JPH0826082A - Brake energy regenerative system - Google Patents

Abstract

PURPOSE:To provide a brake energy regenerative system which can improve the brake energy regenerative efficiency. CONSTITUTION:A brake energy regenerative system is equipped with a reservoir 1 for storing the working fluid, accumulator 7, pump/motor 2 which is driven through a clutch 3 and is installed in a pipe 20 connecting the reservoir 1 and the accumulator 7, control valve 4 for controlling the flow of the working fluid, and a relief valve 6 which is installed in a relief conduit 21 fir the communication to the reservoir 1 and is opened when the accumulator 7 side pressure exceeds a prescribed value, and a dynamo 5 which generates electricity by the flow of the working fluid which is generated in the relief conduit 21 is installed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake energy regeneration system that regenerates kinetic energy during vehicle deceleration.

[0002]

2. Description of the Related Art A conventional brake energy regeneration system is disclosed in Japanese Utility Model Laid-Open No. 58-15539. In this type of brake energy regeneration system, a variable displacement pump / motor is connected to a part of the vehicle drive system via a clutch, and this pump / motor is connected to a reservoir and an accumulator by a line equipped with a switching valve. are doing. During deceleration of the vehicle, the clutch and the switching valve are operated to operate the pump / motor as a pump to accumulate the working fluid in the accumulator.
When the vehicle is accelerated, the clutch and the switching valve are operated to operate the pump / motor as a motor, and the working fluid accumulated in the accumulator is sent to the motor to be used as an auxiliary drive source for the vehicle. It is a thing.

[0003]

However, in the above-mentioned conventional brake energy regeneration system, when the braking energy generated during vehicle deceleration reaches a predetermined energy capable of accumulating in the accumulator or more, this energy is stored. Other than the predetermined energy capable of accumulating pressure in the accumulator, it is released as heat to the outside air, and there is a problem that the energy regeneration efficiency of this brake energy regeneration system is poor.

The present invention has been made to solve this problem, and an object of the present invention is to provide a brake energy regeneration system capable of improving the efficiency of brake energy regeneration.

[0005]

In order to solve the above problems, in the braking energy regeneration system of the present invention, in claim 1, a reservoir for storing a low pressure working fluid and a working fluid having a pressure higher than this reservoir are used. An accumulator capable of accumulating, and arranged between the accumulator and the reservoir, the driving force is transmitted from the outside to suck and pressurize the working fluid in the reservoir to deliver the working fluid to the accumulator or to transfer the working fluid from the accumulator. A pump / motor that generates a driving force when supplied, and a conduit that connects the pump / motor to the accumulator, and allows a flow of working fluid from the pump / motor toward the accumulator, but vice versa. Position for inhibiting the flow of air and the accumulator Control valve having a second position that allows the flow of working fluid from the pump / motor to the pump / motor, and a relief conduit that connects the conduit to the reservoir, and is normally closed to keep the accumulator-side pressure at a predetermined level. A relief valve that opens when the value exceeds a predetermined value, the drive shaft of the pump / motor is releasably connected to a vehicle drive system via a clutch, and the control valve is used when decelerating the vehicle. In a brake energy regeneration system that can be switched to the second position when the vehicle is accelerated to the first position, a generator that generates electricity by the flow of the working fluid generated in the relief pipe is provided.

In the second aspect of the present invention, in addition to the first aspect,
A battery that supplies electric energy to each electric device of the vehicle is connected to the electric device.

According to a third aspect of the present invention, the working fluid is the conductive fluid according to the first or second aspect, and the conductive fluid flows through the generator in a magnetic field formed by a magnet. This is an MHD generator that generates electricity.

According to a fourth aspect of the present invention, there is provided the rotor according to the first or second aspect, wherein the working fluid is liquid, and the generator is a rotor which receives the working fluid in the relief pipe line to rotate. It is driven by rotation.

[0009]

According to the brake energy regeneration system of the present invention as described above, in claim 1, since the generator for generating electricity by the flow of the working fluid generated in the relief pipe is provided, the brake energy generated for vehicle deceleration is provided. Of the braking energy generated when the vehicle is decelerated, when the accumulated energy in the accumulator exceeds a predetermined energy that can be accumulated, the excess energy, that is, the working fluid is relieved by switching the switching valve. This surplus energy can be converted into electric energy by the generator and used by circulating it in the pipeline.

According to the second aspect, since the battery is connected to the generator, the electric energy generated by the generator can be stored.

According to a third aspect of the present invention, the working fluid is a conductive fluid, and the power generator generates electric power by the conductive fluid flowing in a magnetic field formed by a magnet.
Since the generator is used, the heat energy of the conductive fluid can be converted into electric energy by passing the conductive fluid through the passage.

According to a fourth aspect of the present invention, the generator is connected to the rotor that rotates by receiving the flow of the working fluid generated in the relief pipe via the rotating shaft, and the rotating force of the rotor causes power generation. By the fluid flowing through the relief pipe, the energy of this working fluid can be converted into electric energy.

[0013]

【Example】

First Embodiment Hereinafter, a brake energy regeneration system that is a first embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing the entire brake energy regeneration system of the first embodiment, FIG. 2 (a) is a perspective view of a generator used in the brake energy regeneration system in FIG. 1, and FIG. 2 (b). Is A-A in FIG.
FIG. 4 is a cross-sectional view, FIG. 3 is a graph showing respective operating states of the clutch, pump / motor, control valve, generator, and relief valve and changes in internal pressure of the accumulator due to changes in the vehicle running state, and FIG. It is the schematic diagram which showed the whole other brake energy regeneration system.

In FIG. 1, reference numeral 1 is a reservoir for storing a low-pressure working fluid, 7 is an accumulator capable of accumulating a working fluid having a higher pressure than that of the reservoir 1, and a line connecting the accumulator 7 and the reservoir 1. Twenty,
A pump / motor 2 driven from a drive shaft (not shown) of a vehicle via a clutch 3 and a control valve 4 for controlling the flow direction of a working fluid flowing in the pipe 20 are provided. Reference numeral 4 is connected to the reservoir 1 by a conduit 21.

This control valve 4 has a first position 4
a (position allowing the flow of working fluid (oil or water as liquid, air as gas) from the pump / motor 2 to the accumulator 7 and the flow of working fluid from the pump / motor 2 to the relief pipe 21), 2 position 4b (a position that allows the flow of the working fluid from the accumulator 7 to the pump / motor 2 and the flow of the working fluid from the relief pipe 21 to the pump / motor 2), and the neutral position 4c (the pump / pump of the pipe 20). The motor 2 side and the relief conduit 21 are communicated with each other and can be switched to each position (a position that allows only the flow of the working fluid from the pump / motor 2 toward the relief conduit 21).

A relief valve 6 that is normally closed in the relief pipe 21 and opens when the internal pressure of the relief pipe 21 exceeds a predetermined value (a pressure value substantially the same as the pressure accumulated in the accumulator), A generator 5 is provided between the relief valve 6 and the control valve 4. And
The generator 5 is connected to the battery 8 and stores the electricity generated by the generator 5.

Reference numeral 9 denotes an ECU (electronic control circuit) for controlling engagement / disengagement of the clutch 3 and switching of the control valve 4, and an accelerator signal a when an accelerator (not shown) is depressed, and an accelerator signal a when the accelerator is not depressed. The accelerator signal b is input, respectively, and when a brake (not shown) is depressed, the brake signal c
The brake signal d is input when the pedal is not depressed.
Then, the ECU 9 detects whether or not the vehicle has stopped by means (not shown). When the vehicle stop is detected, the vehicle speed detection signal e is input, and when not detected, the vehicle speed detection signal f is input and the accumulator 7 is also provided. A sensor signal from the pressure sensor 10 for detecting whether or not the internal pressure has exceeded a predetermined pressure is also input.

Next, the structure of the generator 5 in FIG. 1 will be described with reference to FIGS. 2 (a) and 2 (b).

In FIG. 2A, a lid member 5A for partitioning the internal space A is attached to the generator 5, and the internal space A and the pump / motor 2 are attached to the lid member 5A.
Inlet pipe 5B connected to the relief pipe line 21 on the side, and internal space A and an outlet pipe 5C connected to the relief pipe line 21 on the side of the relief valve 6 are formed, whereby the operation from the control valve 4 side is formed. The fluid flows in the order of the inlet pipe 5B, the internal space A, and the outlet pipe C, and is returned from the relieve valve 6 to the reservoir 1. Then, the internal space A of the lid member 5A
As shown in FIG. 2B, a drive mechanism 5a composed of a rotor 25 in which a rotary shaft 26 and a plurality of blades 25A are provided at a predetermined interval in the circumferential direction is provided therein.
The rotating shaft 26 is connected to the input shaft 5D of the generator 5. Further, the rotor 25 and the rotary shaft 26 may be integrally formed. Furthermore, the generator 5 has an input shaft 5D
Alternatively, the rotor 25 may be directly attached to and integrally formed.

When the working fluid flows from the control valve 4 side into the internal space A through the inlet pipe 5B, the plurality of blades 25A receive the energy of the working fluid and the rotor 2
5 rotates, the kinetic energy of this working fluid is converted into rotational energy, and this rotational energy is converted into electric energy by the generator 5 and stored in the battery 8.

The brake energy regeneration system of the first embodiment is constructed as described above. Next, the operation of the brake energy regeneration system will be described with reference to FIG.

In FIG. 3, the brake energy regeneration system according to the first embodiment is mounted on a vehicle, and the clutch 3, the pump / motor 2, depending on the change of the running state of the vehicle,
The operation states of the control valve 4, the generator 5, and the relief valve 6 and the change state of the internal pressure of the accumulator 7 are shown. In FIG. 3, the control valve 4 is set to the first position 4 during the first steady running.
a.

(1) Normally, when the vehicle is traveling at a constant speed (points A to B in FIG. 3), the access signal a is input to the ECU 9, and the ECU 9 operates the clutch 3 Control the disconnection state. As a result, the power from the drive diameter of the vehicle is not transmitted to the pump / motor 2, the pump / motor 2 is in a stopped state, and the internal pressure of the accumulator 7 does not rise. Further, in this state, the pipeline 2
0 and the relief pipe 21 do not flow the working fluid, the generator 5 is stopped, and the internal pressures of the pipe 20 and the relief pipe 21 do not rise, so the relief valve 6 maintains the closed state. are doing.

(2) Next, when the vehicle starts decelerating (point B in FIG. 3), the brake signal c is sent to the ECU 9.
Is input, the ECU 9 controls the clutch 3 in the connected state. As a result, the pump / motor 2 starts to operate as a pump, the working fluid stored in the reservoir 1 is pressurized by the pump / motor 2, and the pressurized working fluid is supplied to the first position 4 a of the control valve 4. It is delivered to the accumulator 7 and the relief pipe 21 via, and the internal pressure of the accumulator 7 and the internal pressure of the relief pipe 21 increase.

(3) Then, the internal pressure of the accumulator 7 reaches a predetermined pressure (limit pressure at which pressure can be accumulated) (C in FIG. 3).
Point), a sensor signal is input from the pressure sensor 10 to the ECU 9, and the ECU 9 receiving this signal switches the control valve 4 from the first position 4a to the neutral position 4c. Further, since the same pressure as the internal pressure of the accumulator 7 is also generated in the relief pipe 21, the relief valve 6 opens. As a result, the working fluid flows from the control valve 4 toward the reservoir 1 in the relief pipe 21, so that the rotor 25 arranged in the lid member 5A starts to rotate and the rotary shaft 26 rotates. The rotation of the rotary shaft 26 rotates the input shaft 26A to generate electric energy and is stored in the battery 8.

(4) After that, until just before the vehicle stops,
Although the above operations (1) to (3) are repeated,
The vehicle stops (point D in FIG. 4 and the vehicle speed detection signal e)
Is input to the ECU 9, and the ECU 9 which receives the signal f controls the clutch 3 to be in a disengaged state. As a result, the pump / motor 2 is stopped because it cannot obtain power from the driving diameter of the vehicle, and therefore the working fluid is not operated in the conduit 20 and the relief conduit 21. No electricity is generated.

(5) When the accelerator pedal is depressed (point E in FIG. 3) to start traveling again after the vehicle has stopped, the accelerator signal b is input to the ECU 9, and the ECU 9 operates the clutch. 3 is controlled to the connected state, and the control valve 4 is switched to the second position 4b.

Then, the working fluid, which has been pressurized and accumulated in the accumulator 7, flows through the pipe line 20 through the second position 4b of the control valve, whereby the pump /
Since the motor 2 operates as a motor to operate the drive system of the vehicle, the working fluid that is pressurized and accumulated in the accumulator 7 is used as an auxiliary driving force at the time of vehicle acceleration.

After that, when the sensor signal input from the pressure sensor 10 to the ECU 9 disappears, the ECU 9 controls the clutch 3 to be in the disengaged state, the pump / motor 2 is stopped, and the control valve 4 is moved to the first position 4a. Switch to.

When pressure is not stored in the accumulator 7 (X-two-dot chain line in FIG. 3), the driving force for driving the vehicle cannot be assisted as described above.
Further, no sensor signal is input to the ECU 9, and in this case, the ECU 9 controls the clutch 3 to be in the disengaged state (Y-two-dot chain line in FIG. 3), so that the operation of the pump / motor 2 is performed. It is stopped (Z-two-dot chain line in FIG. 3).

In the brake energy regeneration system of the first embodiment as described above, when the vehicle starts deceleration,
The clutch 3 is in the connected state, the control valve 4 is controlled to the first position 4a, and the pump / motor 2 is used as a pump to pressurize the working fluid, and the energy of the brake energy that can be accumulated in the accumulator 7. Is stored in the accumulator 7, and when a predetermined pressure is reached, the control valve 4 is switched to the neutral position 4c, and the working fluid is allowed to flow in the pipeline 20 and the relief pipeline 21. By setting this state,
The working fluid flows in the internal space A of the lid member 5A, and the rotating shaft 26 having the rotor 25 rotates. This rotating shaft 26
Is connected to the input shaft 5D of the generator 5, the generator 5 generates power by this rotational force, and the electric energy generated by the generator 5 can be stored in the battery 8.

Further, the energy accumulated in the accumulator 7 can be used as an auxiliary drive source for the vehicle when the vehicle is accelerated again.

The control valve 4 of the first embodiment
3 uses a 3-position 3-port switching valve, but a 2-position 2-port control valve 30 and a cut valve 31 shown in FIG. 4 may be used instead of the control port 4.

In the brake energy regeneration system shown in FIG. 4, a first position 30a (a position allowing only the flow of the working fluid from the pump / motor 2 to the accumulator 7 side (generator 5 side)) and a second position A control valve 30 having 30b (a position for communicating the pump / motor 2 and the accumulator 7 side (generator 5 side)) is provided in the pipe line 20 between the pump / motor 2 and the accumulator,
A cut valve 31 having a first position 31a (a position where the control valve 30 communicates with the accumulation letter 7) and a second position 31b (a position where the control valve 30 and the accumulation letter 7 are shut off) is referred to as a control valve 30. It is provided in the conduit 20 between the accumulators 7. Further, the relief pipe 21 is connected to the control valve 3
It branches from the pipe line 20 between 0 and the cut valve 31.

Since the brake energy regeneration system shown in FIG. 4 has the same structure except the structure of the control valve 4 of the first embodiment described above, the operation of the control valve 30 and the cut valve 31 will be described here. .

The control valve 30 shown in FIG.
It is controlled by the accelerator signals a and b input to U9, the brake signals c and d, the vehicle speed detection signals e and f, and the operation signal output based on the sensor signal. The cut valve 31 is always in the first position 31a.

When the vehicle starts decelerating, the ECU
The control valve 30 is switched from the first position 30a to the second position 30b by 9 and the clutch 3 is engaged to operate the pump / motor 2.

Thereafter, when the internal pressure of the accumulator 7 reaches a predetermined pressure, the pressure sensor 10 sends a sensor signal to the ECU 9, and the ECU 9 controls the cut valve 31 to switch from the first position 31a to the second position 31b. The relief valve 6 opens according to the internal pressure of the accumulator 7. As a result, the working fluid flows from the pipeline 20 on the pump / motor 2 side toward the relief pipeline 21, the generator 5 starts power generation, and the electrical energy generated by the generator 5 is stored in the battery 8. It The power generation by the generator 5 is similar to that in the first embodiment.
The process is performed until the vehicle stops (until the clutch 3 is brought into the disconnected state).

When the vehicle starts to accelerate again after the vehicle stops, the ECU 9 controls the cut valve 31 to move to the second position.
Since the position 31b is switched to the first position 31a, the control valve 30 is switched from the second position 30b to the first position 30a, and the clutch 3 is put in the connected state, the accumulator 7 in the accumulator 7 is the same as in the first embodiment described above. Pressure is used as an auxiliary power source for the vehicle.

Embodiment 2 Hereinafter, a brake energy regeneration system which is Embodiment 2 of the present invention will be described with reference to the drawings.

FIG. 5 (a) is a plan view showing a modified example of the generator 5 used in the brake energy regeneration system in FIGS. 1 and 5 shown in the first embodiment, and FIG. 5 (b) is shown in FIG.
It is a BB sectional view in (a).

In FIG. 5A, reference numeral 40 is an MHD generator that converts brake energy into electric energy by the MHD power generation method.

This MHD generator 40 has a pipe passage 28 formed in an N-shape and each portion 28a-2 of the pipe passage 28.
8c and magnets 26A to 26F sandwiched between them, and electrodes 27 and 27 connected to the battery 8 are arranged in respective portions 28a to 28c of the tube passage 28 sandwiched by the magnets 26A to 26F. Has been done. One end of the N-shaped pipe passage 28 is connected to the relief passage 21 on the pump / motor 2 side, and the other end is connected to the relief passage 21 on the relief valve 6 side.

Then, the electrode 2 arranged in the tube passage 28
As shown in FIG. 5B, the magnets 7 and 27 are opposed to each other at a predetermined distance and magnets 26A to 26A.
It is arranged to be perpendicular to the magnetic field of F.

As a result, the MHD generator 40 causes the conductive working fluid to flow in the pipe passage 28, that is, to flow in the magnetic field formed by the magnets 26A to 26F, so that the working fluid moves in the direction of motion and It is based on the Faraday's law of electromagnetic induction, that is, an electromotive force is generated in a direction perpendicular to both magnetic field directions (power is generated between the electrodes 27 and 27).

The operation of the brake energy regeneration system using the MHD generator 40 will be described in the first embodiment.
Since it is the same as, the description of its operation will be omitted.

As described above, according to the second embodiment, when the vehicle starts to decelerate, the clutch 3 is engaged and the control valve 4 is set to the first position 4 as in the first embodiment.
a (the first position 30a of the control valve 30), the pump / motor 2 is used as a pump, the working fluid is pressurized, and energy is stored in the accumulator 7.
When the internal pressure of the accumulator 7 reaches a predetermined pressure, the control valve 4 is switched to the neutral position 4c (the cut valve 31 is the second position 31b) so that the working fluid can flow in the pipeline 20 and the relief pipeline 21. And then
The MHD generator 40 can directly convert the thermal energy of the working fluid into electric energy, and the battery 8 can store the electric energy.

When energy is accumulated in the accumulator 7 and the vehicle accelerates again, the control valve 4 is moved to the second position 4b (the control valve 30 is moved to the first position 30a and the cut valve 31 is moved to the first position). By switching to the position 31a) and putting the clutch 3 in the connected state, the pump / motor 2 can be used as a motor, and the pump / motor 2 acts to transmit power to the drive system of the vehicle. Can be used as energy for re-acceleration.

[0050]

As described above, according to the brake energy regeneration system of the present invention, the generator for generating electricity by the flow of the working fluid generated in the relief pipe is provided, so that the brake energy due to the vehicle deceleration is accumulator. When the predetermined energy that can be stored in the vehicle reaches the predetermined energy that can be stored in the accumulator, the predetermined energy that can be stored in the accumulator is used as an auxiliary drive source when the vehicle re-accelerates. Since it can be used as the electric energy generated by the generator, it is possible to improve the energy regeneration efficiency in the brake energy regeneration system.

Further, since the battery is connected to the generator, the electric energy generated by the generator can be stored in the battery, and this electric energy is supplied to each electric device of the vehicle. be able to.

Furthermore, since a structure in which the rotor that receives the flow of the working fluid rotates to drive the generator via the rotating shaft to generate electricity is used, the surplus braking energy can be recovered as electric energy. Therefore, it is possible to realize a brake energy regeneration system that is inexpensive and can improve the brake energy regeneration efficiency.

When the working fluid is a conductive fluid and the generator is MHD power generation in which electricity is generated by flowing in a passage having a magnet of the generator, the thermal energy of the working fluid is directly converted into electricity. Since it is possible to convert the energy into energy and reduce the energy loss generated when converting the heat energy into the electric energy, it is possible to realize a brake energy regeneration system capable of improving the brake energy regeneration efficiency.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an entire brake energy regeneration system according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a generator used in the brake energy regeneration system according to the first embodiment of the present invention,
(A) is a perspective view of a generator, (b) is A- in (a).
FIG.

FIG. 3 shows respective operating states of a clutch, a pump / motor, a control valve, a generator, and a relief valve and a changing state of internal pressure of an accumulator according to changes in a vehicle running state of a brake energy regeneration system in a first embodiment of the present invention. It is a graph.

FIG. 4 is a schematic diagram showing the whole of another brake energy regeneration system according to the first embodiment of the present invention.

FIG. 5 is a diagram showing a modified example of the generator used in the brake energy regeneration system in FIGS. 1 and 4 of the first embodiment in the second embodiment of the present invention, in which (a) is a plan view of the generator. , (B) are BB cross-sectional views in (a).

[Explanation of symbols]

 1 Reservoir 2 Pump / Motor 3 Clutch 4 Control Valve 5 Generator 6 Relief Valve 7 Accumulator 8 Battery 20 Pipeline 21 Relief Pipeline

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[Procedure amendment]

[Submission date] October 26, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

According to a fourth aspect of the present invention, in the rotor according to the first or second aspect, the working fluid is a liquid, and the generator is rotated by receiving the flow of the working fluid in the relief conduit. It is driven by the rotation of.

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0017

[Correction method] Change

[Correction content]

A relief valve 21 is normally closed in the relief pipe 21 and opens when the internal pressure of the relief pipe 21 exceeds a predetermined value ( a limit (upper limit) pressure that can be accumulated in the accumulator). Valve 6 and this relief valve 6
A generator 5 is provided between the control valve 4 and the control valve 4. The generator 5 is connected to the battery 8 and stores the electricity generated by the generator 5.

[Procedure 3]

[Document name to be amended] Statement

[Name of item to be corrected] 0024

[Correction method] Change

[Correction content]

[0024] (1) Normally, when the vehicle is traveling at a constant speed (B point from point A in FIG. 3), which access Le signal a is input to ECU 9, the ECU 9 is
Controlling the clutch 3 in the disconnected state. As a result, the power from the drive system of the vehicle is not transmitted to the pump / motor 2, the pump / motor 2 is stopped, and the internal pressure of the accumulator 7 does not rise. Further, in this state, there is no flow of the working fluid in the pipeline 20 and the relief pipeline 21,
Since the generator 5 is also stopped and the internal pressures of the pipe 20 and the relief pipe 21 do not rise, the relief valve 6 maintains the closed state.

[Procedure amendment 4]

[Document name to be amended] Statement

[Name of item to be corrected] 0027

[Correction method] Change

[Correction content]

(4) After that, until just before the vehicle stops,
The operation of (3) above is continued, but when the vehicle stops ( point D in FIG. 4 ) , the vehicle speed detection signal e becomes E.
It is input to CU9, ECU 9 which has received the signal e controls the clutch 3 to the disconnected state. Thereby, the pump / motor 2 is not a Kotogaki to obtain power from the drive system of the vehicle, since the stop, the line 20 and the relief conduit 21. Since there is no actuation of the actuation fluid, the generator 5 No electricity is generated.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Name of item to be corrected] 0029

[Correction method] Change

[Correction content]

Then, the working fluid, which has been pressurized and accumulated in the accumulator 7, is transferred to the second valve of the control valve 4 .
By flowing the pipe 20 through the position 4b, the pump / motor 2 operates as a motor to operate the drive system of the vehicle. Therefore, the working fluid that has been pressurized and accumulated in the accumulator 7 is stored in the vehicle again. It is used as an auxiliary driving force during acceleration.

[Procedure correction 6]

[Document name to be amended] Statement

[Name of item to be corrected] 0032

[Correction method] Change

[Correction content]

[0032] In such a brake energy recovery system of the first embodiment, when the vehicle starts decelerating, the clutch 3 connected state, and controls the control valve 4 in a first position 4a, the pump / motor 2 Is used as a pump to pressurize the working fluid, store the energy of the brake energy that can be accumulated in the accumulator 7 in the accumulator 7, and when the predetermined pressure is reached, the control valve 4 is moved to the neutral position 4c. The switching is performed so that the working fluid can flow in the pipeline 20 and the relief pipeline 21. In this state, the working fluid flows in the internal space A of the lid member 5A, and the rotating shaft 26 having the rotor 25 rotates. This rotating shaft 26
Is connected to the input shaft 5D of the generator 5, the generator 5 generates power by this rotational force, and the electric energy generated by the generator 5 can be stored in the battery 8.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Name of item to be corrected] 0037

[Correction method] Change

[Correction content]

The control valve 30 shown in FIG.
It is controlled by the accelerator signals a and b input to U9, the brake signals c and d, the vehicle speed detection signals e and f, and the operation signal output based on the sensor signal. The cut valve 31 is normally in the first position 31a.

[Procedure Amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0038

[Correction method] Change

[Correction content]

[0038] Then, when the vehicle begins to decelerate, controller
With the roll valve 30 in the first position 30a, the ECU
The clutch 3 is engaged by 9 and the pump / motor
2 is a pump for sending pressure to the accumulator 7.
Operate as a group.

[Procedure Amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0039

[Correction method] Change

[Correction content]

Thereafter, when the internal pressure of the accumulator 7 reaches a predetermined pressure, the pressure sensor 10 sends a sensor signal to the ECU 9, and the ECU 9 controls the cut valve 31 to switch from the first position 31a to the second position 31b. The relief valve 6 opens according to the internal pressure of the accumulator 7. As a result, the working fluid flows from the pipeline 20 on the pump / motor 2 side toward the relief pipeline 21, the generator 5 starts power generation, and the electrical energy generated by the generator 5 is stored in the battery 8. It The power generation by the generator 5 is similar to that in the first embodiment.
Vehicle is carried out until the stop (until the clutch 3 is in the disconnected state).

[Procedure Amendment 10]

[Document name to be amended] Statement

[Correction target item name] 0040

[Correction method] Change

[Correction content]

[0040] After the vehicle is stopped, begins to accelerate the vehicle again, For switching a cut valve 31 from the second position 31b by the control of the ECU9 the first position 31a, the second control valve 30 from the first position 30a with obtaining <br/> cutting changeover to the position 30b, so that the clutch 3 connected state, in the same manner as in example 1 described above, the pressure in the accumulator 7 actuates the pump / motor 2 as a motor,
Used as an auxiliary power source for vehicles.

[Procedure Amendment 11]

[Document name to be amended] Statement

[Correction target item name] 0049

[Correction method] Change

[Correction content]

[0049] Moreover, are energy accumulated in the accumulator 7, the vehicle is in the case of performing the re-acceleration, the control valve 4 second position 4b (the control valve 30 the second position 30 b, the cut valve 31 second By switching to 1 position 31a) and engaging the clutch 3, the pump / motor 2 can be used as a motor, and the pump / motor 2 acts to transmit power to the drive system of the vehicle. It can be used as energy when re-accelerating the vehicle.

[Procedure Amendment 12]

[Document name to be corrected] Drawing

[Name of item to be corrected] Fig. 4

[Correction method] Change

[Correction content]

[Figure 4]

Claims (4)

[Claims] 1. A reservoir for storing a low-pressure working fluid, an accumulator capable of accumulating the working fluid at a pressure higher than that of the reservoir, and a reservoir arranged between the accumulator and the reservoir for transmitting a driving force from the outside. A suction / pressurization of the working fluid in the reservoir to deliver the working fluid to the accumulator or to supply a working fluid from the accumulator to generate a driving force, and a pipe connecting the pump / motor to the accumulator. A first position provided in the passage for allowing a flow of the working fluid from the pump / motor toward the accumulator, but prohibiting a reverse flow thereof; and a first position allowing the flow of the working fluid from the accumulator toward the pump / motor. In front of the control valve with two positions and the pipe A relief valve provided in a relief conduit communicating with the reservoir, which is normally closed and opens when the pressure on the accumulator side exceeds a predetermined value.
A drive shaft of the pump / motor is detachably connected to a drive system of a vehicle via a clutch, and the control valve is switched to the first position when the vehicle is decelerated and to the second position when the vehicle is accelerated. In the brake energy regeneration system that is made possible, a brake energy regeneration system is provided, which is provided with a generator that generates electricity by the flow of the working fluid generated in the relief pipe. 2. The brake energy regeneration system according to claim 1, wherein a battery for supplying electric energy to each electric device of the vehicle is connected to the generator. 3. The working fluid is a conductive fluid, and the generator is an MHD generator that generates electricity by flowing the conductive fluid in a magnetic field formed by a magnet. Alternatively, the brake energy regeneration system according to claim 2. 4. The working fluid is liquid, and the generator is driven by rotation of a rotor that rotates by receiving the flow of the working fluid in the relief conduit. The brake energy regeneration system described in 2.