JPH092096A - Clutch control device for pressure-accumulation hybrid vehicle - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a clutch control device for a pressure-accumulation hybrid vehicle that is capable of efficiently recovering deceleration energy during energy recovery and has excellent durability. This clutch control device 1 is a clutch that performs parallel connection and disconnection of a clutch 4 that connects a drive source of a vehicle and drive wheels in a disengageable manner by a manual operation system and an automatic operation system with a first switching valve 35. The operating means 35, the deceleration energy recovery mechanism 7 driven via the recovery clutch 6 with the second switching valve 35 in the drive system, the vehicle speed sensor 38 for outputting a vehicle speed signal, the brake sensor 39 for outputting a brake signal, and the accelerator signal. The clutch 4 and the recovery clutch 6 are connected / disconnected according to a sensor such as an accelerator sensor 37 that outputs a signal, an accelerator signal, a brake signal, and a setting elapsed time after the accelerator signal is turned off and the brake signal is turned off. Therefore, the controller 8 for driving the first switching valve 35 and the second switching valve 36 is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device for a pressure-accumulation hybrid vehicle, and more particularly to a clutch for a pressure-accumulation hybrid vehicle in which a deceleration energy recovery mechanism driven by a vehicle drive system is connected via an energy recovery clutch. The present invention relates to a control device.

[0002]

2. Description of the Related Art Rotational energy on the wheel drive side during braking of a vehicle is recovered via hydraulic pressure, and deceleration energy recovered during start-up acceleration is reproduced as rotational energy to assist rotation on the wheel drive side. A pressure-accumulation hybrid vehicle equipped with a deceleration energy recovery mechanism that provides the power is proposed. In this pressure-accumulation hybrid vehicle, the rotation of the output shaft, to which the driving force from the engine is transmitted via the clutch, is transmitted to the pump / motor that constitutes the deceleration energy recovery mechanism via the driving force transmission device having the energy recovery clutch. The rotary force of the pump / motor that is transmitted is transmitted, and the transmitted rotational force is converted into hydraulic pressure and accumulated in the accumulator. Since the pressure-accumulation hybrid vehicle having such a deceleration energy recovery mechanism recovers the driving force from the wheel driving side during braking, the point is how to recover a large driving force from the wheel driving side during braking. Yes, the greater the recovered energy, the greater the renewable energy.

[0003]

However, in the pressure-accumulation hybrid vehicle, the deceleration energy recovery mechanism is operated while receiving resistance from the engine brake or the braking device and running resistance between the wheels and the road surface. Not efficient. Among them, the resistance due to the brake device cannot be eliminated for the safety of vehicle traveling, and the traveling resistance cannot be eliminated. Therefore, it is considered that the engine brake is not operated during energy recovery. As means for not operating the engine brake, at the time of energy recovery, that is, when the vehicle is braked, the clutch is operated to disconnect the connection between the engine drive wheels,
Alternatively, it is conceivable to increase the amount of fuel supplied to the engine so that the engine brake does not act. However, if the amount of fuel supplied to the engine is increased, there is a problem that exhaust gas, fuel consumption, etc. deteriorate. . In a pressure-accumulation hybrid vehicle, the deceleration energy during braking is stored in the accumulator, and the drive wheels are driven by the hydraulic pump / motor during acceleration, but the hydraulic pump / motor remains connected when the energy pressure is no longer stored. Therefore, there is a problem in that reduction of exhaust gas and fuel consumption is hindered because it becomes running resistance. An object of the present invention is to provide a clutch control device for a pressure-accumulation hybrid vehicle that reduces the operation of a collection engine brake after braking at the time of energy recovery and increases recovery energy without deteriorating exhaust gas and fuel consumption. It is in.

[0004]

In view of the above, according to the first aspect of the invention, there is provided a clutch for connecting the drive source of the vehicle to the drive wheels in a discontinuous manner, and a disengagement of the clutch with a manual operation system and a first switching valve. Of the automatic operation system in parallel, a deceleration energy recovery mechanism driven in the vehicle drive system via an energy recovery clutch with a second switching valve, and a vehicle speed signal of the vehicle. A vehicle speed sensor, a brake sensor that outputs a brake signal of the vehicle, an accelerator sensor that outputs an accelerator signal of the vehicle, and when the accelerator signal is off and the brake signal is on, the clutch is disengaged and the energy is reduced. A first clutch control means for driving the first and second switching valves to operate the recovery clutch, and a brake signal when the accelerator signal is off. Second clutch control means for driving the first and second switching valves to disengage the clutch and engage the energy recovery clutch for a preset time after switching off, and the accelerator signal. Is off, and when the set elapsed time after switching the brake signal to off has elapsed, or when the accelerator signal is on, the clutch is operated in the condition of deceleration energy transfer and the energy recovery clutch is operated. Third clutch control means for driving the first and second switching valves to be brought into contact with each other,
When the accelerator signal is off and the set elapsed time after switching the brake signal to off has elapsed, or when the accelerator signal is on, the clutch is operated in the condition of no deceleration energy storage and the energy recovery. And a fourth clutch control means for driving the first and second switching valves in order to disengage the clutch.

According to a second aspect of the present invention, in the clutch control device for a pressure-accumulation hybrid vehicle according to the first aspect, the first clutch switching means and the second clutch switching means disengage the clutch only when the vehicle is running. In addition, the first and second switching valves are driven so as to operate the energy recovery clutch. According to a third aspect of the present invention, in the clutch control device for a pressure-accumulation hybrid vehicle according to the first aspect, the deceleration energy recovery mechanism hydraulically converts the deceleration energy and recovers the deceleration energy.

[0006]

According to the invention described in claim 1, the clutch for connecting the drive source and the drive wheels of the vehicle in a discontinuous manner, and the disengagement of the clutch are arranged in parallel by the manual operation system and the automatic operation system with the first switching valve. The clutch operating means, the deceleration energy recovery mechanism driven by the energy recovery clutch with the second switching valve in the vehicle drive system, the vehicle speed sensor that outputs the vehicle speed signal, and the vehicle brake signal output And a brake sensor for outputting an accelerator signal of the vehicle. Particularly, when the first clutch control means has the accelerator signal off and the brake signal is on, the clutch is disengaged and the energy recovery clutch is engaged. The first and second switching valves are driven to be operated, and the second clutch control means sets the elapsed time after the accelerator signal is turned off and the brake signal is turned off. During, for driving the first and second switching valve in order to contact manipulate energy recovery clutch with a clutch for disconnection operations. Therefore, the effect of absorbing the deceleration energy by the engine brake is eliminated during braking with the brake on and during braking within the set time after switching from the brake on to the off state.

Further, when the third clutch control means has passed the set elapsed time after the accelerator signal is turned off and the brake signal is turned off, or when the accelerator signal is turned on, the deceleration Ernegi pressure accumulation amount is present. After the clutch is operated, the first and second switching valves are driven to operate the energy recovery clutch, and the fourth clutch control means switches the accelerator signal off and the brake signal off. When the accelerator signal is turned on, or when the accelerator signal is on, the clutch is operated in the condition that the deceleration energy storage amount is zero and the clutch for energy recovery is disengaged. Since the valve is driven, when the set elapsed time after the brake signal is switched off or when the accelerator signal is on,
This eliminates the occurrence of running resistance of the hydraulic pump / motor when there is no energy accumulation.

According to a second aspect of the present invention, in the clutch control device for the pressure-accumulation hybrid vehicle according to the first aspect, the first clutch switching means and the second clutch switching means are operated when the vehicle travels at a prescribed vehicle speed or higher. Since the first and second switching valves are driven so that only the clutch is disengaged and the energy recovery clutch is contacted,
It is possible to eliminate useless clutch engagement / disengagement control when repeating start / stop during a traffic jam in a short time. According to the invention of claim 3, in the clutch control device for a pressure-accumulation hybrid vehicle according to claim 1, the deceleration energy recovery mechanism hydraulically converts and recovers the deceleration energy, so that the deceleration energy can be converted relatively easily. , The converted hydraulic pressure can be converted again into deceleration energy.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. A clutch control device for a pressure-accumulation hybrid vehicle shown by reference numeral 1 in FIG. 1 includes a clutch 4 that connects a drive source engine 2 and a drive wheel 3 of the vehicle in a disengageable manner, and a disengagement of the clutch 4 with a manual operation system and an automatic operation system. Clutch operation means 5 that is operated in parallel with the operation system, a deceleration energy recovery mechanism 7 that is connected to a vehicle drive system via an energy recovery clutch 6 (hereinafter referred to as "recovery clutch 6"), and first clutch control It has a means A1 and a second clutch control means A2, a third clutch control means A3 and a fourth clutch control means A4, and is provided with a controller 8 as a control means for controlling the clutch operating means 5 and the recovery clutch 6. There is.

The drive system includes a differential gear 10 connected to the engine 2 via a propeller shaft 9, a wheel shaft 3A connected to the differential gear 10 and supporting the drive wheels 3, and a wheel shaft 3A via the differential gear 10. It is composed of a connected drive shaft 11.

The deceleration energy recovery mechanism 7 transmits the rotation from these drive systems, in this case, the rotation from the coupling drive shaft 11, to the hydraulic pump / motor 13 via the recovery clutch 6. The pump / motor 13 is a swash plate type axial plunger type pump, and its rotary shaft 12 is always rotated in the same direction. Pump / motor 13
The tilt of a swash plate (not shown) provided inside is operated by a tilt angle control device 14 which has a hydraulic cylinder (not shown) and is connected to the controller 8. The tilt angle control device 14 operates as a pump when braking the vehicle, and when starting and accelerating,
The orientation of the swash plate is controlled so that it operates as a motor.

The pump / motor 13 has a low-pressure oil passage 15A.
The hydraulic oil tank 16 is connected to the accumulator 17 via the high pressure oil passage 15B. The accumulator 17 is of a type that compresses the enclosed nitrogen gas with the hydraulic pressure applied to the piston 17A provided therein, and stores the hydraulic pressure generated by the pump / motor 13.

A control valve 18 and a one-way valve 19 are interposed between the accumulator 17 and the high pressure oil passage 15B.
The control valve 18 is electrically connected to the controller 8 and is normally closed. When the drive signal from the controller 8 is applied, the control valve 18 opens to open the hydraulic oil from the accumulator 17 to the pump / motor 13. It is designed to allow flow. On the other hand, the valve 19 is provided on the branch passage 15C of the high-pressure oil passage 15B, and is a valve that allows only the flow of hydraulic oil from the pump / motor 13 to the accumulator 17. The accumulator 17 is provided with a pressure sensor 20 connected to the controller 8 for detecting the pressure therein and outputting a pressure signal.

The clutch 4 is connected to a relays cylinder 4B via a relays fork 4A, and connects the engine 2 and the drive wheel 3 in a discontinuous manner. The clutch operating means 5, as shown in FIG.
The manual operation system for connecting and disconnecting the clutch 4 by the operation of the clutch 4 and the operation of the clutch pedal 21 are independent of each other.
It is composed of an automatic operation system that connects and disconnects.

The manual operation system includes a clutch pedal 21.
The clutch booster 24, which is directly connected to the master cylinder 23 in which the reservoir tank 22 is provided, is connected via the hydraulic passage 23A, the hydraulic passage 23A is connected to the high pressure passage 26A from the high pressure air tank 26, and the hydraulic pressure of the hydraulic passage 23A is connected. A switching cylinder 27 for sending the high pressure air from the high pressure flow passage 26A to the clutch booster 24 and a double check valve 28 for switching the high pressure air flow passage between the manual operation and the automatic operation.

The clutch booster 24 includes a cylinder 31 having a built-in piston 31A driven by hydraulic pressure from a hydraulic passage 23A, and a rod 3 having one end fixed to a pinton 31.
A movable rod 32 that slides by 1B and a hydraulic cylinder 33 that is connected to the relays cylinder 4B via an oil passage 4C are provided. The rod 31B is fixed to a diaphragm 34 that divides the interior of the clutch booster 24, and is urged by a spring 34a wound around the movable rod 32 in the direction opposite to the pressure applied to the cylinder 31. The movable rod 32 has one end 32a at the hydraulic cylinder 3
3 is connected to the piston 33A, and the other end 32b is fixed to the diaphragm 34.

In this manual operation system, when the clutch pedal 21 shown in FIG. 2 is depressed, the pressure in the master cylinder 23 rises and the piston 31A and the rod 3
1B slides the movable rod 32 against the spring 34a in the pressing direction indicated by the arrow A, presses the piston 33A of the cylinder 33, operates the relays fork 4A via the relays cylinder 4B, and operates the clutch 4 It is supposed to be disconnected.

The automatic operation system has a high pressure passage 26B for connecting the high pressure air tank 26 and the clutch booster 24, a first switching valve 35 provided on the passage 26B, and a double check valve 28. The first switching valve 35 is an electromagnetic valve electrically connected to the controller 8 and is normally open to the atmosphere. When a drive signal (ON signal) from the controller 8 is applied, the first switching valve 35 is released from the high pressure passage 26B. Pressure is supplied to the clutch booster 24 via the double check valve 28, the movable rod 32 is slid in the pressurizing direction, the relays fork 4A is operated via the relays cylinder 4B, and the clutch 4 is disengaged. It has become.

The recovery clutch 6 has a transmission plate 6A connected to the connection drive shaft 11, a transmission plate 6B connected to the rotary shaft 12 of the pump / motor 13, and a transmission plate 6A which is intermittently connected to the transmission plate 6B. The two switching valve 36 is provided. Second
The switching valve 36 is an electronic valve that is disposed on the high-pressure channel 26C that connects the transmission plate 6A and the high-pressure air tank 26 and that is electrically connected to the controller 8. The second switching valve 36 is
Usually, the recovery clutch 6 is released to the atmosphere and the recovery clutch 6 is disengaged. When the drive signal (ON signal) from the controller 8 is applied, the pressure from the high-pressure flow path 26C is supplied to the transmission plate 6A, and the recovery clutch 6 is supplied. Is to be in contact with.

The controller 8 is mainly composed of a well-known microcomputer, and its input / output circuit outputs an accelerator sensor 37 for outputting an accelerator opening signal of the vehicle and a vehicle speed sensor for outputting a wheel speed signal of a rear wheel (not shown). 38,
Each signal is input from a brake switch 39 or the like that outputs a brake-on signal when the brake pedal of the vehicle is depressed, and drive circuits are provided to the first switching valve 35 in the clutch operating means 2 and the second switching valve 36 of the recovery clutch 6. Each drive signal (ON signal) is output via the. The controller 8 performs a traveling control process on the side of a main routine (not shown). Here, in particular, in the middle of the main routine, the controller 8 executes a clutch control routine and controls the control valve of the accumulator 17 shown in FIG. Also executes the routine. In this case, the controller 8 is particularly the first clutch control means A.
It has the functions of the first and second clutch control means A2, and the third clutch control means A3 and the fourth clutch control means A4.

The first clutch control means A1 disengages the clutch 4 when the vehicle speed V is equal to or higher than the travel judgment value Vα (for example, 10 km / h), the accelerator signal θa is off, and the brake signal Sb is on. The first switching valve 35 is turned on and the second switching valve 36 is turned on so that the recovery clutch 6 is brought into contact. The second clutch control means A2 determines that the vehicle speed V is equal to or higher than the travel determination value Vα and the accelerator signal θa is off,
Set elapsed time T after the brake signal Sb is switched off
During 1, the clutch 4 is disengaged and the recovery clutch 6
The first switching valve 35 is turned on so that the second switching valve 3
6 is turned on (see FIG. 5).

The third clutch control means A3 determines whether the vehicle speed V is equal to or higher than the travel determination value Vα, the accelerator signal θa is off, and the set elapsed time T1 after the brake signal Sb is switched off has elapsed, or , When the accelerator signal θa is on, the first switching valve 35 is turned off and the second switching valve 36 is turned on so that the clutch 4 and the recovery clutch 6 are operated under the condition that the accumulated energy amount is present. . The fourth clutch control means A4 determines whether the vehicle speed V is equal to or higher than the travel determination value Vα, the accelerator signal θa is off, and the set elapsed time T1 after the brake signal Sb is switched to off has elapsed or the accelerator signal θa is off. When θa is on, the first switching valve 35 is turned off and the second switching valve 36 is turned off under the condition that there is no accumulated energy amount so that the clutch 4 is engaged and the recovery clutch 6 is disengaged.

The operation of the clutch control device of the present invention will be described below with reference to the clutch control programs shown in FIGS. When the engine key (not shown) is turned on, the controller 8 is activated. First, the controller 8 causes the accumulator 17 shown in FIG.
The control routine for the control valve 18 is executed. Step a1
Then, it is determined whether or not the current vehicle speed V is lower than the set value 50 km / h, and if it exceeds, the start using the deceleration energy recovery mechanism 7 is canceled, and the process proceeds to step a5 to turn off the control valve 18. The process returns as it is, and if it falls below, it proceeds to step a2.

At step a2, it is judged whether or not the accelerator signal θa is on. If it is off, it is judged that the driver has no intention of starting, and the routine proceeds to step a5, where the control valve 18 is turned off and closed, and the routine returns to the main routine. If it is on, step a
Proceed to 3. If the driver has a will to start, the process proceeds to step a3. If the hydraulic pressure of the accumulator 17 is equal to or higher than a set value, the process proceeds to step a4. If the hydraulic pressure of the accumulator 17 is less than the set value, it is determined that the hydraulic pressure is insufficient and the process proceeds to step a5. The control valve 18 is turned off and closed, and the process returns. When step a4 is reached, the control valve 18 is turned on and the accumulator 1
The hydraulic pressure of 7 is released, the deceleration energy recovery mechanism 7 is driven to start, the vehicle is assisted to start, and the process returns to the main routine.

Next, the clutch control routine shown in FIG. 3 is executed. In step S1, it is determined whether or not the vehicle speed V of the vehicle exceeds a traveling determination value Vα (for example, 10 km / h), and if No, (for example, see time t7 in FIG. 6), it is determined that the vehicle has entered the stop range. Proceed to S8. Step S
At 8, the vehicle enters the stop zone, and measures are taken for the next start. That is, the second switching valve 36 is turned on to maintain the state in which the drive system of the vehicle and the deceleration energy recovery mechanism 7 are joined, and the first to hold the clutch 4 of the vehicle in the first state.
The switching valve 35 is kept off, and the process directly returns.

On the other hand, when the vehicle speed V exceeds the traveling determination value Vα (for example, see time t0 in FIG. 6), the process proceeds to step S2. Here, it is determined whether or not the accelerator signal is off (the depression amount is zero), and while the accelerator is on (No), it is considered that the driver has an intention to accelerate, and the process proceeds to step S6. In step S6, it is determined whether or not the accumulator pressure is equal to or higher than the set pressure, and if it is equal to or higher than the set pressure (Yes), it is considered that the hydraulic pump / motor 8 can accelerate the vehicle, and the process proceeds to step S8 to drive the vehicle drive system. The second switching valve 36 is turned on so as to keep the deceleration energy recovery mechanism 7 and the deceleration energy recovery mechanism 7 joined together, the first switching valve 35 is kept off so as to keep the clutch 4 of the vehicle in contact, and the routine returns to the main routine. .

If the accumulator pressure in step S6 is less than or equal to the set pressure (No), it is considered that the hydraulic pump / motor 8 cannot be accelerated, and the process proceeds to step S7. In step S7, the driver has no intention of accelerating and the acceleration by the hydraulic pump / motor 8 is impossible. Therefore, by connecting the deceleration energy recovery mechanism 7 to the vehicle drive system and deceleration energy recovery for the purpose of eliminating running resistance. The second switching valve 36 is turned off in order to keep the mechanism 7 in a disengaged state, and the first switching valve 35 is turned off in order to keep the clutch 4 of the vehicle in contact so that the engine 2 can accelerate. Hold and return to the main routine.

In step S2, when the accelerator depression amount is zero (Yes) and the accelerator signal is off (see, for example, time t1 in FIG. 6), the process proceeds to step S3, and if not, the process proceeds to step S6 and the accumulator pressure is applied as described above. It proceeds to step S7 or step S8. In step S3, it is determined whether or not the brake signal is on (the brake pedal is depressed), and Yes (for example, see time t2 in FIG. 6).
If so, the process proceeds to step S5. If not, the process proceeds to step S4.

At step S5, since the vehicle is surely decelerating, the clutch 4 is disengaged (see the area a in FIG. 6) to turn on the first switching valve 35 to remove the engine brake.
The second switching valve 35 is turned on so that the recovery clutch 6 is operated, and the process returns to the main routine. Thus, during deceleration traveling, the deceleration energy of the vehicle is transmitted to the deceleration energy recovery mechanism 7 without being absorbed by the engine brake, and the recovery mechanism 7 is recovered.
The deceleration energy can be hydraulically recovered by the accumulator 17 via the one-way valve 19.

When step S4 is reached, here, the driver turns off the accelerator and is ready for deceleration traveling, and further, during deceleration when the brake operation is stopped (for example, see time t4 in FIG. 6). In this state, the set elapsed time T1 immediately after switching the brake signal from ON to OFF is counted, and if it is between the settings (No), the process returns to step S5, the clutch 4 is held in the disengaged state, and the recovery is continued. The clutch 6 is operated to absorb deceleration energy of the vehicle. This prevents unnecessary switching of the clutch 4 and prevents hunting.

On the other hand, when the elapsed time immediately after the accelerator signal is turned off and the brake signal is switched from on to off has passed the set elapsed time T1, it is considered that the driver has no intention to decelerate, and the step In S6, it is determined whether the accumulator pressure is equal to or higher than the set pressure. Then, depending on the determination result, the process proceeds to step S7 or step S8. In step S8, the drive system of the vehicle (the connecting drive shaft 1
From 1), the second switching valve 36 is turned on to join the deceleration energy recovery mechanism 7 (rotary shaft 12), the first switching valve 35 is turned off to return the clutch 4 of the vehicle to the closed state, and the hydraulic pump / motor 8 and the engine are connected. In step 2, the vehicle is returned to the state where it can be accelerated and returns to the main routine.

In this way, at the time of energy recovery, that is, when the vehicle is being braked, the clutch 4 is operated to disconnect the connection between the engine 2 and the drive wheels 3, without using a means for adjusting the fuel supply to the engine 2 or the like. Since the engine brake can be released, the deceleration energy recovery amount can be easily increased.

Incidentally, in parallel with the control by the controller 8, when the clutch 4 is manually operated to disengage the clutch 4 at time t5 in FIG. 6, the clutch disengagement operation is prioritized, and as shown in a region b in FIG. If the clutch is disengaged and then the clutch is manually engaged, the clutch is preferentially engaged.

[0034]

According to the first aspect of the present invention, the first and second switching valves are driven by the first clutch control means,
When the accelerator signal is off and the brake signal is on, the clutch is disengaged, the energy recovery clutch is contacted, and the second clutch control means drives the first and second switching valves to turn off the accelerator signal and brake. Since the clutch is disengaged and the energy recovery clutch is operated for the set elapsed time after the signal is switched from on to off, the setting is made when the brake is turned on and after switching from off to on. It is possible to eliminate the action of absorbing the deceleration energy by the engine brake during braking within the time without using means for adjusting the fuel supply to the engine. As a result, the deceleration energy recovery mechanism absorbs a relatively large amount of deceleration energy, and this deceleration energy can be effectively used as starting energy when the vehicle restarts. Also, the third
By the clutch control means, when the accelerator signal is turned off and the set elapsed time after switching the brake signal to off has elapsed, or when the accelerator signal is turned on, the clutch is operated in the condition that the deceleration Ernegi pressure accumulation amount is present. The above-mentioned first and second parts for operating the energy recovery clutch.
The changeover valve is driven, and when the set elapsed time after the accelerator signal is turned off and the brake signal is turned off is passed by the fourth clutch control means, or when the accelerator signal is turned on, the deceleration energy storage amount is zero. Since the clutch is operated under the condition of (1) and the first and second switching valves are driven to disengage the energy recovery clutch,
Running resistance due to the hydraulic pump and motor when energy is not accumulated is eliminated, and exhaust gas and fuel consumption are reduced.

According to the second aspect of the present invention, the first clutch switching means and the second clutch switching means make the clutch and the energy recovery clutch connect / disconnect only when the vehicle is running at a speed equal to or higher than a prescribed set vehicle speed. Since the first and second switching valves are driven, it is possible to eliminate useless clutch engagement / disengagement operation when the vehicle is stopped or when start / stop is repeated in a short time such as traffic jam. Therefore, the clutch on-off control can be optimized, and the durability of the device can be improved.

According to the third aspect of the invention, the deceleration energy recovery mechanism recovers the deceleration energy by converting the deceleration energy into a hydraulic pressure, so that the deceleration energy can be relatively easily and efficiently recovered. Therefore, the deceleration energy recovery mechanism can absorb a relatively large amount of deceleration energy, and the deceleration energy can be reliably converted to start energy and reused.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a clutch control device for a pressure-accumulation hybrid vehicle showing an embodiment of the present invention.

FIG. 2 is a configuration diagram of a clutch operating means.

FIG. 3 is a flowchart of a clutch control routine in clutch control means.

FIG. 4 is a flowchart of a control valve control routine.

FIG. 5 is a block diagram showing a schematic configuration of a clutch control device.

FIG. 6 is an operation chart showing an operation timing of the clutch control device.

[Explanation of symbols]

 1 clutch control device 2 drive source 3 drive wheel 4 clutch 5 clutch operating means 6 energy recovery clutch 7 deceleration energy recovery mechanism 11 drive system 35 first switching valve 36 second switching valve 37 accelerator sensor 38 vehicle speed sensor 39 brake sensor A1 1st 1 clutch control means A2 2nd clutch control means A3 3rd clutch control means A4 14th latch control means

Claims (3)

[Claims] 1. A clutch for connecting a drive source and a drive wheel of a vehicle so that the clutch can be connected and disconnected, and a clutch operating means for connecting and disconnecting the clutch in parallel with a manual operation system and an automatic operation system with a first switching valve. A deceleration energy recovery mechanism that is driven in the drive system of the vehicle via an energy recovery clutch with a second switching valve, a vehicle speed sensor that outputs a vehicle speed signal of the vehicle, and a brake sensor that outputs a brake signal of the vehicle And an accelerator sensor that outputs the accelerator signal of the vehicle, and when the accelerator signal is off and the brake signal is on,
First clutch control means for driving the first and second switching valves so as to disengage the clutch and simultaneously operate the energy recovery clutch; and after the accelerator signal is turned off and the brake signal is turned off. Second clutch control means for driving the first and second switching valves to engage and disengage the energy recovery clutch for a set elapsed time of When the set elapsed time after the signal is switched to OFF has elapsed, or when the accelerator signal is ON, the clutch is operated in the condition of deceleration energy storage and the energy recovery clutch is operated in the above manner. Third clutch control means for driving the first and second switching valves, and when the accelerator signal is off and the setting has elapsed after switching the brake signal to off Or when the accelerator signal is turned on, the clutch is operated to be engaged under the condition that the deceleration energy is not accumulated, and the first and second switching valves are driven to operate to disengage the energy recovery clutch. A clutch control device for a pressure-accumulation hybrid vehicle, comprising: four-clutch control means. 2. The first and second clutch switching means and the second clutch switching means disengage and actuate the clutch only when the vehicle is traveling, and engage and disengage the energy recovery clutch. The clutch control device for a pressure-accumulation hybrid vehicle according to claim 1, characterized in that the valve is driven. 3. The clutch control device for a pressure-accumulation hybrid vehicle according to claim 1, wherein the deceleration energy recovery mechanism recovers the deceleration energy by converting it into a hydraulic pressure.