JPH02124325A - Device for regenerating brake energy of vehicle - Google Patents

Abstract

(57) [Abstract] 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 brake energy regeneration device for a vehicle that recovers deceleration energy of a vehicle and uses it as starting/acceleration energy.

[Conventional technology]

Of the kinetic energy lost when the vehicle decelerates, the amount that is mainly dissipated as heat (brakes, engine) is recovered as hydraulic pressure and stored in the Akiemulator, and this stored energy is used as starting energy and acceleration energy for the vehicle. PTO (Power-take-o)
f) Deceleration energy recovery devices for vehicles equipped with an axle equipped with an output device or a transfer have been known for a long time, and the oldest one was developed in 1976 by the British C.J.
It was announced that Lawrence Corporation was developing a bus using Pritish Leyland's bus, and since then, various research and developments have been carried out in Europe and the United States, and recently, Japanese Patent Application Laid-Open No. 15128/1983, It is disclosed in Japanese Patent Application Laid-open No. 62-37215 and Japanese Patent Application Laid-Open No. 62-39327.

The latter devices both include a countershaft driven via an engine clutch, a main shaft connected to the wheel drive system, and a transmission (with a multi-stage gear train mechanism) that transmits the rotation of the countershaft to the main shaft at different speeds. (hereinafter abbreviated as 17M), the countershaft PTO gear is mounted on the countershaft so that it can be traversed via a countershaft PTO gear synchronizer, and the countershaft PTO gear is gear-coupled to this PTO gear and can be traversed on the main shaft via the main shaft PTO gear synchronizer. A multi-stage variable speed PTO device having a main shaft PTO gear attached to the main shaft PTO gear and a PTO output shaft driven via a drive gear coupled to the main shaft PTO gear, PT
A pump/motor connected to the O-axis, a hydraulic circuit that connects the accumulator and oil tank via this pump/motor, an electromagnetic clutch that enables this hydraulic circuit to cross the PTO axis, and a pump/motor that controls the electromagnetic clutch. Accumulator and pump connected to motor and high pressure oil circuit
The motor functions as either a pump or a motor depending on the driving state of the vehicle (i.e., it functions as a pump during deceleration, and the rotational force of the wheels causes hydraulic oil to accumulate in an accumulator via the PTO device, thereby mainly acting as a brake. , a motor that recovers the kinetic energy (hereinafter referred to as brake energy) lost as engine heat and generates rotational force using the hydraulic oil stored in the accumulator during start/acceleration to drive the wheels through the PTO device. The main part is a control means (which functions as a main part).

The control means of such a deceleration energy recovery device is as follows: - At the time of starting, when the hydraulic pressure in the accumulator is sufficient, the capacity of the variable displacement motor (tilt angle of the swash plate or slant shaft) is adjusted according to the amount of depression of the accelerator pedal. At the same time, the electromagnetic clutch is connected and the hydraulic circuit starts using hydraulic pressure.During this period, if the vehicle speed exceeds the speed set in accordance with the gear selected by the driver, the engine clutch is connected and the engine is driven. At the same time, the system controls the speed change of the PTO device, turns off the countershaft synchronizer that was on, turns on the main shaft synchronizer, and then applies hydraulic pressure according to the amount of depression of the accelerator pedal only when the amount of depression is large at that time. I do.

■When braking, the electromagnetic clutch is connected and a tilt angle control signal (pump capacity control signal) corresponding to the depression of the brake pedal is applied to the pump motor to operate the pump.
At the same time, control is performed to disengage the engine clutch.

In this case, the control means disables the clutch of the engine based on the control program in order to recover the amount of braking energy consumed by engine braking, and also to disconnect the engine from the wheel drive system when driving by the motor. ”, and when using the motor and engine together or starting/accelerating with the engine alone, use ゛°contact.

It is controlled so that

[Problem to be solved by the invention]

In the case of such conventional technology, when the vehicle is stopped, if conditions such as the oil pressure in the hydraulic circuit is equal to or greater than a predetermined value are satisfied, and the driver depresses the accelerator pedal to a predetermined value or more, the vehicle starts hydraulically.

Therefore, even if the passenger is still getting on or off the vehicle and the door is open, the vehicle will start hydraulically in the above case, which is extremely dangerous and can lead to an accident.

Therefore, an object of the present invention is to realize a brake energy regeneration device for a vehicle that can prevent a hydraulic circuit from working when any door is open.

[Means to solve the problem]

In order to achieve the above object, the present invention includes a hydraulic circuit;
A door switch provided corresponding to one or more doors, a stop detection means, and when a stop is detected and at least one of the door switches indicates a door release state, all controls for at least the hydraulic circuit are provided. and control means for prohibiting.

(Function) In the present invention, the control means detects that at least one of the doors is open when the stop detection means detects the stop state by the output of the door switch provided corresponding to each door. In this case, each control is prohibited so that starting control by the hydraulic circuit is not performed.

This prevents the vehicle from starting due to hydraulic pressure even if the driver depresses the accelerator pedal.

〔Example〕

FIG. 1 is an overall configuration diagram of an embodiment of a brake energy regeneration device for a vehicle according to the present invention, where l is an engine, and 2
3 is a step motor that responds to the depression of the accelerator pedal 54; 4 is a step motor 3;
An injection pump lever that is controlled by and connected to the load sensor 2 and sets the amount of fuel supplied to the engine 1, 5 is a transmission 17M that changes the speed of the engine 1 and outputs it, and 6 is a gear for the 17M5. A gear shift actuator that automatically shifts gears (not shown), 7 a clutch actuator that automatically traverses a clutch (not shown), 8 a PTO device engaged with 17M5, 9 an axle 10 and wheels. A propeller shaft which together with 11 forms a drive system for the wheels, 12 a PTO shaft of the PTO device 8, 13 an electromagnetic clutch, 14 engaged with the PTO device 8 via the PTO shaft 12 and the 1i magnetic clutch 13 for tilting. Angle control pilot piping 15,
It is a well-known variable displacement diagonal shaft type axial piston pump motor combined with a tilting angle control 1311 t fit proportional valve 16 and a tilting angle control piston 17, 14a is its suction port and 14b is its discharge port. Further, 80 is a tilt angle sensor that detects the tilt angle of the pump motor 14.

Here, regarding this pump motor 14, see FIG. 2(a).
2(b), which is a view in the direction of arrow A in FIG. 2(a), as shown in FIG. 2(a), the output shaft 14c is engaged with the center hole of the cylinder block 14f. A shaft 14d is inserted thereinto, and the opposite side of the shaft 14d is engaged with the tilt angle control piston 17 via a boat plate 14h. Further, a plurality of cylinders 14g are provided around the cylinder block 14f, and a piston 14e that engages with the output shaft 14c is slidably inserted into one end of the cylinder 14g, and the opposite side thereof is slidably inserted. is the inlet port 1 shown in FIG. 2(b) via the boat plate 14h.
4a or the discharge port 14b.

The above-mentioned tilt angle control piston 17 is connected to a hydraulic oil or hydraulic pipe 20 that is supplied to the lower part of the piston 17 from the tilt angle control pilot pipe 15 in proportion to the control current supplied to the tilt angle control electromagnetic proportional valve 16. Or, by being pushed by the hydraulic oil in 21, its position changes in the vertical direction in the figure. Therefore,
Cylinder block 14f, piston 14e, shaft 1
4d and port brake) 14h, the angle changes as the tilt angle control piston 17 moves up and down around the spherical end of the shaft 14d engaged with the output shaft 14c (in this case, the angle changes between the output shaft 14C and the shaft 14d
The angle θ formed by these is called the tilt angle).

FIG. 2(a) shows the case when the maximum control current is applied to the tilting angle control electromagnetic proportional valve 16, and since the tilting angle is the maximum, the discharge amount per revolution of the output shaft 14c is the maximum. It has become. When the control current of the tilting angle control electromagnetic proportional valve 16 is 0, the tilting angle becomes 0 and the discharge amount also becomes 0, as shown by the dotted line.

Returning to FIG. 1, 18 is a high pressure accumulator 26, which will be described later.
19a is a high-pressure relief valve that releases the accumulated pressure when it exceeds a set value, 19a is a low-pressure relief valve that supplies hydraulic oil for the replenishment circuit, and when the pressure exceeds a set value, it is released, and 19b is for tilt angle control. A low-pressure relief valve in the pilot pipe 15 generates the pilot pressure necessary to tilt the pump motor 14; 19c is a relief valve for releasing oil when the solenoid valve 31 is blocked; 20 is a pump motor 14 is the suction side piping, 21 is the discharge side piping of the pump/motor 14, 22 is the hydraulic oil supply piping, 22a is the hydraulic oil return piping, 23 is the high pressure side piping, 24 is the low pressure side piping, and 25 is the above piping. 26 is a high pressure accumulator connected to the circuit switching valve 25 via the high pressure side piping 23; 27 is connected to the circuit switching valve 25 via the low pressure side piping 24 and the pump/motor is connected to the circuit switching valve 20 to 24; 14, a low-pressure accumulator that forms a hydraulic circuit together with the circuit switching valve 25 and the high-pressure accumulator 26;

Note that the circuit switching valve 25 is necessary to switch the output between the pump and the motor when the pump/motor 14 is used with a fixed outlet. A circuit isolation valve can also be used if a motor is used. These circuit switching valves and circuit cutoff valves can be collectively referred to as circuit valves.

Here, to explain the piping switching operation by the circuit switching valve 25, when neither of the electromagnets 25a and 25b is energized, the valve position is the position shown in the center of the three valve positions, and the four valve positions are Pipes 20, 21, 23 and 24 are disconnected.

When recovering brake energy, the electromagnet 25a
is energized to switch the valve position to the electromagnet 25a side. Then, the low pressure accumulator 27 can be communicated with the suction port 14a of the pump motor 14 via the pipes 24 and 20, and the high pressure accumulator 26 can be communicated with the discharge port 14b of the pump motor 14 via the pipes 23 and 21-. can. As a result, the hydraulic fluid stored in the low-pressure accumulator 27 is sucked/discharged by the pump/motor 14 that is driven by brake energy and functions as a pump, and the pressure is accumulated in the high-pressure accumulator 26 .

On the other hand, when the pump motor 14 is to function as a motor, the electromagnet 25b of the circuit switching valve 25 is energized and the valve position is switched to the electromagnet 25b side.

Then, the low pressure accumulator 27 can be communicated with the discharge port 14b of the pump motor 14 via the pipes 24 and 21, and the high pressure accumulator 26 can be communicated with the suction port 14a of the pump motor 14 via the pipes 23 and 20. As a result, the hydraulic oil accumulated in the high pressure Akiemulator 26 passes through the pipes 23 and 20 to the pump motor 1.
4 as a motor, it passes through the pipes 21 and 24 and reaches the low pressure accumulator 27, where it is stored.

28 is a drain tank for hydraulic oil, 29 is a filter for hydraulic oil, 30 is a replenishment pump for hydraulic oil driven by the engine 1, and 31 and 32 are provided on the replenishment pipe 22 and are operated to return from the hydraulic circuit to the drain tank. This is a solenoid valve that supplies oil to the hydraulic circuit and also supplies pilot hydraulic pressure to the pump/motor 14 via a tilt angle control pilot pipe 15.

Next, 33 is a direct connection cooling relay switch, 34 is a water temperature sensor for engine 1, 35 is a rotation speed sensor for engine 1, 3
6 is input shaft rotation speed sensor, 37 is T/M5
38 is a clutch stroke sensor, 38 is a gear position sensor,
39 is a gear shift stroke sensor, 40 is a vehicle speed sensor, 41 is an oil temperature sensor for T/M5, 42 is an exhaust brake control valve, 43 is a cylinder that drives an exhaust brake valve (not shown), 44 is an exhaust brake control valve 42 45 and 46 are oil amount detection limit switches provided in the drain tank 28, and 47 is a pressure sensor that detects the pressure of the hydraulic oil accumulated in the high pressure accumulator 26. . Note that the gear position sensor 38 and the gear shift stroke sensor 39 constitute gear position detection means.

48 is a hand lever that operates the extreme brake; 49 is a driver seat; 50 is an unseat detection switch that detects whether the driver has left the driver seat 49; 51 is a parking brake lever; and 52 is a parking brake. Switch 53 is a brake energy regeneration system (hereinafter referred to as RBS) main switch 54
is the accelerator pedal, 55 is the idle position detection switch,
56 is an accelerator opening detection sensor, 57 is a brake pedal, and 58 is a brake pedal return position detection switch (hereinafter referred to as
59 is a brake depression amount sensor, 60 is a gear select lever, 61 is a hill start assist device (hereinafter abbreviated as ISA) switch,
62 is an idle control switch, 63 is an indicator, 65 is a door switch, 66 is a key switch, 6
7 is brake air piping, 68 is brake air tank, 6
9 is a brake air pressure sensor, 70 is an electromagnetic proportional pressure control valve, 71 and 73 are air pressure switches, 72 is an ISA
74 is an air mask; 64 is a control unit (hereinafter abbreviated as C/U) as a control means for controlling the pump/motor 14 and actuator to regenerate brake energy based on the outputs of the above-mentioned sensors and switches, etc. The C/U 64 includes a memory (not shown) that stores the programs, maps, and flags described below.
Contains.

FIG. 3 is a flowchart of a program stored and executed by the C/U 64 shown in FIG. 1, and the operation of the embodiment shown in FIG. 1 will be explained based on this flowchart.

When the program starts, the C/U64 executes an initialization subroutine, turns off all outputs, and uses the built-in RAM.
A clear check (not shown) is performed (step 31 in FIG. 3).

After performing the initialization, switch 33.45.46 mentioned above
．． 50, 52.53.55.58.61.62.65.
A subroutine for reading signals from sensors 66, 71 and 73 and the sensor 38 is executed (step S2), and then a subroutine for processing rotational signals (pulses) read from sensors 35, 36 and 40 is executed to determine the engine rotational speed, respectively. Calculate input shaft rotation speed and vehicle speed (
same step S3).

And sensor 2.34.37.39.41.47.5
G, 59. Execute the analog signal processing subroutine sold in 8 from 69 to obtain the engine load, crank stroke, soft stroke, oil temperature, pressure, accelerator opening, brake depression amount, and brake air directly from the digital relay. The pressure is determined (step S4).

Reading and processing of these signals are updated every time C/U processing is performed. Also, flags used in the logic according to read signals and processed signals are set in these subroutines (excluding flags that are 7th/recent during the control history).

Next, it is checked whether the key switch 66 is on or not (step S5), and if it is off, the entire control stop subroutine is executed (step 36).

In this subroutine, in order to ensure safety even if the key switch 66 is turned off when stopping or driving, the entire hydraulic system is returned to a safe state.After this, in step S7, the actuator relay (not shown) is turned off and the C1064 All control is stopped by cutting off the power supply.

When the key switch 66 is on in step S5,
Check whether the RBS main switch 53 is on or not (step S8 in FIG. 3). If it is off, execute the normal brake control mode subroutine (step S8 in the same figure), which will be described later.
22) is on, it is assumed that the driver is attempting to perform a brake energy regeneration system (hereinafter referred to as RBS) operation, and control continues.

Therefore, the C/U 64 checks whether or not the driver is operating the parking brake 51 (step S9), and when the driver is not operating the parking brake 51 (when the parking brake switch 52a (P/Bl) is off), , the process proceeds to step S11 with the RBS enabled, but when it is activated (
When the parking brake switch 52a is on), the mode advances to the normal brake control mode (step 522) and the R
The use of BS is prohibited. This may occur when the accelerator pedal 51 is inadvertently pressed while the parking brake lever 51 is being pulled.
This is to prevent the vehicle from flying out even if you step on it.

However, another parking brake switch 52 is provided in case the output torque of the pump/motor 14 is transmitted to the wheels 11 while the parking brake is activated, such as when starting on a slope.
It is preferable to check whether or not b is on (step 5IO).

Here, the parking brake switch 52b (P/B2
) is turned on only when the knob 51a of the parking brake lever 51 is pressed, as shown in FIG. That is, since the state in which the knob 51a is pressed indicates the intention to release the parking brake, the RBS can be used even if the parking brake lever 51 is pulled and the parking brake switch 52a is on. It is.

Next, the C/U 64 checks the selected gear using the gear position detection sensor 38 and the gear shift stroke sensor 39 (step 511), and if the gear is N (neutral) or R (reverse), the RBS is The process proceeds to the normal brake control mode subroutine (step 522) without using it, but if the gear is 1st to 5th, RB
Since S is available, control continues.

Then, it checks whether the vehicle is stopped from the output of the vehicle speed sensor 40 (step 512), and if the vehicle is running, the process proceeds to step 314 and the current speed of the pump motor 1 is checked.
Check whether it corresponds to the allowable rotation speed of 4 or less. This allowable rotational speed is determined by the pump motor 14 and the electromagnetic clutch 1
3, PTO shaft 12, PTO device 8, propeller shaft 9
Since it is connected to the wheels 11 through the axle 10, if the gear ratio of the PTO device and the axle 10 is constant, it can be determined by the vehicle speed, and the gear ratio can be determined from the allowable rotation speed of the pump/motor 14, which is a commercially available product. , and the outer circumference of the wheels, it can be determined that the usable range of the RBS is, for example, up to 50 km/h.

In step S14, if the vehicle speed is 50 km/h or less, that is, within the allowable rotation speed range of the pump motor 14, then
The control is continued, but if it is determined that the number of revolutions exceeds the allowable rotation speed range, the normal brake control mode subroutine of step 322 is executed.

In step S12, when the vehicle is stopped and the vehicle is a bus, a start prohibition subroutine is executed (step 513). This subroutine prohibits the use of the hydraulic circuit when the bus has its doors open. When the door is open, it is assumed that a passenger is getting on or off the vehicle, and this is done to ensure the safety of the passenger so that the vehicle does not start moving even if the accelerator is inadvertently pressed.

FIG. 5 is a flowchart showing a subroutine of an embodiment of the start prohibition control according to the present invention, in which a vehicle is provided with at least one door, and in this embodiment, n doors (not shown) are provided. Each door is provided with a door switch 65 (only one is shown in FIG. 1, but there are as many door switches as there are doors).

Then, in steps 513I-3lall, when the door switch is off and the door is closed, the flag FL-RBS is reset to 0'' (step 3141), but the steps 5131-513. When any door switch is on and the door is open, the flag PL-RBS is set to "1" (Step 5) The flag FL=RBS is set/reset in this way. As will be described later, as a step before each of the subroutines S20 and S25.327 in FIG. 3, which are related to at least the start control of the hydraulic circuit control, it is determined whether the flag FL_RBS is set or not. By (each step St IQ of FIG. 6 (a), (b), (C),
Sl I L Sl 12), when the flag FL RBS is set, all steps (not shown) in each subroutine S27 are skipped, and when it is reset, each subroutine S20 is executed. This may be done similarly for other subroutines.

Thereby, even if the driver depresses the accelerator pedal 54, the hydraulic circuit is not activated and the vehicle does not start.

Next, C1064 checks the driver's pedal operations in the order of brake (step 515) and accelerator (step 516) (signal processing for each has already been done in the analog signal processing subroutine of step S4). The reason why the check is given priority over the check for accelerator operation is to give priority to the brake for vehicle safety when the brake pedal 57 and the accelerator pedal 54 are depressed at the same time.

If the brake pedal 57 is depressed in step S15, an energy recovery mode subroutine is executed (step 517), but this subroutine can recover less energy when the vehicle is running at a speed below a certain level. When the brakes are frequently used at low speeds such as during traffic jams, the hydraulic system is controlled more frequently, so in order to avoid using hydraulic pressure, the system is controlled according to the amount of depression of the brake pedal 57 only when the vehicle speed is above a certain level. This is to find the necessary brake torque. To find the brake torque in this case, a control torque search is performed using the brake torque map shown in FIG. 7, and the braking torque that the driver is trying to generate is searched and stored based on the amount (angle) of depression of the brake pedal 57.

After running the energy recovery mode subroutine, C/
U64 executes an engine brake mode subroutine (step 318 in FIG. 3).

This subroutine is intended to eliminate the difference in feeling from a normal vehicle, that is, to generate a braking force equivalent to exhaust braking or engine braking.

The exhaust brake is an auxiliary brake that is operated by the hand lever 48 (or switch) on the driver's seat without stepping on the brake pedal 57, and the engine brake generates braking force as a load when the vehicle drives the engine. This is an auxiliary brake.

To the subroutine of step SIB, brake pedal 5
If the accelerator pedal 54 is not depressed (when the accelerator pedal is in the idle position), the process proceeds from the subroutine of step S17. Step 51B) in the figure is a substitute mode for the auxiliary brake generated by the engine, and therefore has no relation to the brake pedal operation in step S17 in FIG. 3. That is, as long as the accelerator pedal 54 is not depressed, both the exhaust brake and the engine brake are controlled by the output of the hand lever 48, and alternative forces are generated. In other words, when determining the braking force corresponding to the amount of depression of the brake pedal, if the vehicle is traveling at a certain speed or higher, a braking torque equivalent to the exhaust brake or engine brake is also determined.

Subsequently, the C/U 64 performs a pump calculation to determine the capacity of the pump/motor 14 required to generate the necessary control torque retrieved and stored in the subroutines of step 517 and step 31B according to the pressure in the hydraulic circuit. A subroutine is executed (step 319 in FIG. 3).

That is, if the hydraulic brake control using the pump/motor 14 is performed in step 317 and step St8 described above, the required braking torque of each brake mode searched in step S17.31111 is integrated and the pump/motor 14 is controlled.
Calculate the total control torque that needs to be generated at.

Then, the capacity NvP of the pump motor 14 is determined from the torque value T at the pump motor 14 obtained by dividing the required torque value by the gear ratio of the final gear and the Pro device using the following theoretical formula (1).

V t = 200 πT / P (1) Here, P: Pressure in the hydraulic circuit detected by the pressure sensor 47 (kg
/cm ri, V, : Bon 7"・-r--1' 140) Volume @
(c c), T: required control torque (kg-m).

In the present invention, as shown in FIG.
Since a pump motor 14 can be used, its capacity (1) is controlled by controlling the tilt angle of the slant shaft (or swash plate).

Returning to step 316 of the main program, when accelerator pedal 54 is depressed, C/U 64 executes the energy regeneration mode subroutine (step 320 in FIG. 3). This subroutine uses the energy recovered and the deceleration energy stored in the high-pressure accumulator 26 to drive the vehicle, but by searching the map shown in Figure 8, it is possible to determine the speed according to the amount of depression of the accelerator pedal at that time. This routine calculates and stores the required torque.

However, when executing this energy regeneration mode subroutine S20, the flag FL is set as shown in FIG. 6(a).
It is checked whether the RBS is standing (step 5110), and if it is standing, the energy regeneration mode subroutine S20 is skimmed to avoid generating a request for hydraulic start.

Then, the main program executes the normal brake control mode subroutine in step S22, which turns the hydraulic circuit into an oven so that no hydraulic pressure is used, and only applies the air brake or air-oil brake depending on the amount of depression of the brake pedal. This is the mode where the brakes are applied.

After the above control, the C/U 64 performs oil amount control (
Step 321 in FIG. 3). In this oil amount control, it is determined whether or not oil needs to be replenished depending on whether the oil I detection limiter inch 45 is on or off, and the solenoid valves 31 and 32 are used to constantly maintain an appropriate oil amount. is supplied to the grid.

In addition, the C/U 64 also receives a vehicle speed signal from the vehicle speed sensor 40, No. 13 corresponding to the amount of depression of the accelerator pedal 54 from the accelerator distance detection sensor 56, and a gear select signal as in the well-known Japanese Patent Application Laid-open No. 60-11769. The select signal (matrix signal) from the lever 60 is read and the appropriate T/M is determined according to the vehicle speed and the amount of depression of the accelerator pedal 54.
5 gear stage is selected (steps S23 and 524 in FIG. 3).

This operation is performed by driving the clutch actuator 7 and gear shift actuator 6, disengaging the engine clutch (not shown) → setting the T/M5 gear to neutral → selecting and shifting → connecting the engine clutch. As a result, the gear of the T/M5 is automatically shifted up/down to an appropriate gear according to the vehicle speed and the amount of depression of the accelerator pedal 54.

Also, based on the clutch control method determination subroutine (step 24 in FIG. 3), the C/U 64 always applies the engine clutch in the energy recovery mode, and in the energy regeneration mode when driving only with hydraulic pressure. is strictly prohibited.

Regarding the engagement/disengagement control of the engine clutch mentioned above, automatic clutch-type automatic transmission vehicles are already known, and even in vehicles without an automatic transmission, only the engine clutch is automatically engaged. Furthermore, in the case of a hydraulic automatic transmission vehicle, the same effect can be obtained by controlling the gear to the neutral position when disconnecting from the engine.

Next, the capacity of the pump/motor 14, the disconnection/connection of the electromagnetic clutch 13, and the circuit switching valve 2 determined in the above-mentioned energy recovery mode, regeneration mode, normal brake control mode, etc.
5, a hydraulic circuit control subroutine for actually driving these is executed (step 525 in FIG. 3).
).

This subroutine controls the circuit switching valve 25 and pump/motor 14 that constitute the hydraulic circuit based on the above various judgment results.
It also actually controls the electromagnetic clutch 13.

However, this hydraulic circuit control subroutine 325 also executes the subroutine only when the flag FL_RBS is checked (step 5ill) as shown in FIG.

After performing hydraulic circuit control (step 525), signals from the direct cooling relay switch 33 and water temperature sensor 34 are read, and the engine! In addition to stabilizing the idle rotation during heating and cooling operations, an idle control subroutine is executed to stabilize the idle rotation when driving the replenishment pump 30 (step 526).

Thereafter, the target position 1 of the step motor 3 is set using the output torque of the engine 1 determined in the energy regeneration mode, etc., and an engine control subroutine for driving the motor is executed (step 527). Pump motor 14 determined in energy regeneration mode, etc.
When the capacity 1v is V<250cc, it is idling,
When V>250cc, the engine is controlled so that the required engine output obtained from the following equation (2) is generated.

Engine required output - ((T/M required output) - (pump/
(maximum motor output) can get.

However, this engine control subroutine 327 also checks the flag FL_RBS (step 3112) as shown in FIG. 6(C), and executes the subroutine only when the flag FL_RBS is not set.

After the above control and processing, an indicator control subroutine is executed to control the display of indicators 63, including display of oil pressure and power source (oil pressure, engine) (step 828).

Then, if the vehicle speed is O and the brake pedal 57 is depressed, then 1 (the SA valve 72 is closed to maintain the brake state, and the accelerator pedal 54 is depressed or the gear select lever 60 is moved to the neutral position). As a result, the ISA control subroutine for releasing the brake state is executed (step 529).

After this, check whether it is time to execute the self-diagnosis (step 530), and when the time comes, execute the self-diagnosis periodically (for example, every 500 m5) (step 53).
1) After waiting for a period of time to make the processing time constant (step 532), the process returns to step S2 and repeats the above-described process.

Incidentally, the above-mentioned subroutine (steps S23 to S531) can use techniques known to date.

In this way, starting in a dangerous state can be prevented by checking the flag FLRBS, which indicates whether the vehicle door is open, before executing each subroutine that is a prerequisite for starting operation using hydraulic pressure. However, if the flag FL-- RBS is checked in the same way in the other subroutines S20, 325, and S27, even safer starting can be achieved.

〔Effect of the invention〕

As described above, according to the present invention, as shown in the flow charts of FIGS. 5 and 6, when at least one of the door switches indicates the open state of the door, at least the entire control over the hydraulic circuit is performed. I configured it to prohibit it, so
This eliminates the possibility of accidentally starting the vehicle with the vehicle door open, contributing to the prevention of accidents.

[Brief explanation of drawings]

FIG. 1 is a diagram showing the configuration of an embodiment of the brake energy regeneration device for a vehicle according to the present invention, and FIGS.
3 is a flowchart of a program stored and executed by the control means of the present invention, FIG. 4 is a schematic diagram illustrating the parking brake lever, and FIG. 5 is a diagram illustrating the vehicle. FIG. 6 is a flowchart for checking whether the door is open; FIG. 6 is a flowchart for prohibiting the vehicle from starting when the vehicle door is open; FIG. 7 is a brake torque map. Figure 8 is a torque map diagram for each gear stage. In the figure, 8 is a PTO device, 13 is an electromagnetic clutch, and I
4 is a pump motor, 25 is a circuit switching valve, 2G is a high pressure accumulator, 27 is a low pressure accumulator, 64 is a C/IJ as a control means, and 65 is a door switch. In the drawings, the same reference numerals indicate the same or corresponding parts.

Claims (1)

[Claims] a hydraulic circuit, a door switch provided corresponding to one or more doors, a stop detection means, and at least the hydraulic circuit when at least one of the door switches indicates a door release state when a stop is detected. A brake energy regeneration device for a vehicle, comprising: control means for prohibiting all control of the vehicle.