JPS61175154A - Decelerating energy recovering device in vehicle - Google Patents

Abstract

PURPOSE:To control the rotational efficiency of a variable displacement pump/motor so that the rotational efficiency become maximum, the pump/motor converting decelerating energy into oil pressure which is then converted into starting energy upon starting, by controlling the tilt angle of the variable displacement displacement type pump/ motor in accordance with the stroke of an accelerator pedal. CONSTITUTION:When a brake pedal 53 is depressed upon braking, the rotation of wheels is transmitted, in response to a control signal from a control device 67, to a variable displacement type pump/motor 16 through a propeller shaft 12, a main shaft PTO gear 6, a drive gear 7, a PTO output shaft 8 and an electromagnetic clutch 14. Pressure oil generated from the motor 16 is charged in an accumulator 41 through a hydraulic passage 40. Upon starting, when an accelerator pedal 51 is depressed, a valve 81 is opened in response to a control signal from the control device 67 so that the pressure oil is fed to the pump/motor 16 from the accumulator 41. The torque of the motor 16 is transmitted to the wheels through the transmission system which is reverse to that upon braking. At this time the tilt angle of the motor 16 is controlled in accordance with the stroke of an accelerator pedal 51, thereby it is possible to rotate the motor 16 with a maximum degree of efficiency.

Description

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

(Prior art) This system collects deceleration energy (inertia energy) during vehicle deceleration and stores it in an accumulator.

PT○ (Power take off) transmits the energy stored in the accumulator to an attached device other than the wheel drive system, such as a crane, to operate the crane, etc.
Vehicle deceleration energy recovery devices with output devices are known in the art.

(Problem that the invention attempts to solve) The conventional vehicle speed energy recovery device is as follows.

It transmits the stored energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, and the stored energy stored in the accumulator is not used as starting energy when starting the vehicle. As it is, there is a problem in that while the deceleration energy (inertia energy) when the vehicle decelerates is recovered and stored in the accumulator, it is difficult to use the stored energy stored in the accumulator as starting energy when the vehicle starts.

The present invention addresses the above problems and includes a power take-off device connected to a transmission, a variable displacement pump motor connected to the power take-off device, and a variable displacement pump motor connected to the power take-off device; A descendant pressure oil circuit, a low pressure oil circuit extending from the second port of the same pump/motor to the low pressure tank,
It consists of a charge pump connected to the drive shaft of the pump/motor, and a replenishment circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. Pressure oil is led from the second port of the pump/motor through the first boat to the high pressure oil circuit, and when the pump/motor is operated as a motor for starting, the pressure oil of the accumulator is led from the first boat through the second port. In the vehicle deceleration energy recovery device configured as described above, a control signal obtained based on a detection signal from an accelerator pedal stroke sensor that detects the stroke of the accelerator pedal and an accelerator pedal stroke sensor is used. Relating to a vehicle deceleration energy recovery device comprising: a control device that sends energy to the variable displacement pump/motor to control the tilting angle of the pump/motor so as to be proportional to the stroke of an accelerator pedal. The purpose of this is to recover and store deceleration energy during vehicle deceleration without complicating the structure, and also to use this stored energy as starting energy for the vehicle, improving fuel efficiency. Another object of the present invention is to provide a vehicle deceleration energy recovery device that can maximize the efficiency of the pump motor as a motor when the vehicle starts.

(Means for Solving the Problems) As described above, the vehicle deceleration energy recovery device of the present invention includes a power extraction device connected to the transmission, a variable displacement pump/motor connected to the power extraction device, and a variable displacement pump/motor connected to the power extraction device. a high pressure oil circuit extending from the first boat of the pump motor to the accumulator;
A low-pressure oil circuit extends from the second port of the pump motor to the low-pressure tank.

It consists of a charge pump connected to the drive shaft of the pump/motor, and a replenishment circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. Pressure oil is led from the second port of the pump/motor through the first boat to the high pressure oil circuit, and when the pump/motor is operated as a motor for starting, the pressure oil of the accumulator is led from the first boat through the second port. It is designed to lead to the above-mentioned low-pressure oil circuit, making recovery and use of deceleration energy complicated.

Not only does it require no equipment or devices, the structure is simple, but fuel efficiency improves by recovering deceleration energy and using it as energy for one start. Furthermore, an accelerator pedal stroke sensor detects the stroke of the accelerator pedal, and a control signal obtained based on the detection signal from the accelerator pedal stroke sensor is sent to the variable displacement pump/motor to control the tilt angle of the pump/motor. The pump motor is equipped with a control device that controls the pump motor so that it is proportional to the stroke of the accelerator pedal, so that the efficiency of the pump motor as a motor is maximized when the vehicle starts.

(Embodiment) Next, the vehicle deceleration energy recovery device of the present invention will be described with reference to an embodiment shown in FIGS. 1 to 19. First, the entire deceleration energy recovery system of this vehicle is explained using Figures 1 and 2. (1) is the diesel engine or gasoline engine installed on the vehicle, (3) is the transmission, and (3") is the multi-stage Variable speed PTO output device (power take-off device), (15) is charge pump (gear pump),
(16) is the pump motor, (28) is the first port of the pump motor (16), (29) is the second port of the pump motor (16), and (40) is the pump motor (16). ), the high-pressure oil circuit extends from the first port (28) to the accumulator (41), (44) is the first solenoid valve provided in the high-pressure oil circuit (40), and (46) is the high-pressure oil circuit of the charge pump (15). The above low pressure oil circuit (42
), (47) is the same supply circuit (46)
(48) is the high pressure oil circuit (48) extending from the first solenoid valve (44) to the accumulator (41);
40) to the supply circuit (46), (45) is the second solenoid valve provided in the second viroft hydraulic supply circuit (48), and (49) is the oil reservoir tank. (50) to the charge pump (1
5) Hydraulic circuit extending to the suction side, (51) in Figure 2 is the accelerator pedal, (52) is the accelerator pedal (51)
(53) is the stroke sensor (potentiometer), (53) is the brake pedal, and (54) is the brake pedal (53).
) stroke sensor (potentiometer), (55)
is the engine brake sensor, (56) is the exhaust brake sensor, (57) is the load sensor, (58) is the clutch connection/disconnection sensor, (59) is the clutch rotation speed sensor, (60) is the vehicle speed sensor, (61) is the pump・Discharge pressure sensor of the motor (16), (62) is the pressure sensor of the second pilot oil pressure supply circuit (48), (63) is the pressure sensor of the low pressure oil circuit (42), (64) is the pressure sensor of the high pressure oil circuit ( 40) pump motor (16) side pressure sensor,
(65) is the accumulator (41) of the high pressure oil circuit (40).
) side pressure sensor, (66) is the engine speed sensor,
(67) is a control device (control unit), which inputs the detection signals obtained from each of the above-mentioned sensors (52) (54) to (66) to the control device (67).
The control signal obtained by computer processing at the fuel injection pump (67) (fuel injection pump with electronic governor in the case of a diesel engine, electronic fuel injection type or fuel injection with throttle valve controller in the case of a gasoline engine) pump)'s actuator (68), transmission (3), and multi-stage variable speed PT○ output device (3)
') and pump motor (16) capacity control solenoid valve (30
), the first solenoid valve (44), and the second solenoid valve (45) to control these devices and devices.

Further, (70) is a speed control lever of the fuel injection pump (72), (71) is a fuel increase/decrease control rank connected to the speed control lever (70), and the speed control lever (70) is connected to the accelerator pedal (51). ). The stroke sensor (52) of the accelerator pedal (51) is linked to the accelerator pedal (51), and the stroke sensor (52) of the accelerator pedal (51)
detects the stroke of the stroke sensor (52), sends the detection signal (al) obtained by the stroke sensor (52) to the control device (67),
In addition, the control signal (a2) obtained by the control device (67) is sent to the capacity control solenoid valve (30) of the pump motor (16) when the pump motor (16) operates as a motor (at the time of starting). feeding, the swash plate of the same pump motor (16) (
(See (22) in Figure 10)
The pump motor (16) is controlled to an angle proportional to the stroke of the pump motor (16) to maximize its performance as a motor.

Next, the transmission (3) will be explained in detail with reference to FIGS. 3 to 9. (2) is the engine (1).
), (3a) is the transmission case, (19) is the input shaft of the transmission (3), and the power shaft (19) is connected to the rotating shaft of the engine (1) via the clutch (2). Connected. Also(
4) is the main shaft of the transmission (3),
The main shaft (4) is the drive shaft (1) of the wheel.
2) is connected. Further, (5) is a countershaft of the transmission (3), (17) is a plurality of speed change gears provided on the main shaft (4) corresponding to the speed change ratio, and (18) is a speed change ratio provided on the countershaft (5). With multiple speed change gears provided corresponding to each speed change gear (18
) (17) are in mesh with each other, and the rotation of the engine (1) is transmitted to the countershaft (5) via the clutch (2) and the input shaft (19).
The rotation of the shaft (5) is also controlled by the transmission gear (
18) By changing the combination of (17), the speed is changed and transmitted to the main shaft (4), and furthermore, the rotation of the main shaft (4) is transmitted to the wheels via the drive shaft (I2).

Next, the multi-speed PTO output device (3) will be explained in detail with reference to FIGS. 3 to 9. (6) is the main shaft PTO gear loosely fitted on the output shaft side of the main shaft (4). , (10) is the countershaft (5)
The countershaft p'r o is loosely fitted to the output side end of
The counter shaft PTO gear (10) meshes with the main shaft PTO gear (6). In addition, (9) is the main shaft PT○ Gannon chronizer attached to the output shaft side of the main shaft (4), (11)
is the countershaft PTo gear synchronizer (7) attached to the output side end of the countershaft (5).
is the drive gear meshed with the main shirt 1-PTO gear (6), (8) is the PTO output shaft connected via the gear meshed with the opening drive gear (7), (13) is the joint,
(14) is the electromagnetic clutch, (15) is the charge pump (gear pump), and (16) is the same charge pump (15).
) and a coaxial pump/motor, when the vehicle is running steadily,
As shown in FIG. 5, the clutch (2) is engaged and the main shaft PTO gear synchronizer (9) and the countershaft PTO gear synchronizer (11) are disengaged so that the clutch (2) and the transmission are transferred from one engine 81) to the other. via the input shaft (19) of the counter shaft (
5) The rotation transmitted to the transmission gear (18) (17)-
Main shaft (4) - propeller shirt l - (12) -
Like telling it to the wheels.

When the vehicle is decelerating, as shown in Fig. 6, the clutch (2) is disengaged and the main shaft PTO gear synchronizer (9) is engaged, so that the main shaft PTO gear (6) is connected to the main shaft (4). , the countershaft PTO gear synchronizer (11) is disengaged, the countershaft PTO gear (10) is freed with respect to the countershaft (5), and the rotation of the wheels is changed from the propeller shaft (12) to the main shaft PTO gear. (6) - Drive gear (7) -> PTO output shaft (8) - Joint (13) -> Transmitted to charge pump (15) and pump motor (16) via electromagnetic clutch (14).

The pump motor (16) operates as a pump, and when the vehicle is stopped, the clutch (2) is engaged and the main shaft Pro gear synchronizer (9) is engaged and disengaged, as shown in Figure 7. Main shaft PTO
Free the gear (6) relative to the main shaft (4),
The countershaft PTO gear synchronizer (11) is operated in contact, the countershaft Pro gear (10) is fixed to the countershaft (5), and the engine (1) is connected to the clutch (2) and the transmission input shaft (19).
The rotation transmitted to the countershaft (5) through the countershaft PTO gear (10) → main shaft PT
O gear (6) → Drive gear (7) - PTO output shaft (8) -
The signal is transmitted to the charge pump (15) and the pump/motor (16) via the joint (13) and the electromagnetic clutch (14) so that the pump/motor (16) operates as a pump. As shown in Figure 8, the main shaft PTO gear synchronizer (9) is disengaged while the clutch (2) is disengaged, and the main shaft PTO gear synchronizer (9) is disengaged.
The O gear (6) is made free with respect to the main shaft (4), the countershaft synchronizer PTO gear synchronizer (11) is operated in contact, and the countershaft PTO gear (1
0) is fixed to the countershaft (5), and the rotation of the pump/motor (16) that operates as a motor is controlled by the electromagnetic clutch (14) → coupling (13) -PTO output shaft (8)
= W drive gear 7) → Main shaft PTO gear (6) -
Countershaft PTO gear (10) - countershaft (5) - transmission gear (18) (17) -> Transmits the rotation of main shaft (4) to main shaft (4), and further transmits the rotation of main shaft (4) to the wheels via propeller shaft (12) As shown in FIG. 9, when the vehicle is accelerating, the clutch (2) is engaged and the main shaft Pro gear synchronizer (9) is engaged, so that the main shaft PTO
The gear (6) is fixed to the main shaft (4), the countershaft PTO gear synchronizer (11) is disengaged, the countershaft PTO gear (10) is freed from the countershaft (5), and the engine (1 ) to the crankshaft (2) and the transmission input shaft (19
) is transmitted to the countershaft (5) through the multi-stage transmission gears (18) (17) in the usual manner and transmitted to the main shaft (4), and the rotation of the main shaft (4) is On the other hand, it is transmitted to the wheels via the propeller shaft (12).

The rotation of the pump motor (16), which operates as a motor, is controlled by the electromagnetic clutch (14) - coupling (13) - PTO output shaft (8) → drive gear (7) → main shaft PTO gear (6) → main shaft ( 4) - Propeller shaft (
12) and then to the wheels.

Next, the charge pump (15) and the pump motor (
16) will be explained in detail with reference to FIGS. 10 to 13. A known gear pump is used as the charge pump (15), and the rotation shaft (20) of the charge pump (15)
is connected to the coupling (13) via the electromagnetic clutch (14).
and the PTO output shaft (8). In addition, the pump
A variable displacement crab axial piston type pump is used for the motor (16), and the rotating shaft (21) of the pump/motor (16) is connected to the rotating shaft (21) of the charge pump (15).
0). (22) is the swash plate of the same pump/motor (16), (23) is the shoe, (2
5) is a cylinder block engaged with the rotating shaft (21) via a spline, (25a) is a cylinder provided in the cylinder block (25), and (24) is slidably fitted into the cylinder (25a). The inserted piston (24a
) is engaged with the shoe (23) of the same piston (24).
spherical end of, (26) is the valve plate, (27)
is the casing, (28) is the first boat, (29) is the second port, (30) in Figure 1 and Figure 11.12.13.
) is the capacity control solenoid valve of the pump motor (16),
(31) is the spool of the same capacity control solenoid valve (30), (
32) is a piston for controlling the tilt angle of the swash plate (22);
(33) is a feedback mechanism that feeds back the movement of the tilt angle control piston (32) to the spool (31); (34) and (35) are for attaching the tilt angle control piston (32) to the neutral position. The spring (35) is the power connector, and the spool (35) of the capacity control solenoid valve (30)
31) in proportion to the control current value and send the pyro-7 hydraulic pressure to one side of the tilting angle control piston (32),
Drain the oil from the remaining side and remove the tilt angle control piston (32).
to control the tilt angle of the swash plate (22).

In addition, the movement of the tilt angle control piston (32) is transmitted to the spool (31) of the displacement control solenoid valve (30) via the feedback mechanism (33), and the spool (31) is returned to the neutral position to In order to maintain the tilt angle of (22) at the angle after the control, and when the rotating shaft (21) rotates,
The cylinder block (25) also rotates together with the rotating shaft (21), and the piston (24) reciprocates within the cylinder (25) while sliding on the swash plate (22) via the shoe (23). , the pump motor (16) operates as a pump to pump oil in the low pressure tank (43) to the low pressure oil circuit (42).
) - second boat h (29) - while sucking this sucked oil through the first boat (28) - high pressure oil circuit (48
) to the accumulator (41). In addition, the pressure oil in the same accumulator (41) is transferred to the high pressure oil circuit (48)
When feeding into the cylinder (25) via the first boat (28), the piston (24) is moved into the cylinder (25) by the same pressure oil.
5) The pump motor (16) operates as a motor to rotate the cylinder block (25) and the rotating shaft (21). Note that the tilt angle control mechanism of the swash plate (22) including the foot hack mechanism is conventionally known, and detailed explanation thereof will be omitted.

Next, the first electromagnetic valve (44) will be specifically explained with reference to FIGS. 14 to 18. The first solenoid valve (44) is the first solenoid valve (44).
．． It is composed of a poppet valve (80) and a logic valve (81) shown in FIG. 2 and the above figures. First, to explain the poppet valve (80), (82) is the main body, (83)
is the solenoid, (84) is the valve assembly, (
85) is a steel ball, (86) is a filter, (87) is a lever, (88) is an operating member of the same lever (87), (
89) is a piston, and (90) is a spring. Next, to explain the logic valve (81), (91) is the valve body, (
92) is the valve seat, (93) is the spring behind the valve body (91), and the P boat of the poppet valve (80) communicates with the accumulator (41) side of the high pressure oil circuit (40), and the poppet valve The A port of (80) communicates with the pressure chamber behind the valve body (91) of the logic valve (81), and the poppet valve (80)
A T-boat is connected to the tank, and a poppet valve (80
) When the solenoid (83) of the poppet valve (80) is demagnetized, the valve assembly (84) presses the steel ball (85) against the left seat to communicate the P and A ports of the poppet valve (80). (see diagram), high pressure oil circuit (40)
The accumulator (41) side pressure oil is connected to the logic valve (81).
to the pressure chamber behind the valve body (91), and the valve body (91) is moved vertically downward and seated on the valve seat (92).

In order to close the middle of the high pressure oil circuit (40), and when the solenoid (83) of the poppet valve (80) is energized, the piston (89) moves the steel ball (85) to the right side by the movement of the lever (87). Press it against the seat of the poppet valve (80) to connect the A and T ports of the poppet valve (80) (see Figure 17.18), and drain the oil in the pressure chamber behind the valve body (91) of the logic valve (81) to the tank. Then move the valve body (91) vertically upward, away from the valve seat (92), and open the high pressure oil circuit (40).
) is designed to open in the middle.

Further, a poppet valve (80) and a logic valve (81) are also used in the second solenoid valve (45). In the second solenoid valve (45), the P port of the poppet valve (80) communicates with the accumulator (41) side of the second pilot oil pressure supply circuit (48), but other than that, It is configured similarly to the solenoid valve (44). If the charge pump (15) is operating, the pressure oil generated by the charge pump (15) is transferred to the replenishment circuit (46) - the first
It flows to the pilot oil pressure supply circuit (47).

The charge pump (15) became inactive.

If the oil pressure in the supply circuit (46) decreases, the pressure sensor (6
The detection signal obtained in step 2) is sent to the control device (67), and the control signal (b3) obtained by the same tblJ control device (67) is sent to the poppet valve (80) of the second solenoid valve (45). The solenoid (81) of the poppet valve (80) is energized, the logic valve (81) is opened as described above, and the accumulator (
41) through the high pressure oil circuit (40) - the second pilot oil pressure supply circuit (48) - the supply circuit (46) and the first
The hydraulic pressure is sent to the pilot oil pressure supply circuit (47). In addition, 1.1 uses a poppet valve (80) and a logic valve (81) for the 2nd solenoid valve (44) (45).
This is to prevent leakage of high-pressure oil near the accumulator (41) as much as possible to prevent a drop in accumulator oil pressure.

Next, the brake pedal (51) will be explained in detail with reference to FIG. 19. (A) is the position where the depressing force is zero, (B) is the deceleration energy recovery start position, (C) is the air pressure rise start position, ( D) is the final rotation position, (α1°) is the angle of the play range, and (α2″) is the deceleration energy recovery start angle. When depressing only α1' (during deceleration),
The detection signal (bυ (see Fig. 2) obtained by the stroke sensor (54) of the brake pedal (51) is sent to the control device
7), and also sends the control signal obtained by the control device (67) to the poppet valve (80) of the first solenoid valve (44),
Energize the solenoid (83), open the logic valve (81) as described above, and transfer the pressure oil in the accumulator (41) to the high pressure oil circuit (40) - 1st port (28) - pump motor (16) → 2nd port (29) - Hydraulic circuit (49)
- The oil is sent to the oil reservoir tank (40), and the pump/motor (16) is operated as a pump, and at this time, the control signal (b2) obtained from the control device (67) is used to control the capacity of the pump/motor (16). It controls the tilt angle of the swash plate (22) (see Figure 10) of the pump/motor (16) to maximize the function of the pump/motor (16) as a pump. Also, when the oil pressure of the high pressure oil circuit (40) falls below a predetermined value, a detection signal obtained by the pressure sensor (64) is sent to the control device (67)
), and in the same control device (67), the first solenoid valve (44
), demagnetize the solenoid (83), close the logic valve (81) as described above, and close the accumulator (gas compression type, especially bladder type accumulator) (
In order to prevent damage caused by the rubber bag (bladder) of 41) hitting the poppet valve (80), the low pressure oil circuit (41) is
When the oil pressure in 2) falls below a predetermined value, the pressure sensor (
Send the detection signal obtained in 63) to the control device (67),
The control signal obtained by the control device (67) is sent to the displacement control solenoid valve (30) of the pump motor (16), and the tilt angle of the swash plate (22) of the pump motor (16) is made zero. , the function of the pump motor (16) as a pump is stopped to prevent the occurrence of cavitation in the low pressure oil circuit (42).
53) together with the accelerator pedal (51), the tilt angle of the swash plate (22) is controlled to zero or to the angle when the brake pedal is depressed, and the pump/motor (16)
It is designed to stop the pump from functioning as a pump.

(Function) Next, the function of the vehicle deceleration energy recovery device will be explained. As shown in Fig. 5, connect the Kuchichi (2),
The main shaft PT○ gear synchronizer (9) and the countershaft PTO gear synchronizer (11) are disconnected, and the countershaft (5 ) is transmitted to the transmission gear (18).
(17) → Main shaft (4) - When driving, the power is transmitted to the wheels via the propeller shaft (12), and the brake pedal (53) is pressed by the angle of play range (α1°) from the position (A) of the pressing force. When the clutch (2) is disengaged and the main shaft PTO gear synchronizer (9) is engaged in response to a control signal from the control device (67), the main shaft PTO gear (6) is connected to the main shaft (4).
Fixed to.

The countershaft PTO gear synchronizer (11) is disengaged, the countershaft PTO gear (10) is freed with respect to the countershaft (5), and the rotation of the wheels is controlled between the propeller shaft (12) and the main shaft PT○ gear (6). ) - Drive gear (7) - PTO output shaft (8) - Joint (
13) - Charge pump (via electromagnetic clutch (14)
15) and the pump motor (16) to operate the pump motor (16) as a pump. Also, at this time, the stroke sensor (5) of the same brake pedal (51)
4) is sent to the control device (67), and the control signal obtained by the control device (67) is sent to the poppet valve (44) of the first solenoid valve (44). 80)
1 energize the solenoid (83), open the logic valve (81), and transfer the pressure oil generated by the pump motor (16) to the accumulator (1st baud) (2B) through the high pressure oil circuit (40). At this time, the control signal (b2) obtained by the control device (67) is sent to the displacement control solenoid valve (30) of the pump motor (16), and the swash plate of the pump motor (16) is stored in the pump motor (16). By controlling the tilt angle of (22),
To maximize the ability of a pump motor (16) as a pump.

Further, as shown in Fig. 7, the clutch (2) is engaged,
The main shaft PTO gear synchronizer (9) is disengaged to free the main shaft PTO gear (6) with respect to the main shaft (4), and the countershaft PTO gear synchronizer (9) is disengaged.
The gear synchronizer (11) is operated in contact, the countershaft PT○ gear (10) is fixed to the countershaft (5), and the clutch (2) from the engine (1) and the input shaft (19) of the transmission (3) are connected. The rotation transmitted to the countershaft (5) through the countershaft P
TO gear (10) → Main shaft PTO gear (6) →
Drive gear (7) - PTO output shaft (8) - Joint (13)
-Charge pump (15) via electromagnetic clutch (14)
and the pump motor (16), and when the vehicle is stopped operating with the pump motor (16) as a pump,
When you step on the accelerator pedal (51), the accelerator pedal (
The detection signal obtained by the stroke sensor (52) of the first electromagnetic valve (44) is sent to the control device (67), and the control signal obtained by the control device (67) is sent to the poppet valve (51) of the first solenoid valve (44).
80), energizes the solenoid (83), opens the logic valve (81), and transfers the pressure oil in the accumulator (41) to the high pressure oil circuit (40) - the first boat (28) - the pump motor. (16) - Second port (28) - Hydraulic circuit (4
9) - Send to oil reservoir tank (50).

The pump motor (16) operates as a motor, and its rotation is controlled by the electromagnetic clutch (14) - coupling (13) - P T
O output shaft (8) - drive gear (7) - main shaft P
TO gear (6) → counter shaft PTO gear (10)
- Counter shaft (5) - Speed change gear (18) (17
)-to the main shaft (4), and further transmits the rotation of the main shaft (4) to the wheels via the propeller shaft (12) to perform five starts. Furthermore, when the vehicle accelerates after starting, the clutch (2) is engaged, the main shaft PTO gear synchronizer (9) is engaged, and the counter The shaft PTO gear synchronizer (10) is disengaged, the countershaft PTO gear (10) is freed from the countershaft (5), and the clutch (2) and the transmission (3) input shaft (
19) to the countershaft (5), the multi-stage transmission gears (18) and (17) change the speed in the usual manner and transmit the rotation to the main shaft (4), further increasing the rotation of the main shaft (4). propeller shirt) (12
), the rotation of the pump motor (16), which operates as a motor, is transmitted to the wheels via the electromagnetic clutch (14) →
Coupling (13) -PTO output shaft (8) → Drive gear (
7) → Main shaft PTO gear (6) - Counter shaft PTO gear (lO) - Counter shaft (5) → Transmission gear (18) (17) - Main shaft (4) - Transmitted to the wheels via the propeller shaft (12) and accelerate. Also, when starting or accelerating, the accelerator pedal (51)
The stroke of the accelerator pedal stroke sensor (52
), the detection signal (al) obtained at that time is sent to the control device (67), and the control signal (a2) obtained by the control device (67) is sent to the displacement control solenoid valve of the pump motor (16). (30), and controls the tilting angle of the swash plate (22) of the same pump/motor (16) to an angle proportional to the stroke of the accelerator pedal (51).
Maximizes efficiency as a motor.

(Effects of the Invention) As described above, the present invention provides a power take-off device connected to a transmission, a variable displacement pump motor connected to the power take-off device, and a variable displacement pump motor connected to the power take-off device, and a first port of the pump motor extending from the first port to the accumulator. A high-pressure oil circuit, a low-pressure oil circuit extending from the second port of the pump/motor to the low-pressure tank, a charge pump connected to the drive shaft of the pump/motor, and a low-pressure oil circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. When the pump/motor operates as a pump and decelerates, the pressure oil in the low pressure tank is transferred to the second supply circuit of the same pump/motor.
The pressure oil from the accumulator is fed from the boat through the first port to the high pressure oil circuit, and when the pump/motor is operated as a motor for starting, the pressure oil from the accumulator is passed from the first port of the pump/motor to the second port to the low pressure oil circuit. This method eliminates the need for complex devices and equipment to recover deceleration energy and use it as starting energy, simplifying the structure, and allowing the recovery of deceleration energy to be used as starting energy. In addition, an accelerator pedal stroke sensor detects the stroke of the accelerator pedal, and a control signal obtained based on the detection signal from the accelerator pedal stroke sensor is sent to the variable displacement pump motor. It is equipped with a control device that controls the tilt angle of the motor so that it is proportional to the stroke of the accelerator pedal, and has the effect of maximizing the efficiency of the pump motor as a motor when starting the vehicle.

The present invention has been described above using examples, but of course.

The present invention is not limited to these embodiments, but may be modified in various ways without departing from the spirit of the present invention. For example, in the embodiment described above, a mechanical transmission is used.

A fluid type may also be used. In addition, in the above embodiment, the pump
Although a variable displacement axial piston type pump is used for the motor (16), it may be replaced with another type. In addition, as shown in Fig. 20, the low pressure oil circuit ((42
)'s low pressure tank (43) is a piston-type accumulator, one of the pistons (43a) is connected to the low pressure circuit (42),
Connect the other side to the normal brake air circuit or air suspension air circuit (air tank (43') and near compressor (43').
3°°)). Alternatively, as shown in FIG. 21, a low pressure tank (43) may be installed on the roof of a vehicle such as a bus to reduce suction negative pressure and prevent cavitation.

[Brief explanation of the drawing]

FIG. 1 is a hydraulic circuit diagram showing an embodiment of the decompression energy recovery device for a vehicle according to the present invention, FIG. 2 is an explanatory diagram of its control system, and FIG. 3 is a longitudinal cross-sectional side view of the transmission and power extraction device.
Figures 4 to 9 are explanatory diagrams of their functions, Figure 10 is a longitudinal sectional side view of the charge pump and pump/motor, Figure 11 is a longitudinal sectional front view of the capacity control solenoid valve of the same pump/motor, and Figure 1
Fig. 2 is a longitudinal side view thereof, Fig. 13 is a hydraulic circuit diagram thereof, Fig. 14 is a partially longitudinal side view of the poppet valve, and Figs. 9 and 15 and 16 are hydraulic circuit diagrams when the poppet valve and logic valve are closed.
Figures 17 and 18 are hydraulic circuit diagrams when the poppet valve and logic valve are opened, Figure 19 is an explanatory diagram of the action of the brake pedal, and Figures 20 and 21 are explanatory diagrams showing other embodiments of the low pressure tank. be. (3)...Transmission, (3°)...Power take-off device, (
15) Charge pump, (16) Pump motor, (28) First port, (29
) ...Second boat, (30) ...Capacity control solenoid valve, (40) ...High pressure oil circuit, (41)
...Accumulator, (42) ...Low pressure oil circuit, (43) ...Low pressure tank, (44)
...first solenoid valve, (45) ...second solenoid valve, (
46)...Replenishment circuit, (47)...First pilot hydraulic pressure supply circuit, (48)...Second pilot hydraulic pressure supply diagram! , (51) ... Accelerator pedal, (52) ... Accelerator pedal stroke sensor, (62) ... Pressure sensor, (67)
...control device, (80) ...poppet valve,
(81) ...Logic valve.

Claims (1)

[Claims] a power take-off device connected to the transmission; a variable displacement pump motor connected to the power take-off device; a high pressure oil circuit extending from a first port of the pump motor to an accumulator;
A low-pressure oil circuit extending from the second port of the pump/motor to the low-pressure tank, a charge pump connected to the drive shaft of the pump/motor, and a supply circuit extending from the discharge side of the charge pump to the low-pressure oil circuit. The above pump
During deceleration when the motor operates as a pump, the pressure oil in the low-pressure tank is guided from the second port of the pump/motor to the high-pressure oil circuit via the first port, and when the pump/motor operates as a motor for starting, the pressure oil in the accumulator is A vehicle deceleration energy recovery device configured to guide pressure oil from a first port to the low pressure oil circuit through a second port includes an accelerator pedal stroke sensor that detects the stroke of an accelerator pedal, and an accelerator pedal stroke sensor that detects the stroke of the accelerator pedal. and a control device that sends a control signal obtained based on the detection signal to the variable displacement pump/motor to control the tilting angle of the pump/motor so as to be proportional to the stroke of the accelerator pedal. Featured vehicle deceleration energy recovery device.