JPH0622111Y2 - Energy regeneration device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an energy regeneration device that regenerates exhaust energy of an engine and brake energy during vehicle braking.

[Prior Art] As a device for regenerating exhaust energy of an engine, there is known a device for recovering power by rotating a generator in a second stage of a two-stage exhaust turbo (“Automotive Technology” VOL. 40, N.
O. 1, 1986, pp. 117-118 (see FIGS. 8 and 9), and as a regenerative device for braking energy during vehicle deceleration, a vehicle drive described in Japanese Utility Model Publication No. 57-188532 and Japanese Utility Model Publication No. 58-15539. Auxiliary devices are known.

By the way, the energy regenerator for an engine with an exhaust turbo can only recover exhaust energy at high speed and high load. As a result, there was no improvement in power performance and fuel efficiency in urban areas and general roads.

[Object of the Invention] Therefore, an object of the present invention is to provide an energy regeneration device that recovers exhaust energy not only on expressways, but also on urban areas and general roads and uses it as power together with the brake energy recovered during braking.

According to the present invention, the variable oil pump / motor is connected to the transmission via the clutch, and the outlet side or the inlet side of the oil pump / motor is selectively connected to the accumulator via the switching valve. The exhaust passage of the engine is provided with an exhaust turbine and a bypass passage provided with a bypass valve for bypassing the exhaust turbine.An oil pump is connected to the exhaust turbine via a speed reducer, and the outlet side of the oil pump is reversed. In addition to connecting to the accumulator via a stop valve, the bypass valve is closed during high speed and high load and during vehicle braking to operate the oil pump with the output of the exhaust turbine to store oil in the accumulator and to connect the clutch during vehicle braking. Then, the outlet side of the variable oil pump / motor is connected to an accumulator to store the oil pressure, and the variable oil is stored during steady running or acceleration. A control device is provided that connects the inlet side of the pump and motor to an accumulator and connects a clutch to control the transmission so as to apply a driving force to the transmission.

[Advantageous effects of the device] Therefore, the bypass valve is closed in the high-speed and high-load range and during vehicle braking, and the oil pump is driven by the output of the exhaust turbine to hydraulically control the exhaust energy not only on the expressway but also on the city streets and general roads. In the form of an accumulator, and when the vehicle is braking, the variable oil pump / motor operates as an oil pump to improve the braking force, and the braking energy is collected in the form of hydraulic pressure in the accumulator to accumulator during steady running or acceleration. Of the hydraulic oil pump and the variable oil pump / motor are operated as an oil motor to add a driving force to the transmission to increase the engine output and improve the running fuel consumption.

[Preferred Embodiment] In the practice of the present invention, it is preferable to use a power take-off device (PTO) having a clutch mechanism for the clutch.

In implementing the present invention, a variable displacement type oblique shaft type pump motor is used as the variable oil pump motor, and when operating as an oil pump, the discharge amount is controlled in proportion to the brake depression amount, and it is used as an oil motor. When operating, it is preferable to control the discharge amount in proportion to the accelerator opening.

In implementing the present invention, it is preferable to provide a low pressure accumulator, and connect the oil pump / motor to the inlet side when operating as an oil pump and to the outlet side when operating as an oil motor.

In carrying out the present invention, it is preferable to use a constant capacity type oil pump.

[Embodiment] An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 1, the engine 10 has an engine clutch 2
The transmission 30 is mounted via 0, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 31.

The engine 10 is provided with an engine rotation sensor 11 and a turbocharger 11, an exhaust turbine 13 is provided downstream of the turbine 12, and the exhaust turbine 13 has a constant capacity type oil via a speed reducer 14. Pump 1
5 are connected. Further, the exhaust turbine 13 is provided with a bypass passage 17, and the bypass passage 17 has
A bypass valve 18 is provided, and an exhaust shutter 19 is provided downstream of the bypass passage 17. In addition,
Reference numeral 19a in the figure denotes an exhaust shutter valve. The engine clutch 20 is provided with a clutch actuator 21 that connects and disconnects the engine clutch.

The transmission 30 is provided with a position sensor 32 for detecting a shift position and a vehicle speed sensor, and a variable displacement type oblique shaft type oil pump / motor 40 via a power take-off device (hereinafter referred to as PTO) 33 with a clutch mechanism. Is installed. The discharge amount of the variable oil pump / motor 40 is changed by changing the tilt angle of the oblique shaft by the servo cylinder 40a via the servo valve 40b.
The servo valve is connected to the oil circuit L2 described later via the pressure reducing valve 47 by the oil circuit L5, and the servo valve 40b is provided with a potentiometer 40c for detecting the tilt angle of the oblique axis.

The outlet side and the inlet side of the variable oil pump / motor 40 are selectively connected to the high pressure accumulator 44 or the low pressure accumulator 45 via the electromagnetic switching valve 43 by the oil circuits L1 and L2. In these accumulators, bladder 44a filled with N2 gas, 4
The high pressure accumulator 44 is provided with a pressure sensor 46 for detecting the hydraulic pressure PA. Further, the electromagnetic switching valve 43 is switched to the position P of parallel connection when the actuating portion 43a is operated, and to the position M of cross connection when the operating portion 43b is actuated.

The outlet side of the oil pump 15 is connected to a high pressure accumulator 44 via an oil circuit L3, and the inlet side is connected to a low pressure accumulator 45 via an oil circuit L4. Reference numerals 41 and 42 are check valves.

On the other hand, an accelerator pedal 2 provided in a driver's cab (not shown) includes an accelerator sensor 2 for detecting an accelerator opening θa.
Is provided, and the brake pedal 3 has a brake depression amount θb.
Brake sensor 5 for detecting the
And are provided. An exhaust brake switch 6 is provided on the steering column (not shown). Then, these sensors and devices 2, 5, 6, 16, 18,
19a, 21, 32, 33, 34, 40b, 40c, 4
3a, 43b and 46 are connected to the control device 50.

Next, the operation will be described with reference to the drawings starting from FIG.

FIG. 2 shows a state determination routine. Control device 50
Starts the control at regular intervals based on the signal from the built-in clock, and determines whether or not the transmission 30 is in neutral based on the signal from the position sensor 32 (step S20). If YES, open the bypass valve 18 of the exhaust turbine 13 (step S2
1), the discharge amount V of the variable pump / motor 40 is the minimum value Vm
set to in (step S22), variable pump motor 40
Is read from the potentiometer 40c (step S23), a control signal corresponding to the difference from the target value Vmin is output to the servo valve 40b, and the low pressure accumulator 45 is output.
Is further reduced by the pressure reducing valve 47 to operate the servo cylinder 40a to control the tilt angle of the oblique shaft, that is, the pump discharge amount (step S24), and the control signal to the electromagnetic switching valve 43 is OF.
F to switch to neutral position (step S25), PTO33
Then, the control signal is outputted to disengage the PTO clutch (step S26), and the control ends. If step S20 is NO, it is determined based on the signal from the brake sensor 5 whether or not the brake depression amount θb is greater than zero (step S2
In the case of 7), NO, it is determined whether or not the exhaust brake is operating based on the signal from the exhaust brake switch 6 (step S28). In the case of NO, it is determined based on the signal from the accelerator sensor 2 whether or not the accelerator opening θa is larger than zero (step S29), and in the case of YES,
The procedure proceeds to the bypass discharge routine of FIG. Further, if the above-mentioned steps S27 and S28 are YES, or step S29 is NO.
In the case of, that is, during braking, the routine proceeds to the energy storage routine shown in FIG.

FIG. 3 shows a control routine for the bypass valve 18 of the exhaust turbine 13. The control device 50 starts the control at regular time intervals based on the signal from the built-in clock, and step S29 in FIG. If YES, then based on the signals from the engine rotation sensor 16 and the accelerator sensor 2,
The engine speed N and the accelerator opening θa, that is, the engine operating state are detected (steps S1 and S2). Next, according to the stored control map shown in FIG. 6, according to the detected engine speed N and accelerator opening θa, the area A
(High speed / high load) is determined (step S3), and it is determined whether the pressure P of the accumulator 44 is equal to or less than the maximum value Pmax (step S4). If YES, the bypass valve 18 is closed (step S5). ), NO, the bypass valve 18 is opened together with the case of NO in step S3,
With step S5, the process proceeds to the energy release routine of FIG.

FIG. 4 shows an energy release routine. The control device 50 determines whether the hydraulic pressure P of the high pressure accumulator 44 is smaller than the minimum value Pmin based on the signal from the pressure sensor 46 (step S50). If NO, P
The control signal is output to the TO 33 to connect the PTO clutch (step S51), and the control signal is output to the actuating portion 43b to switch the solenoid valve 43 to the position M, and the oil pump / motor 4
0 is operated as an oil motor (step S52).
Next, based on the signal from the accelerator sensor 2, the accelerator opening degree θa is detected (step S53), and the accelerator opening degree θa detected from the stored discharge amount map shown in FIG. 7 is detected.
Is read (step S54), a control signal is output to the servo valve 40b to control the discharge amount, and the transmission 3
The driving force is added to 0 to increase the output, improve the acceleration performance (step S55), and end the control. YES in step S50
In the case of, the discharge amount V is set to the minimum value Vmin (step S56), the tilt angle of the oblique axis of the variable pump / motor 40 is read from the potentiometer 40c (step S57), and it is determined according to the difference from the target value Vmin. Servo valve 40b for control signal
(Step S58), the control signal to the electromagnetic switching valve 43 is turned off to switch to the neutral position (step S59), and P
A control signal is output to the TO 33 to disengage the PTO clutch (step S60), and the control ends.

FIG. 5 shows an energy storage routine. The control device 50 determines whether the hydraulic pressure P of the high pressure accumulator 44 is smaller than the maximum value Pmax based on the signal from the pressure sensor 46 (step S30). If YES, it is determined whether the engine clutch 20 is disengaged (step S3
1). If YES, the bypass valve 18 is opened (step S32), and if NO, the bypass valve 18 is closed (step S33), and the vehicle speed is the minimum value Vmin (for example, 10 km / h).
It is determined whether or not it is larger (step S34). Yes
Then, the control signal is output to the PTO 33 to connect the PTO clutch (step S35), and the control signal is output to the actuating portion 43a to switch the electromagnetic switching valve 43 to the position P (step S36). Next, based on the signal from the exhaust brake switch 6, it is determined whether the exhaust brake is operating (step S37). In the case of NO, the brake depression amount θb is detected based on the signal from the brake sensor 5 (step S38), and the discharge amount corresponding to the brake depression amount θb detected from the stored discharge amount map shown in FIG. V
Is read (step S39), and if step S37 is YES, the exhaust shutter 19 is closed (step S40) and the discharge amount V is set to the maximum value Vmax (step S41).
The tilt angle of the oblique axis of the motor 40 is read from the potentiometer 40c (step S42), and the target value V is set to the servo valve 40b.
A control signal corresponding to the difference between the control signal and the control signal is output to control the pump discharge amount, the oil is accumulated in the high pressure accumulator 44 (step S43), and the control ends.

If NO in step S30, the bypass valve 18 is opened (step S44), the discharge amount V is set to the minimum value Vmin (step S45), and the tilt angle of the oblique shaft of the variable pump / motor 40 is read from the potentiometer 40c. (Step S
46), a control signal corresponding to the difference from the target value V is sent to the servo valve 40b (step S47), the control signal to the electromagnetic switching valve 43 is turned off to switch to the neutral position (step S48), PT
A control signal is output to O33 to turn off the PTO clutch (step S49), and the control ends.

As shown in FIG. 9 by the above controls, the traction force F is
The variable oil pump / motor 40 operates as an oil motor at the full engine load against the traction force Fo of the conventional turbo engine regenerative device, and the discharge amount is the maximum value Vmax.
When the pressure of the accumulator is the maximum value Pmax, F
Improve to 1. In the figure, F2 is the engine only, that is, the bypass valve 18 is opened, and the variable oil pump / motor 40
Force when not operating as an oil motor, F3
Is a traction force when the exhaust energy is accumulated, that is, when the bypass valve 18 is opened and the variable oil pump / motor 40 is not operated as an oil motor. Further, the braking force B is improved to B1 when exhaust energy is accumulated, as compared with the conventional engine only Bo, and the exhaust energy is accumulated, and the variable oil pump / motor 40 operates as an oil pump to maximize the discharge amount. When the value is Vmax, the value increases to B2.

[Summary] As described above, according to the present invention, the bypass valve is closed during high-speed high-load range and vehicle braking, and the oil pump is driven by the output of the exhaust turbine. However, exhaust energy is collected in the form of hydraulic pressure in the accumulator, and when the vehicle is braking, the variable oil pump / motor operates as an oil pump to improve the braking force, and the brake energy is collected in the form of hydraulic pressure in the accumulator for steady running. At the time of acceleration or acceleration, the hydraulic energy of the accumulator is released and the variable oil pump
It is possible to operate the motor as an oil motor, apply a driving force to the transmission, increase the engine output, and improve running fuel efficiency.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention, FIG. 2 is a flow chart of a state determination control routine, FIG. 3 is a flow chart of a bypass valve control routine, and FIG. 4 is a flow chart of an energy release routine. 5, FIG. 5 is a flow chart of the energy storage routine, FIG. 6 is a control map diagram, FIG. 7 is a map diagram of the discharge amount of the oil pump, FIG. 8 is a map diagram of the discharge amount of the oil pump, and FIG. It is a tractive force / braking force characteristic diagram explaining the effect of the invention. 2 ... accelerator sensor, 5 ... brake sensor, 6 ...
Exhaust brake switch, 11 ... Turbocharger, 1
2 ... Turbine, 13 ... Exhaust turbine, 14 ... Reducer, 15 ... Oil pump, 16 ... Engine rotation sensor, 17 ... Bypass passage, 18 ... Bypass valve, 19
... Exhaust shutter, 20 ... Engine clutch, 30 ...
... transmission, 33 ... power take-off device, 40 ... variable oil pump / motor, 40b ... servo valve, 40c ... potentiometer, 43 ... electromagnetic switching valve, 44 ... high pressure accumulator, 46 ... pressure Sensor, 50 ... Control device

Front page continued (72) Keiichi Niimura, 1-chome, Ii-chome, Ageo City, Saitama Prefecture, Nissan Diesel Industry Co., Ltd. (72) Shuichi Nakamura, 1-chome, Io-chome, Ageo, Saitama Prefecture

Claims (1)

[Scope of utility model registration request] 1. A variable oil pump / motor is connected to a transmission through a clutch, and an outlet side or an inlet side of the oil pump / motor is selectively connected to an accumulator through a switching valve, and an exhaust passage of an engine. An exhaust turbine and a bypass passage provided with a bypass valve for bypassing the exhaust turbine are provided in the exhaust turbine, an oil pump is connected to the exhaust turbine via a speed reducer, and an outlet side of the oil pump is connected via a check valve. In addition to connecting to the accumulator, the bypass valve is closed during high speed and high load and during vehicle braking to operate the oil pump with the output of the exhaust turbine to accumulate oil in the accumulator, and during vehicle braking, the clutch is connected and the variable oil pump Connect the outlet side of the motor to an accumulator to store oil pressure, and use the variable oil pump / motor for steady running or acceleration. Connect the mouth side to the accumulator, energy recovery apparatus is characterized by providing a control device for controlling so as to add driving force to the transmission by connecting the clutch.