JPS6231522A - Decelerating energy recoverer for vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

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) The deceleration energy (inertia energy) when a vehicle decelerates is recovered and stored in an accumulator, and the stored energy stored in the accumulator is transmitted to attached equipment other than the wheel drive system, such as a crane, to generate a crane. P that operates etc.
BACKGROUND OF THE INVENTION A vehicle deceleration energy recovery device equipped with a TO (Power take off) output device is conventionally known.

(Problems to be Solved by the Invention) The conventional vehicle deceleration energy recovery device transmits the accumulated energy stored in the accumulator to an accessory device other than the wheel drive system, such as a crane, It is not used as starting energy when the vehicle starts, and its structure is complicated, so if it is used as it is, the deceleration energy (inertia energy) when the vehicle decelerates is collected and stored in the accumulator, while the accumulated energy stored in the accumulator is used when the vehicle starts. There was a problem that it was difficult to use the starting energy for the engine.

In addition, in a deceleration energy recovery device that connects a variable displacement pump/motor to a wheel drive system to perform a pumping action and a motor action, respectively, when recovering deceleration energy of the vehicle and when the vehicle starts, the pump/motor is activated when the vehicle speed exceeds a predetermined value. Even if an attempt is made to connect the motor to the wheel drive system, the synchronizer cannot operate and the connection becomes impossible. Furthermore, even if the synchronizer is designed to operate even when the speed of the sheet metal vehicle exceeds a predetermined value, the rotation speed of the pump/motor will exceed the allowable rotation speed, which will have a negative impact on the lifespan (durability) of the pump/motor. .

The present invention was made in order to solve the various problems mentioned above, and without complicating the structure, the deceleration energy during vehicle deceleration is recovered and multiplied by M, and the M multiplied energy is transferred to the vehicle. It is an object of the present invention to provide a vehicle deceleration energy recovery device that improves fuel efficiency by utilizing it as starting energy and also extends its life.

(Means for solving the problem) In order to achieve the above object, according to the present invention, a countershaft driven via a clutch on the engine side, a main shaft connected to a wheel drive system, and the countershaft are provided. a multi-stage gear train mechanism that changes the speed and transmits the rotation of the main shaft to the main shaft;
A main shaft PTO gear that meshes with the TO gear and the countershaft PTO gear and is detachably attached to the main shaft via a main shaft P'rO gear synchronizer, and a drive gear that meshes with the main shaft PTO gear. a multi-speed PTO output device having a PTO output shaft driven through the PTO output shaft; a pump motor coupled to the PTO output shaft; a high pressure hydraulic circuit extending from a first port of the pump motor to an accumulator;・
A low-pressure oil circuit extending from a second port of the motor to an oil tank, a vehicle speed sensor that detects a parameter value representative of vehicle speed, and the pump/motor functioning as either a pump or a motor depending on vehicle operation 4KB. In addition, there is provided a vehicle deceleration energy recovery device characterized in that it comprises a control means for deactivating the pump motor when the vehicle speed exceeds a predetermined value according to the vehicle speed sensor.

(Function) The control means of the vehicle deceleration energy recovery device of the present invention causes the pump/motor to function as a pump when the vehicle is decelerated, so that the rotation of the wheels is controlled by the main shaft, main shaft PTO,
When the signal is transmitted to the pump motor via the gear, drive gear, and PTO output shaft, the pump motor draws the hydraulic oil in the oil tank into the pump motor from the second port of the pump motor, and the hydraulic oil is transferred to the pump motor. The pressure is sent to the accumulator from the first port and the pressure is accumulated in the accumulator. Further, when the vehicle is started, the control means causes the pump motor to function as a motor, and the hydraulic oil of the accumulator flowing into the first port of the pump motor drives the pump motor and then flows into the second port.
The oil is returned to the oil tank through the port. At this time, the rotation of the pump motor is transmitted to the wheels via the PTO output shaft, drive gear, main shaft PTO gear, countershaft PTO gear, countershaft, transmission gear, and main shaft, and the wheels rotate to the accumulator. The accumulated hydraulic pressure is used as starting energy, improving fuel efficiency. Further, the control means monitors whether the vehicle speed exceeds a predetermined value based on a parameter value representative of the vehicle speed detected by the vehicle speed sensor, and when the vehicle speed exceeds the predetermined value, the pump motor is deactivated and the long throat is turned off. Try to bring it to life.

(Embodiment) Hereinafter, an embodiment of the vehicle deceleration energy recovery device of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of a deceleration energy recovery device, in which the symbol is, for example, a diesel engine mounted on a vehicle, and the output shaft of the engine 1 is a clutch 2, a transmission 3, and a drive shaft 12a.

and is connected to the wheels 12c via the differential gear 12b. Transmission 3 is transmission case 3
a, an input shaft 19 connected to the output shaft of the engine l via the clutch 2, a main shaft 4, a counter shaft 5, and a plurality of transmission gears provided on the main shaft 4 in correspondence with transmission ratios. 17, a plurality of transmission gears 18 provided on the countershaft 5 corresponding to the transmission ratio, and a multi-speed PTO output device (power take-off device) 3, which will be described later. The corresponding transmission gears 17 and 18 mesh with each other to change the speed and transmit the rotation of the engine 1 to the wheels.

Next, the main shaft PTO gear 6 of the multi-speed p''ro output device 3° is loosely fitted on the output side of the main shaft 4, and the countershaft PTO gear meshed with the main shaft PTO gear 6. 10 is loosely fitted on the output side of the countershaft 5. Also, a main shaft PTO gear synchronizer 9 and a countershaft PTO gear synchronizer 11 are attached to each output side of the main shaft 4 and the countershaft 5, respectively. Furthermore, a drive gear 7 meshing with the main shaft PTO gear 6
a is connected to the PTO output shaft 8 via a gear 7b. These main shaft PTO gear 6, counter shaft PTO gear 10, main shaft PTO gear synchronizer 9, counter shaft PTO gear synchronizer 11. The PTO output shaft 8 and the like constitute a multi-speed PTO output device 3'.

Multi-speed PTO output device A 3° PTO output shaft 8 is connected to a pump motor 16 via a joint 13 and an electromagnetic clutch 14.
It is connected to the. This pump motor 16 is
A high pressure oil passage 40 is connected to the port 28 , and the high pressure oil passage 40 is connected to an accumulator 41 via a shutoff valve 44 . These high pressure oil passage 40, cutoff valve 44, and accumulator 41 constitute a high pressure oil circuit. The second port 29 of the pump motor 16 is connected to a low pressure oil passage 42 , and the low pressure oil passage 42 is connected to a pressurized oil tank 43 .

The low pressure oil path 42 and the pressurized oil tank 43 constitute a low pressure oil circuit. The pressurized oil cylinder 43 has a pipe line 43a.
This pipe line 43a is connected to an air tank 45, and in the middle of the pipe line 43a, a solenoid valve 46 for pressurized air control, a pressure reducing valve 47, and an air dryer 4 are connected from the pressurized oil tank 43 side.
8 are arranged in this order.

The cutoff valve 44 is an electromagnetic biloft operation valve, and is composed of an electromagnetic switching valve 80 and a logic valve 81.

The logic valve 81 includes a valve body 81a, a spring 81b that presses the valve body 81a in a direction to close the high pressure oil passage 40, and a valve body 81a.
A pressure chamber 8 provided behind 1a and housing a spring 81b
1c. The electromagnetic switching valve 80 is, for example, a poppet valve, and when it is off (in the normal position shown), the high pressure oil path 40 of the accumulator 41 is
The first pilot oil pressure supply path 82 branching from the logic valve 81 is connected to the pressure chamber 81c of the logic valve 81.
When it is turned on, the first pilot oil pressure supply path 82 is shut off and the pressure chamber 81c is closed.
is communicated with the drain tank 55. A relief oil passage 49 branches from the high pressure oil passage 40 between the shutoff valve 44 and the pump/motor 16 and extends to the pressurized oil tank 43, and the relief oil passage 49 is connected to a relief valve 50 and a hydraulic motor 51 from the branch side.
．． Coolers (radiators) 52 are arranged in this order. A fan 53 is attached to the output shaft of the hydraulic motor 51, and this 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, and the replenishment oil passage 54 branches into two oil passages 54a and 54b, one of which is the oil passage 54.
a is the branch point of the relief oil passage 49 and the pump motor 1;
6, and the other oil passage 54b is the low pressure oil passage 40.
2 are connected to each other. A parallel circuit 56a consisting of a check valve and a relief valve is disposed in the middle of each oil passage 54a, 54b.
.

56b are arranged respectively. The supply oil passage 54 has an oil passage 5.
Solenoid valve A and relief valve 5 from the branch point side of 4a and 54b
7, a filter 58, a solenoid valve B, an oil pump 59, and a filter 60 are arranged in this order. Solenoid valve A is 2
When the position switching valve is turned off (in the normal position shown in the figure), the supply oil passage 54 is shut off and communicated with the drain tank 55 via the oil passage 54d and the cooler 61. For example, a known gear pump is used as the oil pump 59, and the oil pump 59 is constantly driven by the engine 1 or the electric motor, and supplies the hydraulic oil from the drain tank 55 to the oil passage 5.
4. The solenoid valve B is also a two-position switching valve, and when it is off (in the normal position shown), it shuts off the supply oil passage 54 and diverts the hydraulic oil sent from the oil pump 59 to the oil passage 54.
It is circulated to the drain tank 55 via C. Also, the branch point of the oil passages 54a and 54b? ? A relief oil passage 54e provided with a relief valve 62 is connected to the supply oil passage 54 between the magnetic valve and the magnetic valve.

A second pilot oil pressure supply path 63 branches from the supply oil path 54 between the relief valve 57 and the filter 58, and the supply path 63 is connected to the solenoid valve 30 that controls the displacement of the pump motor 16.
is connected to. The magnetic valve 30, pump,
Details of the motor 16 and the piston 32, which is an actuator for driving the swash plate of the pump motor 16, will be explained with reference to FIGS. 2 to 4 in addition to FIG. The capacity control solenoid valve 30 is a 4-port servo valve, and has a spool 31,
Solenoids 35a provided at both ends of the spool 31;
35b, and these solenoids 35a.

35b is connected to a drive circuit 36 via a power connector 35, and this drive circuit 36 is connected to an electronic control unit (
(hereinafter referred to as rECUJ) 64. The spool 31 has solenoids 35a, 35
The solenoid 35 moves in accordance with the control current value of the solenoid drive (energizing) signal from the drive circuit 36 supplied to the
When no drive signal is supplied to either a or 35b,
The spool 31 is in the neutral position shown. Pump motor 1
6 is a variable displacement axial piston type, and the rotating shaft 21 of the pump/motor 16 is connected to the electromagnetic clutch 14.
It is connected to the. A cylinder 25a is bored in the cylinder block 25 which is spline-engaged with the rotating shaft 21, and a piston 24 is slidably inserted into the cylinder 25a. A shoe 23 is engaged with a spherical end 24a of the piston 24 that protrudes from the cylinder 25a.
When the rotary shaft 21 rotates, the cylinder block 25 also rotates together with the rotary shaft 21, and the piston 24 engages the shoe 23.
The cylinder 25a reciprocates within the cylinder 25a while sliding on the swash plate 22 via the cylinder 25a. 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 bias the tilt angle control piston 32 to a neutral position. The piston 32 for tilting angle control and the displacement control? A feedback mechanism 33 is provided between the f solenoid valves 30 to feed back the movement of the tilt angle control piston 32 to the spool 31 of the capacity control solenoid valve 30. Reference symbols 27a and 27b in FIG. 2 are a casing and an end block, respectively;
The above-mentioned first port 28 and second port are connected to the end block 27b.
Ports 29 are provided, and each of the ports 28 and 29 communicates with the cylinder 25a through suction and discharge holes 26a and 26a of a pulp plate 26 interposed between the end block 27b and the cylinder block 25. Capacity control solenoid valve 3
When a drive signal is given from the drive circuit 36 to either of the solenoids 35a and 35b of 0, the spool 31 moves according to the drive signal value, and the pilot pressure oil from the biloft hydraulic pressure supply path 63 is used for tilt angle control. The piston 32 is fed to a hydraulic chamber 32b (32c) facing one hydraulic working surface, and to a hydraulic chamber 32c (32c) facing the other hydraulic working surface.
The pressure oil b) is drained, which moves the tilting angle control piston 32 and controls the tilting angle of the swash plate 22.

The movement of the tilting angle control piston 32 is controlled by the spool 31 of the displacement control solenoid valve 30 via a feedback mechanism 33.
As a result, the spool 31 returns to the neutral position, and the tilt angle of the swash plate 22 is controlled to a required angle value. Depending on the setting of the tilting angle of the swash plate 22, when the pump/motor 16 operates as a pump, the pump/motor 16 transfers the hydraulic oil in the pressurized oil tank 43 to the low pressure oil path 42, the second port 29, and the first port. It is fed under pressure to the accumulator 41 via the port 28 and the high pressure oil passage 40. Furthermore, when the pump/motor 16 operates as a motor, the high-pressure hydraulic oil stored in the accumulator 41 is supplied to the pump/motor 16 through a route opposite to that when the pump/motor 16 operates as a pump, and is supplied to the cylinder block 25 and The rotating shaft 21 is rotated. Incidentally, since the tilt angle control mechanism of the swash plate 22 including the feedback mechanism is conventionally known, a detailed explanation thereof will be omitted.

The pressurized air control solenoid valve 46, the solenoid valves A and B disposed in the supply oil passage 54, and 'T! 1 magnetic switching valve 80 is electrically connected to the ECυ64, and the ECU64
are supplied with drive signals D1 to D4, respectively. Also, EC
The output side of U64 is electrically connected to the engine clutch 2, the M411 clutch 14, and the main and countershaft PTO gear synchronizers 9 and 11, respectively.
The ECU 64 provides drive signals to these. The ECU 64 includes a stroke sensor (potentiometer, hereinafter referred to as "accelerator sensor") 65 attached to an accelerator pedal (not shown), and a stroke sensor (potentiometer, this stroke sensor is hereinafter referred to as "accelerator sensor") attached to a brake pedal (not shown). A sensor (hereinafter referred to as a "brake sensor") 66, a clutch sensor 67 that is attached to a clutch pedal (not shown) and outputs an off signal when the clutch pedal is depressed, and a speed change shift lever.
(not shown), a gear position sensor 68 that detects the selected gear position of the transmission 3, and a main switch 78 that operates the deceleration energy recovery device are electrically connected, and each detection signal is supplied to the ECU 64. be done. Further, a pressure sensor 69 is attached to the high pressure oil passage 40 between the cutoff valve 44 and the accumulator 41, and a pressure detection signal P is supplied from the pressure sensor 69 to the ECU 64. A level sensor 7o for detecting the oil level is attached to the drain tank 55, and the level sensor 7o detects whether the oil level in the drain tank 55 is above a predetermined value and supplies a level detection signal to the ECU 64. Reference numeral 77 is a charge switch attached to, for example, 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. Further, a tilt angle neutral position sensor 71 detects whether or not the tilt angle control piston 32 is in a neutral position and supplies a tilt angle neutral position signal NP to the ECU 64, and a main shaft 4 of the transmission 3.
A vehicle speed sensor 73 detects the vehicle speed from the rotational speed of a flywheel 72 fixed to the output side end of the main shaft PTO gear synchronizer 9 and 11, and detects the engagement state of the main and countershaft PTO gear synchronizers 9 and 11, respectively, and outputs a synchro feedback signal M.
Synchro detection sensors 74 and 75 that supply SF and C3F to the ECU 64, and a neutral sensor 76 that detects the neutral state of the transmission 3 are connected to the ECU, respectively.
64.

The engine 1 is equipped with a fuel injection pump 84 equipped with an electronic governor 83, and the electronic governor 83 is electrically connected to an electronic governor control unit 86, and its operation is electronically controlled by the electronic governor control unit 8G. . The electronic governor control unit 86 and the ECU 64 are electrically connected to each other, and the electronic governor control unit 86 is connected to the ECU 64.
6 is supplied with an accelerator signal based on the amount of depression of the accelerator pedal detected by the aforementioned accelerator sensor 65 (or a pseudo-image accelerator signal, which will be described later), and a charge request signal, which will be described later, from the electronic governor control unit 86.
For example, the CU 64 receives an engine rotation speed signal Ne that detects the engine rotation speed from the rotation speed of the camshaft of the electronic governor 83.
is supplied.

Reference numeral 84 is a warning light, and when the oil pressure in the accumulator 41 is below a predetermined pressure (for example, 250 k+rf/c+1) based on the pressure detection signal P input to the ECU 64, the ECU 64 turns on the warning light 87 and issues WIIJ. . Further, reference numeral 88 is a brake light (stop light), and when the aforementioned brake sensor 66 detects that the amount of depression of the brake pedal exceeds a predetermined value to be described later, the ECU
64 turns on the brake light 88.

Next, the operation of the deceleration energy recovery device configured as described above will be explained with reference to the program flowcharts executed in the ECU 64 shown in FIGS. 5 to 11 and FIGS. 12 to 19. The ECU 64 supplies drive signals to each of the engine clutch 2, main and countershaft PTO gear synchronizers 9.11, and electromagnetic clutch 14 based on detection signals from the various sensors described above, and supplies drive signals to the pressurized air control electromagnetic valve 46, Solenoid valves A and B,
In addition, a drive signal is supplied to each of the electromagnetic switching valves 80, a tilt angle control signal is supplied to the drive circuit 36, and a drive signal is supplied to the capacity control electromagnetic valve 30 to operate the deceleration energy recovery device as follows. Activate.

First, the ECU 64 executes step 100 of the main flowchart shown in FIG. 5, and determines whether the vehicle speed is Okm+8 based on the vehicle speed signal V from the vehicle speed sensor 73, that is, whether the vehicle is stopped or not. Determine. If the answer is affirmative (Yes), the process directly proceeds to step 101, where it is determined whether the main switch 78 of the deceleration energy recovery device is on or off.

When the main switch 78 is in the OFF state, the ECU 64 outputs all outputs to the deceleration energy recovery device, i.e., main and countershaft PTO gear sink o+Isa9. 1
1. No drive signal is supplied to the electromagnetic clutch 14, the pressurized air control electromagnetic valve 46, the electromagnetic valves A and B, the electromagnetic switching valve 80, and the capacity control electromagnetic valve 3o (step 102),
Step 100 is repeatedly executed until the main switch 7 is turned on in step 101.

When the ON state of the main switch 78 is detected, step 104 is executed, and the ECU 64 supplies the drive signal Di to the pressurized air control solenoid valve 46 to open the pipe line 43a.
The high pressure air accumulated in the air tank 45 is transferred to the pressure reducing valve 47.
After adjusting the pressure to a predetermined pressure, the hydraulic oil is introduced into the pressurized oil tank 43. This makes it possible to pressurize the hydraulic oil in the oil tank 43, thereby preventing cavity silane in the low-pressure oil passage 42. There is no need to install an oil tank on the roof of a vehicle such as a bus and use it as a head tank.
Pressurized oil tank 44 can be installed at any position. The deceleration energy recovery device is activated for the first time when the main switch 78 is turned on when the vehicle is stopped, and the solenoid valve 46 is turned off when the deceleration energy recovery device is not activated (when the main switch 78 is turned off). Forced (
Step 102) It is switched to the normal position shown in FIG.
1, the amount of oil leaking from each seal portion of the hydraulic circuit and flowing back into the drain tank 55 can be reduced or eliminated, and the capacity of the drain tank 55 can be minimized. Note that a pressure reducing valve 47 disposed in the conduit 43a regulates the high pressure air from the air tank 45 to a predetermined pressure, and keeps the air pressure in the pressurized oil tank 43 constant.

Next, the value of a flag fO, which will be described later, is set to 1 (step 105), and the process proceeds to step 106, where the vehicle speed is set to a predetermined value (for example, 6) based on the vehicle speed signal V from the vehicle speed sensor 73.
5 kfi/h) or more. When the vehicle is stopped, in step 106, the vehicle speed is determined to be 65 km/h.
Of course, it is determined that the speed is less than h, but once the vehicle starts running, once the vehicle speed becomes 65 km/h or more, the flag fQ value is set to zero (step 107).
, execute step 102 to turn off all output from the ECU 64 to the deceleration energy recovery device, that is, stop the operation of the deceleration energy recovery device. Is this car speed 6?
When the speed exceeds 5km/h, the main and countershaft P
The synchronous operation of the TO gear synchronizer 9.11 becomes impossible, and the rotation speed of the pump motor 1G exceeds the allowable rotation speed. Since this will have a negative effect on the lifespan of the deceleration energy recovery device, the operation of the deceleration energy recovery device is forced to stop.

If the determination result in step 100 is negative (No),
That is, when the vehicle speed is equal to or higher than O1 um/h, the process proceeds to step 103, where the flag fO value is determined. Said step 10
Once the value 0 is set in the flag fO in step 7, the determination result in step 103 is always r o until the vehicle is stopped.
=o, in which case step 102 is continued. However, unless the vehicle speed exceeds 551 a/h, the determination result in step 103 is fO = 1,
In this case, step 101 will be executed.

If it is determined in step 106 that the vehicle speed is 65 kl/h or less, the process proceeds to step 110, and the solenoid valve AB control subroutine shown in FIG. 6 is executed. This subroutine is executed depending on the operating condition of the vehicle, etc.
and B are set to the operating modes shown in Table 1.

(Leaving space below) Table 1 First, in step 111 in FIG.
It is determined whether the oil level in 5 is equal to or higher than a predetermined value. When the oil level in the drain tank 55 is above the predetermined value, the ECLI 64 executes oil replenishment mode control and sends drive signals D2. D3 is output, and both of these solenoid valves A and B are turned on (energized) (steps 112, 113). As a result, the hydraulic oil discharged into the supply oil path 54 by the pump 59 is opened. Solenoid valve A,
The oil is supplied to the high pressure oil passage 40 (or low pressure oil passage 42) via B and the parallel circuit 56a (or 56b). Pressurized oil tank 4 from accumulator 41 in FIG.
If the hydraulic oil that was being supplied to the hydraulic circuit leading to No. 3 leaks from the seal part of the hydraulic circuit and is returned to the drain tank 55, the amount of oil in the drain tank 55 will increase accordingly. When the oil level exceeds the predetermined value, the accumulator 41 is replenished to the high pressure oil passage 40 (or low pressure oil passage 42) with hydraulic oil corresponding to the excess amount.
The amount of oil in the hydraulic circuit of the pressurized oil tank 43 can always be kept 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, where it is determined whether a charge request condition, which will be described later, is satisfied. Here, the charge request condition means that the neutral state of the transmission 3 is detected by the neutral sensor 75 shown in FIG.
This refers to when the pressure inside the accumulator 41 is 2501 gf/- or less according to 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 when all of these conditions are met. In the tilt angle control mode, the ECU 64 deenergizes the solenoid valve A without outputting the drive signal D2 (step 120), and supplies the drive signal D3 to the solenoid valve B to attach it. is turned on (step 121), whereby the hydraulic pressure in the supply oil passage 54 downstream of the relief valve 57, that is, the biloft hydraulic pressure regulated to a predetermined pressure, is generated in the second biloft hydraulic pressure supply passage 63. Therefore, this pilot oil pressure is supplied to the tilt angle control piston 32 via the capacity control solenoid valve 30, and is used to control the tilt angle of the pump motor 16. Since the pump 59 is constantly driven by the engine 1 or the electromagnetic motor, when the tilting angle control of the pump/motor 16 is to be started, the pilot oil pressure regulated to the required pressure is immediately supplied to the tilting angle control piston 32. can do. Also, unlike the model that uses part of the high-pressure hydraulic oil in the high-pressure oil line 40 as viroft oil, the pilot oil pressure is generated by a pump 59 that is separately provided.
Loss of high-pressure hydraulic oil (accumulated pressure energy) can be suppressed, and there is no need to provide a high-pressure switching valve for generating biloft hydraulic pressure from the high-pressure oil path 40, which simplifies the configuration of the hydraulic circuit.

When the charge request condition in step 114 is not satisfied, the process proceeds to step 115, and based on the signal from the brake sensor 66, it is determined whether or not the brake pedal is depressed. When the amount of depression of the brake pedal is greater than zero, the process proceeds to step 116, where it is determined whether the vehicle speed is greater than Qkm/h. When the vehicle speed is greater than Oks/h, that is, the brake pedal is depressed even slightly,
In addition, when the vehicle is not stopped (vehicle deceleration), steps 120 and 121 are executed to generate biloft hydraulic pressure in the second biloft hydraulic pressure supply path 63 in preparation for pump tilt control to be described later. If the brake pedal is depressed but the vehicle speed is 0-/h, the ECU 64 deenergizes (turns off) both solenoid valves A and B in the operating body stop mode (steps 122 and 123). When the motor 16 does not need to function as either a pump or a motor, the hydraulic oil sucked up from the drain tank 55 by the pump 59 is returned to the drain tank 55 via the oil passage 54c, and the hydraulic oil is returned to the drain tank 55 via the oil passage 54c. Hydraulic oil will not be pumped. Further, the hydraulic oil in the supply oil passage 54 is transferred to the drain tank 5 via the deenergized solenoid valve A and the oil passage 54d.
Returned to 5. In this way, unnecessary hydraulic pressure is prevented from being generated in the second pilot hydraulic pressure supply path 63 when the tilt angle of the swash plate 22 of the pump motor 16 is not controlled as will be described later.

When the amount of depression of the brake sensor is zero in step 115, the process proceeds to step 117, and the pressure sensor 69
Based on the pressure detection signal P from the Achiemulator 41, it is determined whether the pressure inside the Akiemulator 41 is equal to or higher than a predetermined value (for example, 21G) igf/cj). If the pressure inside the Akiemulator 41 is below a predetermined value (210 kgf/cd), this means that sufficient deceleration energy has not been accumulated. Turn off both B. On the other hand, accumulator 41
If the internal pressure is higher than the predetermined value (210 kgf/cj), the process proceeds to step 11B, and each synchro feedback signal MSF, C of the synchro detection sensor 74 and 75 in FIG.
3F, the engagement states of the main and countershaft PTO gear synchronizers 9 and 11 are determined. When the countershaft PTO gear synchronizer 11 is actuated in step 118 and it is determined that the countershaft PTO gear IO is fixed to the countershaft 5, the deceleration energy recovery device performs start control or pressure charge control when the vehicle is stopped, which will be described later. is executed, and in this case, the steps 120 and 121 are executed.
is executed to generate biloft hydraulic pressure in the second biloft hydraulic pressure supply path 63.

In step 11B, the main shaft PTO gear synchronizer 9 is actuated to connect the main shaft PTO gear 6.
When it is determined that the accelerator sensor 6 is fixed to the main shaft 4, the process advances to step 119, and the accelerator sensor 6 in FIG.
Based on the signal from 5, it is determined whether the amount of depression of the accelerator pedal is equal to or greater than a value corresponding to 60% of the total amount of depression. When the amount of depression of the accelerator pedal is equal to or greater than a value corresponding to 60%, this means that the deceleration energy recovery device executes the acceleration control described later, and in this case, steps 120 and 121 are executed and the second biloft Biloft hydraulic pressure is generated in the hydraulic pressure supply path 63.

In step 118, if both the main and countershaft PTO gear synchronizers 9 and 11 are in disconnected operation (in the case of synchro open), the process proceeds to steps 122 and 123, and both solenoid valves A and B are turned off.

Returning to the main routine of FIG. 5, when the execution of the solenoid valve A-B control subroutine is completed, the process proceeds to step 130, where it is again determined whether the vehicle speed is Oksr/h, that is, whether the vehicle is stopped. . If the vehicle is stopped, set the value of flag f2 (described later) to zero (step 131).
, sets the value of a flag fl, which will also be described later, to the value l (step 132), and proceeds to step 134, step 13
If the determination result at 0 is negative (No), the process proceeds to step 133, where the value of the flag [1 is determined and the flag r
If the l value is still held at 4f11 set in step 132, the process advances to step 134.

In step 134, the selected gear of the transmisosilane 3 is determined based on the signal from the gear position sensor 68 shown in FIG. The electromagnetic clutch 14 is disengaged without outputting DCR, and the engine clutch drive signal DEC is output in step 136 to engage the engine clutch 2.
Proceeding to step 260, the deceleration energy recovery device is therefore deactivated when the transmission shift lever is in the reverse position.

In step 134, when it is determined that the transmission shift lever is in the neutral position, the flag r2 is
After setting the value of to zero (step 137), step 1
At step 38, 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 device is deactivated. In step 138, if the charge switch 77 is on, step 1
39, based on the pressure detection signal P of the pressure sensor 69, the pressure in the accumulator 41 reaches a predetermined pressure (for example, 25
0kgf/aa) or less.

The pressure inside the accumulator 41 is set to the predetermined pressure (250 kg).
f/cd) or more, the deceleration energy is sufficiently stored in the accumulator 41, and it is determined that there is no need to accumulate pressure in the accumulator 41 by executing pressure charge control, which will be described later, and steps 135 and 136 are performed. Execution disables the deceleration energy recovery device. On the other hand, if it is determined in step 139 that the pressure inside the accumulator 41 is below the predetermined pressure (250 kgf/cffl), all of the charge request conditions described above are satisfied, and the process proceeds to step 140, where the ECU 64
executes the pressure charge control subroutine.

FIG. 7 is a flowchart of the pressure charge control subroutine executed by the ECU 64. First, in step 141, the clutch sensor 67 shown in FIG. Discern. When the driver disengages the engine clutch 2 (off), step 14
Proceeding to step 2, the ECU 64 outputs the pump tilting angle Hm signal to the drive circuit 36 to Ov, and does not output a drive signal from the drive circuit 36 to any of the solenoids 30a and 3Qb of the capacity control solenoid valve 30, The spool 31 of the control solenoid valve 30 is held at the neutral position shown in the figure, and a charge request signal to the electronic governor control unit 86 (described later) is turned off (Step 143), and furthermore, the supply of the electromagnetic clutch drive signal DCH is cut off and the electromagnetic clutch is turned off. 14 is turned off (step 144).

On the other hand, if the engine clutch 2 is on (engaged state) in step 141, the process advances to step 145 and ECυ
64 temporarily stops the supply of the engine clutch drive signal DEC to the engine clutch 2 and disengages the clutch 2, and then also stops the supply of the synchronization drive signal MSD to the main shaft PTO gear synchronizer 9, so that the main shaft PTO gear The synchronizer 9 is turned off (step 146), and the ECU 64 determines whether the main shaft PTO gear synchronizer 9 has reliably completed the disconnection operation based on the synchro feedback signal MSF from the synchro detection sensor 74. The main shaft PTO gear synchronizer 9 waits until the disconnection operation is completed (step 147).
When the disconnection operation of the TO gear synchronizer 9 is completed and the main shaft PTO gear 6 is released from the main shaft 4, the process proceeds to step 148, where the ECU 64 sends a synchronization drive signal C3D to the countershaft PTO gear synchronizer 11. In this case, the ECU 64 also detects whether the countershaft PTO gear synchronizer 11 has reliably completed the contact operation using the synchro feedback signal C from the synchro detection sensor 75.
3F and waits until the contact operation of the countershaft PTO gear synchronizer 11 is completed (step 149).

Next, countershaft PTO gear synchronizer 1
1 contact action (on) is completed and the countershaft PTO
When the gear 10 is fixed to the counter shaft 5, the electromagnetic clutch drive signal DCR is supplied to the electromagnetic clutch 14 to turn on the electromagnetic clutch 14 (step 15).
0), the ECU 64 sends a charge request signal to the electronic control unit 86, causes the electronic governor control unit 86 to control the fuel injection pump 84, and starts the engine 1.
(stay 1151) to increase the required amount of fuel supplied to the engine 1 (stay 1151), thereby coping with an increase in the load placed on the engine 1 due to the operation of the pump motor 16, which will be described later, in pressure charge control.

Next, the ECU 64 resumes supplying the engine clutch drive signal DEC to the engine clutch 2, and turns the engine clutch 2 into a close operation (on). ri (step 152),
A pump tilting angle control signal having a predetermined positive voltage value is sent to the drive circuit 36 to set the tilting angle of the swash plate 22 of the pump motor 16 to an optimum value for the pump motor 16 to operate as a pump. setting (step 153), and the process proceeds to step 154, where the pressure inside the accumulator 41 is determined and the pressure inside the accumulator 41 reaches the predetermined value (25
0kgf/cd) or less, step 14 in Figure 5.
Return to 0. Therefore, this pressure charge control subroutine is repeatedly executed while the above charge request condition is satisfied.

In this way, as shown by the large broken line in FIG.
The rotation transmitted to the countershaft 5 via the clutch 2 and the human power shaft 19 of the transmission is the countershaft PTO gear 10, the main shaft PTO gear 6,
Drive gears 7a, 7b.

The pressure oil is transmitted to the pump motor 16 via the PTO output shaft 8, the joint 13, and the electromagnetic clutch 14, and the pump motor 16, which operates as a pump at this time, sends the pressure oil to the first port 28,
It is stored in an accumulator 41 via a high pressure oil path 40. Charge request switch 7 provided by the driver in the driver's seat
7 is turned on, pressure oil can be stored in the accumulator 41, which has an insufficient amount of pressure oil, by the engine output in the idling state due to this pressure charge control.

In the step 154, when it is determined that the pressure inside the accumulator 41 exceeds the predetermined pressure (250 kgf/cd), the steps 142 to 144 are executed to disable the deceleration energy recovery device, and the pressure charge control is performed. Terminates execution of the subroutine.

Step 1 in Figure 5 from the pressure charge control subroutine
When the process returns to step 40, the process proceeds to step 260, where it is again determined whether the pressure within the accumulator 41 is below a predetermined pressure (250 kgf/cd), and if the pressure within the accumulator 41 is below the predetermined pressure, the process shown in FIG. The warning light 84 is turned on (step 261), and if the pressure is higher than a predetermined pressure, the warning light 84 is turned on (step 261).
4 is turned off (step 262), thereby allowing the driver to know the state of accumulation of deceleration energy in the accumulator 41.

In step 134, if it is determined that the speed change lever is in any position from 2nd speed to 5th speed,
Proceeding to step 160, the value of flag r2 is determined. This flag r2 is used to determine whether or not a start control subroutine to be described later has already been executed, and when the vehicle is still in a stopped state, the flag r2 value remains at the value O set in step 131. Therefore, in such a case, the process proceeds to step 161, and it is determined whether the pressure inside the accumulator 41 is below a predetermined pressure (250 kgfloJ). If the pressure inside the accumulator 41 is equal to or higher than the first predetermined pressure (250 kgf/c+J) by this determination, the flag r2 is set to the value 1 (step 162),
Execute the start control subroutine to be described later (step 1)
70), and in step 162, the flag [2 is set to the value 1].
is set, the ECU 64 skips steps 161 and 162 and directly proceeds to step 170 based on the determination in step 160 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/cd) immediately before the vehicle starts, the start control subroutine described later is executed, and once this subroutine is executed, the pressure in the sheet metal accumulator 41 reaches the predetermined pressure (250 kgf/cd). 250 kgf/c+J) or less, the subroutine will continue to be executed.

FIG. 8 shows a flowchart of the start control subroutine. First, in step 171, the selected gear of the transmission 3 is determined based on the signal from the gear sensor 68, and whether the gear shift lever is in the 4th or 5th gear is determined. When the vehicle is in one of the positions, the ECU 64 does not output the engine clutch drive signal DEC and disengages the clutch 2 (step 172). When starting the vehicle from a stopped state, the ECU 64 selects the 4th or 5th gear, that is, starting. If an inappropriate gear is selected, it will be difficult to start the vehicle, so clutch 2 is disengaged and the deceleration energy recovery device is left inactive without performing any activation operation. and return to the main routine.

In step 171, the transmission 3
When it is determined that the vehicle is in the vehicle speed position, the vehicle speed Vo, which will be described later, is determined.
The vehicle speed Vo value is set to a first predetermined value (for example, 5 km/h) (step 173), and when it is determined that the vehicle is in the third gear position, the shift vehicle speed Vo value is set to a second predetermined value (for example, 101 v/h).
(step 174), and the process proceeds to step 175. In step 175, the vehicle speed signal V from the vehicle speed sensor 73 is
The vehicle speed V detected based on the above is compared with the variable speed vehicle speed Vo set in either of steps 173 and 174. This variable speed vehicle speed vO is used to determine whether to drive the vehicle only by deceleration energy or by the output of the engine l in addition to deceleration energy (the latter is referred to as "acceleration control") when the vehicle starts.
As a result of the comparison, if the vehicle speed V is equal to or higher than the shift vehicle speed vO, the process proceeds to step 187, where a shift control subroutine to be described later, which is a pre-operation for executing acceleration control, is executed.

If the vehicle speed V is equal to or lower than the shift vehicle speed vO in Step 7 175, Step 176 proceeds and the ECU 64 temporarily stops supplying the engine clutch drive signal DE (1) to the engine clutch 2 to disengage the clutch 2. Thereafter, the supply of the synchro drive signal MSD to the main shaft PTO gear synchronizer 9 is also stopped, and the main shaft PTO gear synchronizer 9 is turned off (step 17?).

Then, the ECU 64 uses the synchronization feedback signal MS from the synchronization detection sensor 74 to determine whether or not the main shaft PTO gear synchronizer 9 has reliably completed the disconnection operation.
F, and waits until the disconnection operation of the main shaft PTO gear synchronizer 9 is completed (step 17).
B) When the disconnection operation of the main shaft PTO gear synchronizer 9 is completed and the main shaft PTO gear 6 is released from the main shaft 4, the process proceeds to step 179;
The ECU 64 sends a synchronization drive signal C3D to the countershaft PTO gear synchronizer 11 to turn it on (on). In this case, the ECU 64 also checks whether the countershaft PTO gear synchronizer 11 has completed the contact operation. The determination is made based on the synchro feedback signal C3F from the synchro detection sensor 75, and the process waits until the contact operation of the countershaft PTo gear synchronizer 11 is completed (step 180).

Next, countershaft PTO gear synchronizer 1
1 contact action (on) is completed and the countershaft PTO
Once the gear IO is fixed to the countershaft 5, the process proceeds to step 181, where it is determined based on the signal from the accelerator sensor 65 whether or not the amount of depression of the accelerator pedal is greater than zero. If it is determined that the amount of depression of the accelerator pedal is greater than zero, this means that the vehicle is in a starting state, and in this case, the process proceeds to step 188, where a motor tilt control subroutine is executed.

FIG. 9 shows a flowchart of the motor tilting control subroutine. First, in step 221, the pressure in the accumulator 41 is reduced to a second predetermined pressure (for example, 210 kgf/
aJ) Determine whether it has decreased to or below. The pressure inside the accumulator 41 is the second predetermined pressure (210 kgf/
cd), the hydraulic oil is pump motor 1
If it becomes impossible to generate enough driving force to start and accelerate the vehicle by driving 6, the process proceeds to step 222 and the above-mentioned shift control is executed. If it is determined in step 221 that the pressure inside the achievator 41 is equal to or higher than the second predetermined pressure (210 kgf/cd), the process proceeds to step 223, where the ECU 64 outputs a motor tilt angle control signal to the drive circuit 36. . The output value of this motor tilt angle control signal is determined by the accelerator sensor 65 in FIG.
．． and is set based on each detection signal from the synchro detection sensors 74 and 75. 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 amount of depression of the accelerator pedal (accelerator opening degree). When , the motor tilt angle control signal value gradually increases from zero as the accelerator opening increases from when the accelerator opening is at the first predetermined value (for example, 40%) along the straight line shown by the solid line in the figure. The output value is decreased in the negative direction and set to a negative predetermined value VW (for example, a predetermined value between -3v and -5v) that provides the maximum motor capacity when the accelerator opening degree is 100%. When the main shaft PTO gear synchronizer 9 is in contact operation, the accelerator opening is at a second predetermined value (for example, 60%) that is larger than the first predetermined value along the straight line shown by the broken line in FIG. As the opening value increases, the output value is gradually decreased from zero in the negative direction, and is set to reach the negative predetermined value (8) when the accelerator opening is 100%.

Two solenoids 35a of the capacity control solenoid valve 30 according to the motor tilt angle control signal value supplied to the drive circuit 36,
35b, the capacity control solenoid valve 30 sends the biloft hydraulic pressure generated in the second pilot hydraulic pressure supply path 63 to the piston 32, displacing the piston 30, thereby displacing the piston 30. Pump motor 1
The tilt angle of the swash plate 6 is controlled to the optimum value for motor operation at the time of starting.

Next, the process proceeds to step 224, where the synchronization detection sensor 7
4.75 each synchronized feedback signal MSF, C5
The engagement states of the main and countershaft PTO gear synchronizers 9 and 11 are determined based on F. 8th
If the motor tilting control is executed in the start control 21 shown in the figure, it should be determined in step 224 that the countershaft PTO gear synchronizer 11 is in contact operation, and in this case, the process proceeds to step 225 and the EC
The U64 supplies a pseudo accelerator signal to the electronic governor control unit 86, which instructs the fuel injection pump 84 to inject the amount of fuel necessary to maintain the engine at idle, regardless of the amount of depression of the accelerator pedal by the driver. The engine 1 is controlled to supply injection. Then, the process proceeds to step 226, where it is determined whether or not the amount of depression of the accelerator pedal is greater than or equal to the first predetermined value (40%). DCR is supplied to the electromagnetic clutch 14 and the contact operation (
Then, the electromagnetic switching valve (poppet valve) 80 of the isolation valve 44 is energized by applying the drive signal D4, and the logic valve 81 is opened (step 228).
, Thus, the high pressure hydraulic oil stored in the accumulator 41 is guided to the pump motor 16 and drives it,
The rotation of the pump motor 16, which operates as a motor, is
As shown by thick broken lines in FIG. 7, the electromagnetic clutch 14, the joint 13, the PTO output shaft 8, and the drive gears 7b and 7a.

Main shaft PTO gear 6, counter shaft PTO
The rotation of the main shaft 4 is transmitted to the gear 10, the countershaft 5, the transmission gears 18, 17, and the main shaft 4, and further, the rotation of the main shaft 4 is transmitted to the wheels 12c, 12c via the propeller shaft 12a and the differential gear 12b. Note that the hydraulic oil that has driven the pump motor 16 is returned to the pressurized oil tank 43 via the second port 29 and the low pressure oil path 42. In this way, during start control when sufficient deceleration energy is stored in the Akiemulator 41, the vehicle
The pump/motor 16 is driven only by the driving force from the motor 16, and the rotation of the pump/motor 16 is controlled by the speed change gears 17 and 18 interposed between the main shaft 4 and the countershaft 5 of the transmission 3. Since the speed is changed according to the gear ratio of the gear selected according to the load condition 7Li (load) and transmitted to the wheels 12c, 12c, optimum starting performance can be obtained.

If it is determined in step 226 that the amount of depression of the accelerator pedal is less than the first predetermined value (40%), for example, when attempting to start the vehicle, the amount of depression of the accelerator pedal is insufficient. If the accelerator pedal is released during start-up or acceleration, the process proceeds to step 229, and the piston 32 is set at the neutral position based on the tilt angle neutral position signal NP from the tilt angle neutral position sensor 71 shown in FIG.
It is determined whether the tilt angle of the swash plate 22 of the motor 16 is zero. The amount of depression of the accelerator pedal is the first predetermined value (40%
) In the following cases, the tilt angle control signal output value output from the ECU 64 to the drive circuit 36 is set to zero as shown in FIG. The amount of depression of the accelerator pedal is originally the first predetermined value (
40%) or less, there is no problem, but if the accelerator pedal is released and the value becomes less than the first predetermined value, there is a response delay in the hydraulic circuit, so the tilt angle control signal output value from the ECU 64 is The tilting angle of the swash plate 22 of the pump motor 16 does not immediately become zero even if
Moreover, if the high-pressure oil circuit 4o is shut off (poppet valve 80 turned off), vibrations and accompanying noise will occur in the hydraulic circuit, which is undesirable.

Therefore, when it is determined in step 229 that the tilt angle is not yet zero (if the determination result in step 229 is negative (No)), step 188 in FIG. Therefore, the process returns to step 170 in FIG.

Then, in step 229, it is confirmed that the tilt angle has been returned to zero (the determination result in step 229 is affirmative (Y
es)), proceed to step 230 and proceed to electromagnetic clutch 1
4 is turned off, and in step 231, the electromagnetic switching valve (poppet valve) 80 of the cutoff valve 44 is deenergized (off) to close the logic valve 81 and deactivate the deceleration energy recovery device.

If it is determined in step 181 of FIG. 8 that the amount of depression of the accelerator pedal is zero, for example, if the vehicle is in a state immediately before starting, or if 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 to return the tilt angle of the swash plate 22 of the pump motor 16 to zero (step 182), and then returns the tilt angle of the swash plate 22 to zero. After confirming that the turning angle has become zero (step 183), the electromagnetic switching valve (poppet valve) 80 of the isolation valve 44 is deenergized (off), the logic valve 81 is closed, and the high pressure oil passage 40 is closed. The brake pedal is shut off (step 184), and then it is determined whether or not the amount of brake pedal depression is zero based on the signal from the brake sensor 64 shown in FIG. 1 (step 185). If so, the electromagnetic clutch 14 is disengaged (off) to stop the operation of the deceleration energy recovery device (step 186), and the process returns to the main routine shown in FIG.

Further, if the accelerator pedal is released and the brake pedal is depressed during starting acceleration when the vehicle speed V has not yet reached the shift vehicle speed Vo, the process proceeds to step 189 as a result of the determination in step 185, and pump tilt control, which will be described later, is executed. Even in such cases, the vehicle's deceleration energy can be recovered.

When vehicle speed V exceeds shift vehicle speed Vo during start acceleration (No. 8
Step 1 executed by the determination in step 175 in the figure
87), and when the pressure in the accumulator 41 at the time of starting the start is less than or equal to the first predetermined pressure (250 kgf/cd) (step 190 executed based on the determination in step 161 in FIG. 5), the above-mentioned shift control is performed. The vehicle is driven not only by the driving force from the pump motor 16 but also by the driving force from the engine 1 by the acceleration control which is executed following this speed change control.

FIG. 1410 shows a flowchart of the speed change control subroutine. First, in step 191, the ECU 64 sets the output value of the motor tilt angle control signal to the drive circuit 36 to zero to return the tilt angle of the swash plate 22 to zero.

Next, the ECU 64 outputs an engine clutch drive signal DEC.
is output to engage the engine clutch 2 (step 192), and then wait for a predetermined time (for example, 0.1 seconds) to elapse, that is, wait for the engagement of the engine clutch 2 to be completed (step 193). The 1i governor control unit 86 supplies the true accelerator signal from the accelerator sensor 65 to the electronic governor control unit 86 (step 7'l 94).
64 receives an accelerator signal from 64 (step 225 of the motor tilt control subroutine executed in step 188 in FIG. 8), the fuel injection pump 84 injects the amount of fuel necessary to maintain the engine 1 in an idle state. However, when a true accelerator signal is received from the ECU 64, the engine 1 is caused to inject and supply fuel in accordance with the amount of depression of the accelerator pedal. Furthermore, ECU6
4 waits for the engagement of the engine clutch 2 to be completed before giving a true accelerator signal to the electronic governor control unit 86 in order to prevent the engine 1 from revving up.

Next, in step 195, after waiting until the tilt angle of the swash plate 22 of the pump motor 16 becomes zero, the n Arai 44
The electromagnetic switching valve (poppet valve) 80 is deenergized (off), the logic valve 81 is closed (step 196), the electromagnetic clutch 14 is disengaged (off) (step 197),
Temporarily stop the operation of the deceleration energy recovery device. Then, in steps 198 to 201, the countershaft PTO gear synchronizer 11, which is in contact operation, is turned off, while the main shaft PTO gear synchronizer 9 is switched to contact operation. More specifically, in step 198, the ECU 64 controls the countershaft PTO.
Stopping the supply of the synchro drive signal C3D to the gear synchronizer 11 and turning off the countershaft PTO gear synchronizer 11 (step 198);
Then, the ECU 64 determines whether or not the countershaft PTO gear synchronizer 11 has reliably completed the disconnection operation based on the synchronization feedback signal C3F from the synchronization detection sensor 75, and waits until the disconnection operation of the countershaft PTO gear synchronizer 11 is completed. (Step 199). When the disconnection operation of the countershaft PTO gear synchronizer 11 is completed and the countershaft PTO gear 10 is released from the countershaft 5, the process proceeds to Step 200, and the ECU 64 synchronizes the main shaft PTO gear synchronizer 9. The drive signal MSD is sent to cause the contact operation (turn on). In this case as well, the ECU 64 determines whether or not the main shaft PTO gear synchronizer 9 has reliably completed the contact operation based on the synchro feedback signal MSF from the synchro detection sensor 74. Then, the main shaft PTO gear synchronizer 9 waits until the contact operation of the main shaft PTO gear synchronizer 9 is completed (step 201). Next, the contact operation (on) of the main shaft PTO gear synchronizer 9 is completed and the main shaft PTO gear 6 is connected to the main shaft 4. When it is fixed, the process proceeds to step 202, sets the value O to the flag f1 mentioned above, and returns to the main routine of FIG.

When the speed change control subroutine is executed, the driving force of the engine l is transferred to the wheels 12C, 12C,
12C and the driving force of the pump motor 16 is transmitted to the wheels 12C, 12C, thereby establishing a path shown by the large broken line in FIG. More specifically, the rotation transmitted from the engine 1 to the countershaft 5 via the clutch 2 and the input shaft 19 of the transmission 3 is transmitted to the main shaft 4 after being changed in speed by a multi-stage transmission gear 18, 17 in the usual manner. The rotation of the main shaft 4 is transmitted to the wheels 12c via the propeller shaft 12a and the differential gear 12b.
, 12c, while the pump motor 16, which operates as a motor, connects the electromagnetic clutch 14, the coupling 13, and the PTO
Output shaft 8, drive gears 7b, 7a, main shaft PTO
gear 6, main shaft 4, propeller shaft 12a,
and is connected to wheels 12c, 12c via a differential gear 12b. As a result, in the main routine of FIG. 5, the determination result at step 130 is negative (No), that is, the vehicle speed is not Ok-8, and the flag r is set at step 133.
It is determined that the l value is zero, and the process proceeds to step 210. Note that once the speed change control is executed even once after the vehicle starts, the flag fl value is held at the value O until the vehicle stops, so that the steps from step 210 onwards are executed every time the main routine is executed.

In step 210, the ECU 64 supplies the electronic governor control unit 86 with the true accelerator signal from the accelerator sensor 65. Thereby, the electronic governor control unit 86 causes the fuel injection pump 84 to inject and supply the amount of fuel to the engine 1 according to the amount of depression of the accelerator pedal.

Next, it is determined whether the amount of depression of the accelerator pedal is zero (step 211), and if it is not zero, the engine clutch 2 is engaged (step 214), and the motor tilt control subroutine of step 220 is executed.

The motor tilting control subroutine shown in FIG. 9 is executed again.
After confirming in step 221 that the pressure inside the accumulator 41 is equal to or higher than the second predetermined pressure (210 kgf/cd), the process proceeds to step 223, where the ECU 6
4 sets the output value of the motor tilt angle control signal according to the amount of depression of the accelerator pedal (accelerator opening degree), and supplies this to the drive circuit 36.

At this time, as mentioned above, the main shaft PTO gear synchronizer 9 is in contact operation (on) due to the execution of the speed change control subroutine, so the output value of the angle rotation control signal around morph f is set along the broken line shown in FIG. Ru. As is clear from FIG. 12, the motor tilt angle control signal output value during acceleration control, and therefore the tilt angle of the swash plate 22 of the pump motor 16, is set to a smaller value than during start control for the same accelerator opening. Therefore, the motor capacity of the pump motor 16 is set to be small, and the load on the pump motor 16 is reduced. As a result, the transmission path of the driving force from the pump motor 16 to the wheels 12c, 12c is the path from the countershaft 5 to the main shaft shown in FIG. Even if the transmission path is changed from the path in which the gear is changed and transmitted to the path shown in FIG. 18 in which the transmission is directly transmitted to the main shaft 5, the switching can be smoothly performed without sudden torque fluctuations or vibrations.

Next, in step 224, the main shaft P
When it is determined that the TO gear synchronizer 9 is engaged, the process proceeds to step 232, where it is determined whether the amount of depression of the accelerator pedal (accelerator opening) is equal to or greater than the second predetermined value (60%), and the depression of the accelerator pedal is determined. If the amount is equal to or greater than the second predetermined value, the process proceeds to step 233, in which the electromagnetic clutch 14 is engaged, and in step 234, the electromagnetic switching valve (poppet valve) 81 of the cutoff valve 44 is energized, and the logic valve 81 is opened. Let me speak. As a result, the rotation of the pump motor 16 passes through the path indicated by the large broken line shown in FIG.
Therefore, the vehicle is driven by the driving force of both the engine l and the pump motor 16.

If it is determined in step 232 that the amount of depression of the accelerator pedal 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 Figure 12)
, the tilting angle of the swash plate 22 of the pump motor 16 changes to zero, but as described above, wait until the tilt angle of the swash plate 22 becomes zero, then disengage the electromagnetic clutch 14 and close the cutoff valve. 44 solenoid switching valve (poppet valve) 80 is deenergized (off)
and deactivates the deceleration energy recovery device (steps 229 to 231). Therefore, in such a case, the vehicle will be driven only by the driving force of the engine 1 (steps 229 to 231).
Figure 14).

Also, during the execution of the motor tilting control, the accumulated pressure energy in the Akiemulator 41 is consumed and the pressure decreases to the second predetermined pressure (2
10 kgf/aj) or less, the above-mentioned speed change control will be repeatedly executed (step 2 in Fig. 9).
22) In this case as well, the vehicle is driven only by the driving force of the engine 1.

Next, when the vehicle is in a steady running state, the accelerator pedal is depressed by the required amount;
After the determination in step 211 in the figure, the process proceeds to step 220, where a motor tilting control subroutine is executed. but,
When the vehicle is in a steady running state, the ECU 64 controls the main and countershaft PTO gear synchronizers 9 and 1.
1 are both in disconnection mode (synchronized open), and the 9th
Step 235 is executed based on the determination in step 224 in the figure. In this step 235, the ECU 64 sets the output value of the motor tilt angle control signal to the drive circuit 36 to zero to return the tilt angle of the swash plate 22 of the pump motor I6 to zero, and then the steps 229 to Similarly to step 231, it is determined whether the tilt angle of the swash plate 22 has become zero, and if the tilt angle is not yet zero, steps 237 and 23B, which will be described later, are skipped and the process returns 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 cutoff valve 44 is deenergized to disable 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 a steady running state to a state where the accelerator pedal is simply returned to a position where the amount of depression is zero, it is determined in step 212 of FIG. 5 that the amount of depression of the accelerator pedal is zero, and then step 213 is executed. Then, the electromagnetic clutch I4 is disengaged (off). Therefore, even in such a case, the vehicle is driven only by the driving force of the engine 1.

However, if the brake pedal is depressed and the vehicle enters a deceleration state, for example, if the brake is depressed from a steady running state (proceeding to step 240 after the determination in step 212 in FIG. 5), or during acceleration after starting, When the brake is depressed (step 189 proceeds after the determination in step 185 in FIG. 8), pump tilting control is executed and deceleration energy is accumulated in the accumulator 41 as follows.

FIG. 11 shows a flowchart of the pump tilting control subroutine. First, in step 241, the ECU 64
The 13th step connects the electromagnetic clutch 14 and outputs a pump tilting angle control signal corresponding to the amount of depression of the brake pedal to the drive circuit 36 based on the signal from the brake sensor 66 shown in FIG. 11 (step 242). The figure is a graph showing an example of the relationship between the pump tilting angle control signal output value outputted by the ECU 64 and the amount of brake pedal depression. The output value increases linearly, and when the amount of depression reaches a first predetermined value (for example, 30%) of the total amount of depression, the output value reaches a positive predetermined maximum value Vp (for example, a predetermined value between +3v and +5v). It is set. Therefore, if the amount of depression of the brake pedal exceeds the first predetermined value (30%), the pump capacity will increase to the maximum value (30%).
In other words, the pump is designed so that the maximum rate of deceleration energy can be stored in the achiemulator 41 at a relatively early stage of the depression of the brake pedal.
The tilt angle of the motor 16 is controlled.

Next, the ECU 64 detects the vehicle speed based on the vehicle speed signal ■ from the vehicle speed sensor 73 (step 243), and detects the selected gear of the transmission 3 based on the signal from the gear sensor 68 (step 244). ,
Then, the ECU 64 calculates the periodic engine rotation 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 the amount of depression of the brake pedal is equal to or greater than a second predetermined value (for example, 10% of the total amount of depression). This second predetermined value is set to a value slightly smaller than the amount of play of the brake net. When it is determined that the amount of depression of the brake pedal is equal to or greater than the second predetermined value (10%), the ECU 64 turns on the brake lamp (stop lamp) 8.
8 is turned on (step 256), the process proceeds to step 257, and the selected gear stage of the transmission 3 is detected. If the selected gear is neutral, the engine clutch 2 is left engaged (step 258), and the process returns to the main routine.
If the gear is in a position other than neutral, the engine clutch 2 is disengaged (step 255) and the process returns to the main routine. This allows the wheels 12c to rotate no matter what position the gear is in.

The rotation of the propeller shaft 12a, main shaft PTO gear 6, drive gear 7a,
7b, PTO output shaft 8, joint 13 and electromagnetic clutch 14
The signal is transmitted to the pump motor 16 via the pump, and drives the pump motor 16, which operates as a pump. Pressure oil generated by the pump motor 16 is stored in an accumulator 41 via the first port 28 and a high pressure oil passage 40. At this time, the wheel 12c.

Since the power transmission path from the engine 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 brake pedal depression amount is equal to or 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 and then turns off the electronic governor control unit 86. The detected engine speed Ne supplied from the synchronous engine speed No. obtained in step 245 is compared (
Step 248), as a result, the detected engine speed value N
When s is greater than the synchronous engine speed NO, the process proceeds to step 255, where the engine clutch 2 is disengaged and the process returns to the main routine. In this way, even if the amount of depression of the brake pedal is smaller than the second predetermined value (10%), if the engine speed Ne is larger than the synchronous engine speed No, the power transmission path between the wheels 12c, 12c and the engine 1 is changed. is cut off, substantially all of the driving force of the wheels 12c, 12c is transmitted to the pump/motor 16, and the deceleration energy is stored in the accumulator 41 without waste.

As a result of the comparison in step 248, if the detected engine speed Ne is equal to or less than the synchronous engine speed No, the process proceeds to step 249, where it is determined whether or not the engine clutch 2 is disengaged. If the engine clutch 2 is disengaged, the process advances to step 250, and the ECU
64 sends a pseudo accelerator signal to the electronic governor control unit 86 to control the electronic governor control unit 8.
6, the fuel injection pump is operated to increase the amount of fuel supplied to the engine 1, thereby increasing the engine speed (step 251), and the engine speed is again synchronized with the engine speed detection value No. If the engine rotational speed detected value No is still smaller than the synchronous engine rotational speed No, the steps 250 and 251 are repeatedly executed, and the engine rotational speed N is determined.

Waits until the number of revolutions of the synchronous engine becomes equal to the number of revolutions of the synchronous engine. When the detected engine speed No. becomes equal to or higher than the synchronous engine speed No., the ECU 64 returns the accelerator signal supplied to the electronic governor control unit 86 to the true value from the accelerator sensor 65 (step 25
3), engage engine clutch 2 (step 2)
54).

In this way, the engine clutch 2 is engaged after the engine speed is increased so that the engine speed Ne matches the synchronous engine speed No, so the engine clutch 2 can be engaged and operated extremely smoothly and quietly. .

In step 249, if the engine clutch 2 is already engaged, the process returns to the main routine without doing anything. In this way, when the amount of depression of the brake pedal is less than the second predetermined value (10%) and the engine speed No. is equal to or less than the synchronous engine speed No., the deceleration energy is used to drive the pump motor 16. It will be used for both engine braking.

When the amount of oil pumped to the Akiemulator 41 by the pump action of the pump motor 16 exceeds the capacity of the Akiemulator 41, the relief valve 50 opens and the hydraulic oil is returned to the pressurized oil tank 43 via the relief valve oil path 49. . At this time, the hydraulic oil drives the hydraulic motor 51 disposed in the relief oil passage 49 to rotate the fan 53, and the hydraulic oil itself is also cooled as it passes through the cooler 52. As described above, the fan 53 driven by the hydraulic motor 51 blows air to the cooler 52 to enhance the oil cooling effect of the cooler 52.

In the above-described embodiments, the present invention is applied to a diesel engine, but it goes without saying that the present invention may also be applied to a gasoline engine. Further, although a variable displacement axial piston type pump/motor is used as the pump/motor 16 in the embodiment, it may be replaced with another type of pump/motor.

(Effects of the Invention) As described in detail above, according to the vehicle deceleration energy recovery device of the present invention, the countershaft driven via the clutch on the engine side, the main shaft connected to the wheel drive system, and the countershaft are connected to each other. A transmission having a multi-stage gear train mechanism that changes the speed and transmits the rotation of a shaft to the main shaft, a countershaft PTO gear that is detachably attached to the countershaft via a countershaft PTO gear synchronizer, and the countershaft PTO. A main shaft Pro gear that meshes with the gear and is detachably attached to the main shaft via a main shaft PTO gear synchronizer, and a drive gear that meshes with the main shaft PTO gear.
a multi-speed PTO output device having a TO output shaft; a pump motor connected to the PTO output shaft; a high pressure oil circuit extending from a first port of the pump motor to an aqueous emulator; The structure is equipped with a low-pressure oil circuit extending from the port to the oil tank, and a control means for causing the pump/motor to function as either the pump or the motor depending on the operating state of the vehicle, so that deceleration energy can be recovered. , and use as starting energy does not require complicated devices or equipment, which simplifies the structure, and has the effect of improving fuel efficiency by recovering deceleration energy and using it as starting energy.

In addition, a vehicle speed sensor is provided to detect a parameter value representative of vehicle speed, and the control means disables the pump motor when the vehicle speed exceeds a predetermined value in response to the vehicle speed sensor, resulting in a longer service life. have

[Brief explanation of drawings]

Fig. 1 is a hydraulic circuit diagram showing an embodiment of the vehicle deceleration energy recovery device according to the present invention, Fig. 2 is a vertical side view of the pump and motor shown in Fig. 1, and Fig. 3 is a diagram of the same pump and motor. 4 is a longitudinal sectional front view of the solenoid valve for capacity control in FIG. 3; FIG. 5 is a longitudinal sectional side view of the electromagnetic valve for capacity control in FIG. 3; and FIG. 6 is a flowchart of the solenoid valve A-B control subroutine executed at step 110 of the main flowchart of FIG. 5, and FIG. 7 is a flowchart of the solenoid valve A-B control subroutine executed at step 140 of the main flowchart of FIG. 8 is a flowchart of the start control subroutine executed at step 170 of the main flowchart of FIG. 5, and FIG. 9 is a flowchart of the start control subroutine executed at step 220 of the main flowchart of FIG. 5. A flowchart of the motor tilt control subroutine, FIG. 10 is a flowchart of the speed change control subroutine executed at step 190 etc. of the main flowchart of FIG. 5, and FIG. 11 is a flowchart of the speed change control subroutine executed at step 240 etc. of the main flowchart of FIG. 5. Flowchart of pump tilting control subroutine, 12th
The figure shows an example of the relationship between the output value of the motor tilt angle control signal output from the electronic control unit to the drive circuit of the solenoid valve for capacity control when motor tilt control is executed, and the amount of depression of the accelerator pedal (accelerator opening). The graph shown in FIG. 13 is an example of the relationship between the output value of the pump tilt angle control signal output from the electronic control unit to the solenoid valve drive circuit for capacity control and the amount of stroke of the brake pedal when executing IJ1 rotation control. Fig. 14 is an operation explanatory diagram 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 a graph showing the transmission path of the driving force transmitted from the engine to the wheels when the vehicle is running steadily. Fig. 16 is an explanatory diagram of the operation of the deceleration energy recovery device showing the transmission path of the driving force to be transmitted. Fig. 16 is an explanatory diagram of the operation of the deceleration energy recovery device showing the transmission path of the driving force transmitted from the engine to the pump motor when the vehicle is stopped. , Fig. 17 is an explanatory diagram of the operation of the deceleration energy recovery device showing the transmission path of the driving force transmitted from the pump/motor to the wheels when the vehicle starts, and Fig. 18 is an explanatory diagram of the transmission path of the driving force transmitted from the engine and pump/motor to the wheels when the vehicle is accelerated. It is an explanatory diagram of the operation of the deceleration energy recovery device showing the transmission path of the transmitted driving force. 1... Engine, 2... Clutch, 3... Transmission, 3°... Multi-speed PTO output device ,
4... Main shaft, 5... Counter shaft,
6... Main shaft PTO gear? a, 7b...
Drive gear, 8... PTO output shaft, 9... Main shaft PTO gear synchronizer, lO... Counter shaft PTO gear, 11... Counter shaft PTO
Gear synchronizer, 16...Pump motor, 17
゜18...Multi-stage gear train mechanism, 30...Solenoid valve for capacity control, 32...Piston, 40...High pressure oil path, 4
1...Accumulator, 42...Low pressure oil circuit, 43
... Pressurized oil tank, 45 ... Air tank, 46
... Solenoid valve for pressurized air control, 54 ... Supply oil path, 5
9... Oil pump, 64... Electronic control unit, 65... Accelerator sensor, 66... Brake sensor, 84... Fuel injection pump, 86... Electronic governor control unit.

Claims (1)

[Claims] A transmission having a countershaft driven via a clutch on the engine side, a main shaft connected to a wheel drive system, and a multi-stage gear train mechanism that changes speed and transmits rotation of the countershaft to the main shaft;
A countershaft PTO gear is detachably mounted on the countershaft via a countershaft PTO gear synchronizer, and the countershaft PTO gear meshes with the countershaft PTO gear and is detachably mounted on the main shaft via a mainshaft PTO gear synchronizer. a multi-speed PTO output device having a main shaft PTO gear and a PTO output shaft driven via a drive gear meshing with the main shaft PTO gear; a pump motor connected to the PTO output shaft; a high pressure oil circuit extending from a first port of the pump motor to an accumulator; a low pressure oil circuit extending from a second port of the pump motor to an oil tank; a vehicle speed sensor detecting a parameter value representative of vehicle speed; Control means for causing the motor to function as either a pump or a motor depending on the operating state of the vehicle, and for inactivating the pump/motor when the vehicle speed exceeds a predetermined value according to the vehicle speed sensor. A vehicle deceleration energy recovery device characterized by: