram of the deceleration energy recovery device, Fig. 16 is an operation explanatory diagram of the deceleration energy recovery device showing a transmission path of the driving force transmitted from the engine to the pump / motor when the vehicle is stopped, and Fig. 17 is a vehicle start-up. An operation explanatory diagram of a deceleration energy recovery device showing a transmission path of a driving force transmitted from a pump / motor to a wheel at a time,
FIG. 18 is an operation explanatory diagram of the deceleration energy recovery device showing a transmission path of the driving force transmitted from the engine and the pump / motor to the wheels during acceleration of the vehicle. 1 ... Engine, 2 ... Clutch, 3 ... Transmission, 3 '... Multi-speed PTO output device, 4 ... Main shaft, 5 ... Counter shaft, 6 ... Main shaft PTO gear, 7a, 7b ... … Drive gear, 8 …… PTO output shaft, 9 …… Main shaft PTO gear synchronizer, 1
0 …… Counter shaft PTO gear, 11 …… Counter shaft PTO gear synchronizer, 16 …… Pump motor, 17,
18: Multi-stage gear train mechanism, 22: Swash plate, 30: Capacity control solenoid valve, 32: Piston, 40: High pressure oil passage, 41: Accumulator, 42: Low pressure oil circuit, 43 ... … Pressurized oil tank, 45 …… Air tank, 46 …… Pressurized air control solenoid valve, 54 …… Supply oil passage, 59 …… Oil pump, 64 …… Electronic control unit, 65 …… Accelerator sensor, 66… …
Brake sensor, 83 …… Electronic governor, 84 …… Fuel injection pump, 86 …… Electronic governor control unit, 90 ……
Revolution sensor.

Claims (1)

[Scope of utility model registration request] 1. A pump / motor which is interposed in a conduit between an oil tank for storing hydraulic oil and an accumulator for accumulating hydraulic energy, and which is connected to a drive system member of a vehicle, and braking energy during braking. Is converted to hydraulic energy and stored in the accumulator, and at the time of starting, a control device that controls the operation of the pump / motor so as to drive the pump / motor with the stored hydraulic energy and use it as the starting energy of the vehicle. In a vehicle deceleration energy recovery device equipped with the engine clutch drive means for controlling the operation of an engine clutch interposed between a transmission for transmitting an engine output to driving wheels and the engine, and detecting the engine speed. The engine speed sensor and the gear that detects the gear position of the above transmission. And a vehicle speed sensor for detecting a vehicle speed, wherein the control device starts only by the pump / motor with the engine clutch disengaged, and then only the engine or the pump / motor and the engine In the case of accelerating the vehicle, the synchronous vehicle speed at the detected gear speed with respect to the detected engine speed is calculated, and the operation of the engine clutch drive means is controlled so as to connect the engine clutch when the detected vehicle speed is synchronized with the synchronous vehicle speed. A deceleration energy recovery device for a vehicle, which is characterized in that