JP2017081496A - Flywheel regeneration system and control method of flywheel regeneration system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flywheel regeneration system which can suppress the occurrence of a situation that an improvement of the integrated fuel economy of a vehicle as a whole is impaired, and a control method of the flywheel regeneration system.SOLUTION: A flywheel regeneration system 100 is employed to a vehicle 200 having a transmission TM, and comprises: a flywheel FW; a motor generator MG; a power transmission mechanism 50; and a controller 290. When a preset condition is established under the circumstance that an engine ENG is operated, the controller 290 brings a power transmission state of the power transmission mechanism 50 into a state that the motor generator MG is driven by motion energy which is accumulated in the flywheel FW via the power transmission mechanism 50.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a flywheel regeneration system and a control method for a flywheel regeneration system.

  For example, Patent Document 1 discloses a technique for storing kinetic energy of a vehicle in a flywheel when the vehicle decelerates.

Special table 2012-516417 gazette

  If priority is given to storing the kinetic energy of the vehicle in the flywheel when the vehicle is decelerated, the energy recovered as electrical energy by the alternator or the like is also stored in the flywheel as kinetic energy. For this reason, depending on the case, there is a possibility that necessary power may be supplemented by generating power using the power of the drive source of the vehicle. As a result, there is a possibility that an overturned situation may occur in which the overall fuel efficiency improvement of the entire vehicle is impaired.

  The present invention has been made in view of such problems, and provides a flywheel regeneration system and a control method for the flywheel regeneration system that can improve the situation where the overall fuel consumption improvement as a whole vehicle is impaired. For the purpose.

  A flywheel regeneration system according to an aspect of the present invention is a flywheel regeneration system applied to a vehicle including a transmission, the flywheel being connected to an input shaft of the transmission, and the flywheel being connected to the flywheel. And a power transmission mechanism for connecting the flywheel and the generator, and connecting and disconnecting the input shaft of the transmission and the flywheel to the flywheel. A power transmission mechanism having a clutch part for connecting and disconnecting the wheel and the generator, and power transmission of the power transmission mechanism when a preset condition is satisfied under a situation where the drive source of the vehicle is operating. The generator is kinetic energy stored in the flywheel via the power transmission mechanism. And a control unit to a state to be driven.

  According to another aspect of the present invention, a flywheel applied to a vehicle including a transmission and connected to an input shaft of the transmission, a generator connected to the flywheel, and an input shaft of the transmission And a power transmission mechanism for connecting the flywheel and the generator, and connecting and disconnecting the input shaft of the transmission and the flywheel, and connecting and disconnecting the flywheel and the generator. And a power transmission mechanism having a clutch unit for performing a control operation of a flywheel regenerative system, wherein when a preset condition is satisfied under a situation where a driving source of the vehicle is operating, the power The power transmission state of the transmission mechanism is determined by the kinetic energy accumulated in the flywheel via the power transmission mechanism. To a state to be driven, the control method of the flywheel regeneration system comprising is provided.

  According to these aspects, the kinetic energy stored in the flywheel can be converted into electrical energy and stored when a preset condition is satisfied under the condition where the drive source of the vehicle is operating. . For this reason, even if the amount of energy recovered as electrical energy by an alternator or the like is stored as kinetic energy in the flywheel, a situation in which power shortage occurs can be suppressed or prevented. Therefore, it is possible to suppress or prevent the occurrence of power generation using the power of the driving source of the vehicle in order to supplement the necessary power. As a result, it is possible to improve the situation in which the overall fuel consumption improvement as a whole vehicle is impaired.

1 is a schematic configuration diagram of a vehicle. It is a figure which shows an example of the control which concerns on this embodiment with a flowchart. It is explanatory drawing of each setting value with respect to a battery charge state. It is explanatory drawing of each setting value with respect to the rotational speed of a flywheel. It is a figure which shows the generation method of the load torque to a carrier.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 shows a schematic configuration of a vehicle 200 according to an embodiment of the present invention.

  The vehicle 200 includes an engine ENG as a drive source, and the output rotation of the engine ENG is transmitted to the drive wheels 250 via the engine clutch CLE, the torque converter 220, the transmission TM, and the differential mechanism 240.

  The engine clutch CLE is a hydraulic clutch that can switch the engaged state by hydraulic pressure. By releasing the engine clutch CLE, only the engine ENG can be disconnected from the powertrain. The engine clutch CLE may be an electromagnetic clutch, for example. The engine ENG is provided with an alternator ALT that generates power with the power of the engine. Electric power generated by the alternator ALT is charged to a battery BATT mounted on the vehicle 200.

  The torque converter 220 is a torque converter with a lock-up clutch.

  The transmission TM includes a pair of variable groove width pulleys and a belt wound between the pair of pulleys, and can change the gear ratio steplessly by changing the groove width of the pair of pulleys. It is a belt continuously variable transmission. In addition, the transmission TM includes a forward / reverse switching mechanism that switches between forward and reverse. An oil pump OP is connected to the input shaft 231 of the transmission TM via a chain 232.

  The differential mechanism 240 distributes the output rotation of the transmission TM to the left and right drive wheels 250.

  A tire brake 270 provided on the driving wheel 250 and a driven wheel (not shown) is a brake in which the brake pedal 271 and the master cylinder 272 are mechanically independent. When the driver depresses the brake pedal 271, the piston of the master cylinder 272 is displaced by the brake actuator 273, whereby hydraulic pressure is supplied to the tire brake 270 and a braking force is generated.

  A hydraulic circuit 280 is connected to the engine clutch CLE and the transmission TM. The hydraulic circuit 280 generates the hydraulic pressure required by the engine clutch CLE and the transmission TM using the hydraulic pressure generated by the oil discharged from the oil pump OP as a base pressure in accordance with an instruction from the controller 290 described later, and the engine clutch CLE and the transmission Supply to TM.

  The flywheel regeneration system 100 includes a flywheel FW, a motor generator MG, a planetary gear mechanism PG, and first to third dog clutches DOG1 to DOG3. The first to third dog clutches DOG <b> 1 to DOG <b> 3 are electromagnetic clutches that can switch the engaged state by switching the energized state.

  The planetary gear mechanism PG includes a sun gear S, a plurality of pinion gears P that mesh with the sun gear S, a ring gear R that meshes with the plurality of pinion gears P, and a carrier C that supports the rotation shafts of the plurality of pinion gears P.

  A flywheel FW is connected to the sun gear S via a one-way clutch OWC and a third dog clutch DOG3. The one-way clutch OWC is a clutch that is engaged only when the rotational speed NS of the sun gear S is higher than the rotational speed Nfw of the flywheel FW.

  An input shaft 231 of the transmission TM is connected to the carrier C via the first dog clutch DOG1 and the gear train G1.

  Motor generator MG is connected to ring gear R via gear G2 and second dog clutch DOG2. Further, the ring gear R is provided with a ring gear brake RB for braking the rotation of the ring gear R. The ring gear brake RB is, for example, a band brake.

  Motor generator MG is a three-phase AC motor driven by an inverter (not shown), and can perform power running or power generation. Motor generator MG is driven by the power of battery BATT. Electric power generated by motor generator MG is charged in battery BATT.

  The flywheel FW is made of metal and is housed in a container that is vacuumed or decompressed to reduce windage loss during rotation.

  In the flywheel regeneration system 100, the power transmission mechanism 50 includes a planetary gear mechanism PG and first to third dog clutches DOG1 to DOG3. The power transmission mechanism 50 connects the input shaft 231 of the transmission TM and the flywheel FW, and also connects the flywheel FW and the motor generator MG. Specifically, power transmission mechanism 50 connects input shaft 231 of transmission TM, motor generator MG, and flywheel FW to each other.

  1st-3rd dog clutch DOG1-DOG3 is provided in the power transmission mechanism 50 as a clutch part which performs connection / disconnection of the input shaft 231 and the flywheel FW of transmission TM, and connection / disconnection of the flywheel FW and motor generator MG. It is done. Specifically, the first to third dog clutches DOG1 to DOG3 are connected to each other from the input shaft 231 of the transmission TM, the motor generator MG and the flywheel FW connected to each other, to the input shaft 231 of the transmission TM, the motor generator MG and the flywheel. It is provided in the power transmission mechanism 50 as a clutch part which connects / disconnects each FW individually. The power transmission mechanism 50 further includes a one-way clutch OWC, a gear train G1, and a gear G2.

  The flywheel regeneration system 100 further includes a controller 290. The controller 290 includes a CPU, a RAM, an input / output interface, and the like. The controller 290 includes a rotation speed sensor 291 that detects the input rotation speed of the transmission TM, an accelerator opening sensor 292 that detects the opening degree of the accelerator pedal 274, a brake sensor 293 that detects the depression amount of the brake pedal 271, and the like. A signal is input.

  The controller 290 further includes a rotational speed sensor 294 for detecting the rotational speed Nfw of the flywheel FW, an ignition switch 295 for performing start and stop instruction operations for the engine ENG, and an SOC sensor for detecting the battery charge state SOC of the battery BATT. 296, a signal is input from an inhibitor switch 297 or the like that detects the selected shift range for the transmission TM. For the battery state of charge SOC, a battery charge amount or a parameter corresponding to the battery charge amount can be applied. Hereinafter, the ignition switch is referred to as IGSW.

  The controller 290 performs various calculations based on the input signal, and controls the engagement state of the engine clutch CLE and the first to third dog clutches DOG1 to DOG3 and the shift of the transmission TM.

  In particular, when the driver depresses the brake pedal 271 and decelerates the vehicle 200, the controller 290 stores the kinetic energy of the vehicle 200 in the flywheel FW using the flywheel FW (regenerative control). .

  When the driver depresses the accelerator pedal 274 and accelerates the vehicle 200, the controller 290 releases the kinetic energy stored in the flywheel FW and uses this to accelerate the vehicle 200. By using this, the amount of fuel consumed by the engine ENG during start acceleration is suppressed, and the fuel efficiency of the vehicle 200 is improved (power running control).

  The flywheel FW collects, as energy, power transmitted from the drive wheels 250 via the transmission TM when the vehicle 200 is decelerated, for example, through the above-described regenerative control. During regenerative control, the controller 290 disengages the engine clutch CLE, and further disengages the second dog clutch DOG2 and engages the ring gear brake RB so that the kinetic energy to the flywheel FW is reduced. Accumulation can be prioritized.

  On the other hand, if priority is given to storing the kinetic energy of the vehicle 200 in the flywheel FW when the vehicle 200 is decelerated, the amount of energy recovered as electrical energy by the alternator ALT or the like is also stored in the flywheel FW as kinetic energy. Become.

  For this reason, there is a possibility that necessary power may be supplemented by generating power using the power of the engine ENG in some cases. As a result, there is a possibility that an endless situation will occur in which the overall fuel efficiency improvement of the vehicle 200 is impaired. Such a situation is particularly likely to occur in combination with an increase in power consumption when the motor generator MG is powered using electric power.

  In view of such circumstances, in the present embodiment, the controller 290 performs FW power generation as described below with reference to FIG. The FW power generation is performed by changing the power transmission state of the power transmission mechanism 50 to a state in which the motor generator MG is driven by the kinetic energy accumulated in the flywheel FW via the power transmission mechanism 50.

  Specifically, when performing FW power generation, the controller 290 first to third so that the second dog clutch DOG2 and the third dog clutch DOG3 are in the engaged state, and further so that the first dog clutch DOG1 is in the engaged state. The dog clutches DOG1 to DOG3 are controlled.

  Next, an example of the control performed by the controller 290 will be described using the flowchart shown in FIG. In the following description, FIGS. 3 and 4 are referred to as appropriate. FIG. 3 is an explanatory diagram of each set value for the battery state of charge SOC. FIG. 4 is an explanatory diagram of each set value with respect to the rotational speed Nfw of the flywheel FW. The controller 290 can repeatedly execute the processing of the flowchart shown in FIG. 2 every minute time, for example.

  In step S1, controller 290 determines whether or not battery state of charge SOC is lower than first set value C11 and rotation speed Nfw is higher than first set speed N11.

  As shown in FIG. 3, the first set value C11 is a value for setting the first range CR1 in the battery charge state SOC, and the first range when the battery charge state SOC is higher than the first set value C11. Set as CR1. The first range CR1 is a prohibited range of FW power generation. Specifically, the battery charge state SOC is too high and the battery BATT cannot be charged.

  Specifically, the first set value C11 is the battery capacity of the battery BATT, and can be set as a variable value corresponding to the degree of deterioration and the temperature by using a preset arithmetic expression and map data. The first set value C11 may be set higher than 100% depending on the temperature.

  As shown in FIG. 4, the first set speed N11 is a value for setting the first range NR1 to the rotation speed Nfw, and the case where the rotation speed Nfw is lower than the first set speed N11 is defined as the first range NR1. Set. The first range NR1 is a prohibited range of FW power generation, and specifically, is a range where the rotational speed Nfw is too low to perform FW power generation.

  If the determination in step S1 is affirmative, the process proceeds to step S2. In step S2, the controller 290 determines whether or not the flag F1 is ON. The flag F1 is a flag indicating whether a FW power generation execution condition, which is a preset condition, is satisfied or not. The flag F1 is set in advance as a condition for executing FW power generation, and is turned ON when the FW power generation execution condition is satisfied. The same applies to flags F2 and F3 described later. If a negative determination is made in step S2, the process proceeds to step S3.

  In step S3, the controller 290 determines whether or not the IGSW 295 is OFF. If a negative determination is made in step S3, it is determined that the engine ENG is operating, and the process proceeds to step S4.

  In step S4, the controller 290 determines whether or not a shift range other than forward is selected for the transmission TM. The shift range other than the forward range is, for example, a P range, an N range, or a reverse range, that is, a parking range, a neutral range, or a reverse range. The forward shift range is, for example, the D range, that is, the drive range.

  If the determination in step S3 or step S4 is affirmative, that is, if IGSW 295 is OFF, or if a shift range other than forward is selected even if IGSW 295 is ON, the kinetic energy of flywheel FW is powering. It can be said that it is not in a state of being used as energy.

  In this case, the process proceeds to step S5, and the controller 290 turns on the flag F1. Therefore, the flag F1 is a flag that is turned on when the condition is satisfied, with the FW power generation execution condition that the IGSW 295 is OFF or the shift range other than forward is selected even if the IGSW 295 is ON. ing. The power supply from the battery BATT to the flywheel regeneration system 100 including the controller 290 is continued even when the IGSW 295 is OFF. After step S5, the process proceeds to step S15.

  In step S15, the controller 290 determines whether any of the flag F1, the flag F2, and the flag F3 is ON. Here, since the flag F1 is ON, an affirmative determination is made in step S15, and the controller 290 executes FW power generation in step S16. Thereby, when the kinetic energy of the flywheel FW is not used as powering energy, FW power generation can be performed. After step S16, the process of this flowchart is once ended.

  In the subsequent routine, an affirmative determination is made in step S1 while the battery state of charge SOC is lower than the first set value C11 and the rotational speed Nfw is higher than the first set speed N11. Since the flag F1 is ON, the process proceeds in the order of step S2, step S5, step S15, and step S16, and FW power generation is continued.

  In the subsequent routine, when the battery charge state SOC becomes equal to or higher than the first set value C11, or when the rotation speed Nfw becomes equal to or lower than the first set speed N11, a negative determination is made in step S1, and the process proceeds to step S14. Proceed to

  In step S14, the controller 290 turns off the flag F1, the flag F2, and the flag F3. That is, in this case, since the rotation speed Nfw is included in the first range NR1 that is the prohibited range of FW power generation, or the battery state of charge SOC is included in the first range CR1 that is the prohibited range of FW power generation, the flag F1 The flag F2 and the flag F3 are turned off. In this case, a negative determination is made in the next step S15, and the processing of this flowchart is once ended.

  In the case of negative determination in step S15, FW power generation can be stopped including the case where IGSW 295 is OFF. In order to stop the FW power generation, for example, the motor generator MG can be turned off on the electric circuit. If the determination in step S15 is negative, for example, charging of the battery BATT may be prohibited.

  When IGSW 295 is OFF, power supply from battery BATT to flywheel regeneration system 100 can be stopped after FW power generation is stopped or charging to battery BATT is prohibited. For example, prohibition of charging the battery BATT may be performed in conjunction with stopping power supply to the flywheel regeneration system 100.

  If an affirmative determination is made in step S1 and a negative determination is made in step S2 to step S4, processing is performed as follows.

  That is, in this case, the process proceeds to step S6, and the controller 290 determines whether or not the battery state of charge SOC is lower than the second set value C21.

  As shown in FIG. 3, the second set value C21 is a value for setting the second range CR2, and the case where the battery charge state SOC is lower than the second set value C21 is set as the second range CR2. The second range CR2 is a preferential execution permission range including temporary execution of FW power generation. Specifically, the second range CR2 is a range in which the battery charge state SOC is too low and power shortage may occur. The second set value C21 can be set in advance by experiments or the like.

  If the determination in step S6 is affirmative, the process proceeds to step S7, and the controller 290 turns on the flag F2. Therefore, the flag F2 is a flag that is turned on when the condition is satisfied, with the FW power generation execution condition that the state of charge SOC is lower than the second set value C21. After step S7, the process proceeds to step S10.

  In step S10, the controller 290 determines whether or not the rotational speed Nfw is higher than the second set speed N21.

  As shown in FIG. 4, the second set speed N21 is a value for setting the second range NR2, and the case where the rotational speed Nfw is higher than the second set speed N21 is set as the second range NR2. The second range NR2 is a preferential execution permission range including temporary execution of FW power generation. Specifically, the rotation speed Nfw is too high, and the rotation speed Nfw is forcibly set during power running of the flywheel FW. The range is inevitably reduced.

  More specifically, the second range NR2 is set as a range in which heat loss increases as a result of having to use an auxiliary brake to keep the rotational speed Nfw within an appropriate range during powering of the flywheel FW. The second set speed N21 is set lower than the design upper limit rotational speed MAX of the flywheel FW. The second set value C21 can be set in advance by experiments or the like.

  If the determination in step S10 is affirmative, the process proceeds to step S11, and the controller 290 turns on the flag F3. Therefore, the flag F3 is a flag that is turned on when the condition is satisfied, with the FW power generation execution condition that the rotational speed Nfw is higher than the second set speed N21. After step S11, the process proceeds to step S15. In this case, since at least the flag F3 is ON, an affirmative determination is made in step S15, and FW power generation is performed in step S16.

  As a result, a situation in which the battery state of charge SOC is too low and power shortage occurs, or a situation in which the rotational speed Nfw is too high and the rotational speed Nfw has to be forcibly reduced when powering the flywheel FW does not occur. Can be.

  In the subsequent routine, when a situation in which an affirmative determination is made in step S1 and a negative determination is made in step S2 to step S4 continues, the following process is performed.

  That is, an affirmative determination is made in step S6 while the battery state of charge SOC is lower than the second set value C21. As a result, the process proceeds to step S7, and the flag F2 is kept ON. Further, while the rotation speed Nfw is higher than the second set speed N21, an affirmative determination is made in step S10. As a result, the process proceeds to step S11, and the flag F3 is kept ON. In these cases, the process proceeds to step S16 after an affirmative determination in step S15, and FW power generation is continued.

  If the battery state of charge SOC is equal to or greater than the second set value C21, a negative determination is made in step S6, and the process proceeds to step S8. If the rotation speed Nfw is equal to or lower than the second set speed N21, a negative determination is made in step S10, and the process proceeds to step S12.

  First, step S8 will be described. In step S8, the controller 290 determines whether or not the battery charge state SOC is higher than the third set value C22. As shown in FIG. 3, the third set value C22 is set to a value higher than the second set value C21 as a hysteresis value provided for the second set value C21. The third set value C22 can be set in advance through experiments or the like.

  If the determination is negative in step S8, the process proceeds to step S10. Therefore, in this case, the flag F2 remains ON, and FW power generation based on the flag F2 is continued. If the determination in step S8 is affirmative, the process proceeds to step S9, and the controller 290 turns off the flag F2.

  Thereby, it is possible to prevent control hunting from occurring when executing and stopping FW power generation based on the flag F2. Further, the FW power generation based on the flag F2 can be performed as a temporary power generation necessary for avoiding a situation in which the battery charge state SOC is too low and power shortage occurs. After step S9, the process proceeds to step S10.

  Next, step S12 will be described. In step S12, the controller 290 determines whether or not the rotational speed Nfw is lower than the third set speed N22. As shown in FIG. 4, the third set speed N22 is set to a value lower than the second set speed N21 as a hysteresis value provided for the second set speed N21. The third set speed N22 can be set in advance through experiments or the like.

  If the determination is negative in step S12, the process proceeds to step S15. Therefore, in this case, the flag F3 remains ON, and FW power generation based on the flag F3 is continued. If the determination in step S12 is affirmative, the process proceeds to step S13, and the controller 290 turns off the flag F3.

  Thus, control hunting can be prevented from occurring when FW power generation based on the flag F3 is executed and stopped. Further, the FW power generation based on the flag F3 may be performed as a temporary power generation necessary to avoid a situation where the rotational speed Nfw is too high and the rotational speed Nfw must be forcibly reduced when the flywheel FW is powered. it can. After step S13, the process proceeds to step S15.

  By the way, in the situation where the process proceeds to step S3, when a switching operation from ON to OFF of the IGSW 295 is detected, an affirmative determination is made in step S3. As a result, the flag F1 is turned ON in step S5, and FW power generation is performed in step S16 via an affirmative determination in step S15. For this reason, the switching operation from ON to OFF of the IGSW 295 is a power generation instruction operation simultaneously with a stop instruction operation of the engine ENG.

  In the situation where the process proceeds to step S3, when FW power generation based on the flag F2 or the flag F3 is performed, if a switching operation from ON to OFF of the IGSW 295 is detected, an affirmative determination is made in step S3, Similarly, FW power generation is performed.

  For this reason, the controller 290 continues the FW power generation when the IGSW 295 switching operation as the stop instruction operation of the engine ENG is detected while the FW power generation is being performed. The controller 290 can continue the FW power generation by maintaining the power transmission state of the power transmission mechanism 50 as it is. In continuing the FW power generation, the FW power generation may be performed not as the FW power generation based on the flag F1, but as the FW power generation based on the flag F2 or the flag F3.

  By the way, in the present embodiment in which power transmission is performed between the motor generator MG and the flywheel FW via the planetary gear mechanism PG during FW power generation, the carrier C is idled in order to enable such power transmission. It is necessary not to do. For this purpose, for example, a load torque to the carrier C can be generated as follows.

  FIG. 5 is a diagram illustrating a method for generating a load torque to the carrier C.

  As shown in FIG. 5, as a method for generating load torque on the carrier C, in other words, as a braking method for the carrier C, for example, a first method using the tire brake 270 and a second method using the stopped engine ENG. And a third method using the alternator ALT. These methods can be selectively used according to the state of the vehicle 200, specifically, the state of the shift range, the traveling state of the vehicle 200, and the operating state of the engine ENG.

  The traveling state of the vehicle 200 includes traveling and stopping of the vehicle 200. When the traveling state of the vehicle 200 is traveling, the vehicle 200 is further classified by the operating state of the torque converter 220. Traveling L / U indicates a state in which the vehicle 200 is traveling and the lockup clutch of the torque converter 220 is engaged. The traveling T / C indicates a state in which the vehicle 200 is traveling and the lock-up clutch of the torque converter 220 is released, and thus the torque converter 220 performs power transmission via the fluid. The operating state of the engine ENG includes stop and operation of the engine ENG.

  In the first method, specifically, the carrier C is braked by operating the tire brake 270. The first method can be applied when the shift range is the D range or the R range and the vehicle 200 is stopped.

  Specifically, in the second method, the carrier C is braked by engaging the engine clutch CLE and the lockup clutch of the torque converter 220. The second method is applied when the shift range is the D range, R range, or N range, the traveling state of the vehicle 200 is traveling T / C or stopped, and the operating state of the engine ENG is stopped. Can do.

  The second method can also be applied when the shift range is the P range, the traveling state of the vehicle 200 is stopped, and the operating state of the engine ENG is stopped. In FIG. 5, the double circle mark indicates that FW power generation can be performed more appropriately than the circle mark.

  Specifically, in the third method, the carrier C is braked by engaging the engine clutch CLE and increasing the load of the alternator ALT. In this case, the load of alternator ALT is controlled so as to balance the load torque generated by motor generator MG. In the third method, the drive torque of the vehicle 200 can be prevented from being affected by absorbing the drive torque from the carrier C as a load by the alternator ALT.

  The third method can be applied when the shift range is the D range, the R range, or the N range, and the operating state of the engine ENG is driving. The third method can also be applied to the case where the shift range is the P range, the traveling state of the vehicle 200 is stopped, and the operating state of the engine ENG is driving. The double circle and the circle are the same as in the second method.

  Note that when the shift range is the P range, it is not normally assumed that the running state of the vehicle 200 is running, and therefore it is excluded here as indicated by a strike-through line. The engine ENG is stopped when the shift range is the D range or the R range and the travel state of the vehicle 200 is the travel L / U, or the shift range is the N range and the travel state of the vehicle 200 is the travel L / U. The same applies to the idle stop I / S in a certain case.

  In the flowchart shown in FIG. 4, for example, in step S <b> 16, the controller 290 further selects and executes any one of the first method to the third method according to the state of the vehicle 200 to perform FW power generation. A load torque to the carrier C can be generated.

  The controller 290 functions as a control unit by executing the processing of this flowchart. When the controller 290 makes a negative determination in step S3, the FW power generation execution condition shown in step S4, the FW power generation execution condition shown in step S6, or the FW power generation execution condition shown in step S10 is established. FW power generation is performed in S16. Further, the controller 290 continues the FW power generation by performing the FW power generation in step S16 even if the IGSW 295 is turned off and the determination in step S3 is affirmative when the flag F2 or the flag F3 is ON. The controller 290 functions as a control unit and includes a control unit.

  Next, main effects of the flywheel regeneration system 100 will be described. The flywheel regeneration system 100 is applied to the vehicle 200. The flywheel regeneration system 100 includes a flywheel FW, a motor generator MG, a power transmission mechanism 50, and a controller 290. The controller 290 performs FW power generation when the FW power generation execution condition is satisfied under the condition where the engine ENG is operating.

  According to the flywheel regenerative system 100 having such a configuration, the kinetic energy stored in the flywheel FW is converted into electrical energy when the FW power generation execution condition is satisfied under the condition that the engine ENG is operating. Can be stored. For this reason, even if the amount of energy recovered as electrical energy by the alternator ALT or the like is stored as kinetic energy in the flywheel FW, a situation where power shortage occurs can be suppressed or prevented. Therefore, it is possible to suppress or prevent the occurrence of power generation by driving the alternator ALT or the like with the engine ENG in order to supplement the necessary power. As a result, it is possible to improve the situation in which the overall fuel economy improvement as a whole of the vehicle 200 is impaired. In other words, the fuel efficiency of the vehicle 200 can be stably improved (effects corresponding to claims 1 and 7).

  In the flywheel regeneration system 100, the FW power generation execution condition includes that a shift range other than the forward shift range is selected for the transmission TM.

  According to the flywheel regeneration system 100 having such a configuration, FW power generation can be performed when the kinetic energy of the flywheel FW is not used as powering energy. For this reason, it is possible to convert and store all of the kinetic energy stored in the flywheel FW that can be converted into electric energy (electrical energy corresponding to claim 2).

  In the flywheel regeneration system 100, the FW power generation execution condition includes that the battery charge state SOC is lower than the second set value C21.

  According to the flywheel regeneration system 100 having such a configuration, it is possible to prevent a situation where power shortage occurs in view of the battery charge state SOC (effect corresponding to claim 3).

  In the flywheel regeneration system 100, the FW power generation execution condition includes that the rotational speed Nfw is higher than the second set speed N21.

  According to the flywheel regeneration system 100 having such a configuration, it is not necessary to forcibly reduce the rotational speed Nfw when the flywheel FW is powered. Therefore, the kinetic energy stored in the flywheel FW is an energy loss due to heat loss or the like. Loss can be suppressed (effect corresponding to claim 4).

  In the flywheel regeneration system 100, the FW power generation execution condition includes that a switching operation from ON to OFF of the IGSW 295 as a power generation instruction operation is detected.

  According to the flywheel regeneration system 100 having such a configuration, FW power generation can be arbitrarily performed by the operation of the driver (effect corresponding to claim 5).

  In the flywheel regeneration system 100, the controller 290 continues the FW power generation when the switching operation from the ON to the OFF of the IGSW 295 as the engine ENG stop instruction operation is detected while the FW power generation is being performed. Let

  According to the flywheel regeneration system 100 having such a configuration, FW power generation can be continued even when the IGSW 295 is turned off. Therefore, after the IGSW 295 is turned off, the kinetic energy accumulated in the flywheel FW can be prevented from being dissipated and lost as heat (effect corresponding to claim 6).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the above-described embodiment, the case where the transmission TM is a belt continuously variable transmission, the motor generator MG constitutes a generator, and the first to third dog clutches DOG1 to DOG3 constitute a clutch portion has been described.

  In this case, coupled with the fact that the flywheel regeneration system 100 can be rationally configured to perform power running control and regenerative control including cost, the vehicle 200 has a rational configuration particularly excellent in fuel efficiency. can do.

  However, the flywheel regeneration system 100 may include, for example, a generator that does not function as a motor instead of the motor generator MG.

  In addition, the clutch unit may be configured by a combination of a fastening element other than a dog clutch, such as a plurality of frictional fastening elements, or a dog clutch and a fastening element other than the dog clutch.

  The transmission TM may be, for example, a toroidal continuously variable transmission, a stepped automatic transmission, that is, a so-called automatic transmission, or a manual transmission.

  In the above-described embodiment, the case where the switching operation from ON to OFF of the IGSW 295 also serves as the power generation instruction operation has been described. However, the power generation instruction operation may be a power generation instruction operation performed using a switch other than the IGSW 295 such as a switch provided for power generation instruction.

  In the embodiment described above, the case where the controller is configured by the controller 290 has been described. However, the control unit may be configured by a plurality of controllers, for example.

DESCRIPTION OF SYMBOLS 50 Power transmission mechanism 100 Flywheel regeneration system 200 Vehicle 231 Input shaft 280 Hydraulic circuit 290 Controller (control part)
BATT battery DOG1 1st dog clutch (clutch part)
DOG2 Second dog clutch (clutch part)
DOG3 3rd dog clutch (clutch part)
ENG engine (drive source)
FW Flywheel MG Motor generator TM Transmission

Claims (7)

A flywheel regeneration system applied to a vehicle equipped with a transmission,
A flywheel connected to the input shaft of the transmission;
A generator connected to the flywheel;
A power transmission mechanism for connecting the input shaft of the transmission and the flywheel and for connecting the flywheel and the generator, and connecting and disconnecting the input shaft of the transmission and the flywheel, and the flywheel and the generator A power transmission mechanism having a clutch portion for connecting and disconnecting;
The motion stored in the flywheel via the power transmission mechanism when the preset condition is satisfied under the condition that the drive source of the vehicle is operating. A controller that drives the generator with energy; and
A flywheel regenerative system comprising: The flywheel regeneration system according to claim 1,
The condition includes that a shift range other than forward is selected for the transmission.
A flywheel regeneration system characterized by that. The flywheel regeneration system according to claim 1,
The condition includes that a state of charge of a battery mounted on the vehicle is lower than a set value.
A flywheel regeneration system characterized by that. The flywheel regeneration system according to claim 1,
The condition includes that the rotational speed of the flywheel is higher than a set speed,
A flywheel regeneration system characterized by that. The flywheel regeneration system according to claim 1,
The condition includes that a power generation instruction operation is detected.
A flywheel regeneration system characterized by that. The flywheel regeneration system according to any one of claims 1 to 5,
When the generator is driven by the kinetic energy accumulated in the flywheel and the stop instruction operation of the drive source is detected, the control unit uses the flywheel by the power transmission mechanism. Continuing to drive the generator;
A flywheel regeneration system characterized by that. A flywheel applied to a vehicle including a transmission, connected to an input shaft of the transmission, a generator connected to the flywheel, an input shaft of the transmission and the flywheel, and A power transmission mechanism for connecting the flywheel and the generator, the power transmission mechanism having a clutch portion for connecting / disconnecting the input shaft of the transmission and the flywheel, and connecting / disconnecting the flywheel and the generator; A flywheel regenerative system control method comprising:
The motion stored in the flywheel via the power transmission mechanism when the preset condition is satisfied under the condition that the drive source of the vehicle is operating. Putting the generator into drive with energy,
A method for controlling a flywheel regeneration system, comprising:

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