JPS61192963A - Recovery device of decelerative energy in vehicle - Google Patents

Abstract

PURPOSE:To enhance recovery efficiency of energy, by connecting a driving shaft with a flywheel after speed change ratio of a variable speed transmission means, which transmits power between the driving shaft and the flywheel, is adjusted to a value corresponding to the speed ratio of the flywheel to the vehicle driving shaft. CONSTITUTION:When a vehicle is decelerated and accelerated, speed change ratio of a flywheel speed to a driving shaft speed in a variable speed transmission means 18 is adjusted to the speed change ratio PI=NF/NE corresponding to the ratio NF/NE of the speed NF of a flywheel 7 to the speed NE of a driving shaft 5 at a point of that time. Further the vehicle, after adjusting the variable speed transmission means 18 to the speed change ratio PI being a target, connects a clutch means 19. Consequently, the vehicle can suppress a torque shock due to a speed difference, provided between the flywheel and the driving shaft when they are connected, while enhance recovery efficiency of energy of deceleration.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention recovers the deceleration energy when the vehicle decelerates as the rotational energy of the flywheel, and uses the recovered energy as the acceleration energy when the next vehicle accelerates. The present invention relates to a deceleration energy recovery device that regenerates energy as energy, and particularly relates to measures such as preventing shock when the flywheel is connected to the drive system of the vehicle.

(Prior art) Conventionally, as a deceleration energy recovery device for this type of vehicle,
For example, as disclosed in Japanese Unexamined Patent Publication No. 56-150648, there is a drive shaft that transmits the output for running the vehicle to the wheels, and a flywheel for recovering deceleration energy that is rotatable relative to the drive shaft. , a variable speed transmission mechanism that changes the speed and transmits the rotation of the drive shaft to the flywheel, and when the vehicle decelerates, the rotation of the drive shaft is increased and transmitted to the flywheel, and when the vehicle accelerates, the rotation of the flywheel is increased. It is known that the recovery efficiency of vehicle deceleration energy and the use efficiency of the recovered energy are increased by decelerating and transmitting the deceleration energy to the drive shaft.

(Problems to be Solved by the Invention) By the way, in the above-mentioned conventional system, when the vehicle decelerates, the deceleration energy is recovered to the flywheel, or the recovered deceleration energy is regenerated as acceleration energy when the vehicle accelerates. At this time, the drive shaft and flywheel are connected.

In that case, if there is a difference in the rotational speed of the drive shaft and flywheel, torque shock will occur due to the connection, and this torque shock will cause the vehicle body to be adversely affected by vibrations, noise, etc., and energy loss will occur due to slipping during connection. This caused a problem in that the acceleration and deceleration performance of the vehicle deteriorated.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to properly adjust the speed ratio of the re-speed transmission means before connecting the flywheel and the drive shaft, thereby connecting the flywheel and the drive shaft. The objective is to eliminate rotational differences between the parts as much as possible, thereby reducing torque shock when the flywheel and drive shaft are connected, and preventing deterioration of vehicle acceleration/deceleration performance due to slippage during connection. .

(Means for solving the problem) In order to achieve the above object, the solving means of the present invention uses a drive shaft 5 that transmits the output of the engine 1 to the wheels W, W, as shown in FIG. A variable speed transmission means 18 that is driven and changes the speed of the rotation of the drive shaft 5 and transmits it to the flywheel 7 for recovering deceleration energy, and a variable speed transmission means 18 that transmits power between the variable speed transmission means 18 and the flywheel 7 or the drive shaft 5. The variable speed transmission means 18 includes a clutch means 19 that engages and engages.
When the vehicle decelerates, the rotation of the drive shaft 5 is transmitted to the flywheel 7 at an increased speed, and the deceleration energy of the vehicle is recovered to the flywheel 7, while when the vehicle accelerates, the rotation of the flywheel 7 is decelerated. In the vehicle deceleration energy recovery device, which regenerates the deceleration energy transmitted to the drive shaft 5 and recovered by the flywheel 7, when the vehicle is decelerated or accelerated, the flywheel rotation speed in the variable speed transmission means 18 is A speed change that adjusts the gear ratio for the drive shaft rotation speed to the gear ratio PI-NF/NE corresponding to the ratio NF/NE of the rotation speed NF of the flywheel 7 and the rotation speed Nε of the drive shaft 5 at that time. Ratio adjustment means 31
will be established. Furthermore, after the variable speed transmission means 18 is adjusted to the target speed ratio Pr by the speed ratio adjustment means 31, the clutch means 19 is connected.
The configuration is such that a clutch control means 32 is provided.

(Function) With the above configuration, in the present invention, the clutch means 19 is connected when the deceleration energy is recovered to the flywheel 7 when the vehicle is decelerated, or when the recovered deceleration energy is regenerated when the vehicle is accelerated. drive shaft 5
When drivingly connecting the flywheel 7 and the flywheel 7, first, the respective rotational speeds NF of the flywheel 7 and the drive shaft 5 at that time are determined.
, NE are detected, and in the gear ratio adjusting means 31, the gear ratio of the flywheel rotational speed of the variable speed transmission means 18 to the drive shaft rotational speed is the detected rotational speed NF.

The clutch control means 32 connects the clutch means 19 to connect the drive shaft 5 and the flywheel 7 to recover or regenerate deceleration energy. It will be done. Therefore, when the drive shaft 5 and the flywheel 7 are connected by the connection of the clutch means 19, the clutch means 1
The difference in rotation between the drive shaft 5 side portion and the flywheel 7 side portion at 9 is extremely small, and the occurrence of torque shock and sagging due to engagement of the clutch means 19 is reduced, thereby reducing shock to the vehicle body and improving the vehicle performance. This will prevent deterioration of acceleration/deceleration performance.

(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.

FIG. 2 shows an embodiment in which the deceleration energy recovery device of the present invention is applied to an automobile, where 1 is an in-vehicle engine, and the output shaft 1a of the engine 1 is an engine flywheel 2,
5-speed forward manual transmission I via engine clutch 3, which is engaged and engaged by operation of a clutch pedal (not shown)
A4 is connected to an input shaft 5, and an output shaft (not shown) of the transmission 4 is connected to drive wheels of an automobile. Therefore, in this embodiment, the input shaft 5 of the transmission 4 constitutes a drive shaft that transmits the output of the engine 1 to the wheels.

Further, a rotatable rotating shaft 6 extending parallel to the input shaft 5 is disposed on the side of the transmission input shaft 5 serving as the drive shaft, and the rotating shaft 6 converts the deceleration energy of the automobile into rotational energy. A flywheel 7 for recovering deceleration energy for converting and recovering is relatively rotatably supported.

A first variable pulley 8 having a variable effective pitch diameter is provided on the input shaft 5 of the transmission 4. The first variable pulley 8
a fixed flange portion 8a integrally formed with the input shaft 5;
A movable flange portion 8 is arranged opposite to the fixed flange portion 8a so as to form a belt groove 8b between the movable flange portion 8 and the fixed flange portion 8a, and is rotatably and slidably supported by the input shaft 5.
C, and the variable 7 flange portion 8c and the input shaft 5 are provided on the back side (opposite side to the belt groove 8b) of the movable flange portion 8C.
The hydraulic cylinder 1 is connected to the cover member 9 integrally formed with the hydraulic cylinder 1.
The hydraulic cylinder 10 is connected to a hydraulic control unit 12 via a hydraulic passage 11 passing through the input shaft 5, and the hydraulic pressure supplied to the hydraulic cylinder 10 is increased or decreased by the hydraulic control unit 12. By doing so, the movable 7 flange portion 8C is moved toward and away from the fixed flange portion 8a, thereby changing the effective pitch diameter in the belt groove 8b.

On the other hand, a second variable pulley 13 having the same structure as the first variable pulley 8 is provided on the rotating wheel 6 at a position corresponding to the first variable pulley 8. That is, the second variable pulley 13 has a fixed 7 flange portion 13 integrally formed with the rotating shaft 6.
a belt groove 13b between the fixed 7 flange portion 13a and
A movable flange part 130 is disposed opposite to the fixed 7 flange part 13a so as to form a movable flange part 130, and is rotatably and slidably supported by the rotary shaft 6, and the movable flange part 13c
A hydraulic cylinder 15 is installed between the cover member 14 and the rear side of the
The hydraulic cylinder 15 is connected to the hydraulic control unit 12 via a hydraulic passage 16 formed through the rotating shaft 6.
2 to control the hydraulic pressure supplied to the hydraulic cylinder 15, the movable 7 flange portion 13c is moved to the fixed flange portion 13.
The effective pitch diameter in the belt groove 13b is changed by moving the belt groove 13a toward and away from the belt groove 13b.

And belt groove 8b of both pulleys 8, 13.

A metal belt member 17 is wound between the first and second parts 13b, and in a state where the rotary shaft 6 and the deceleration energy recovery flywheel 7 are integrally connected to each other by a flywheel clutch 19, which will be described later. By increasing and decreasing the effective pitch diameters of the two variable pulleys 8 and 13 in opposite directions, the rotation of the transmission input shaft 5 is changed in speed and transmitted to the flywheel 7 for recovering deceleration energy. A transmission means 18 is configured.

Further, a dry single-plate type flywheel clutch 19 is provided on the rotating wheel 6 as a clutch means for intermittent power transmission between the variable speed transmission means 18 and the flywheel 7. The flywheel clutch 19 is connected to the rotating shaft 6
a clutch disc 20 rotatably and slidably coupled to the clutch disc 20; and a seven acing 20 of the clutch disc 20.
A pressure plate 22 is disposed so as to be sandwiched between the flywheel 7 and the clutch cover 21 which is integral with the flywheel 7, and a diaphragm spring 23 which biases the pressure plate 22 toward the flywheel 7. In addition, the diaphragm spring 23
is connected to a release collar 24 that slides on the rotating shaft 6 in response to the driving force of an electric drive device (not shown).
Power is transmitted between the rotary shaft 6 of the variable speed transmission means 18 and the flywheel 7 by controlling the biasing force of the diamond slam spring 23 against the pressure plate 22 by the drive device and bringing the clutch disc 20 and the flywheel 7 into contact with and away from each other. is configured to be intermittent.

Further, 25 controls the operation of the hydraulic control unit 12 to change the speed ratio of the variable speed transmission means 18, that is, the boolean ratio between the first and second variable pulleys 8 and 13, and also controls the flywheel clutch 19. This is a control device with a built-in computer to control on/off. The control bag W125 includes an engine rotation speed signal indicating the engine rotation speed NE as the rotation speed of the transmission input shaft 5 (drive shaft), and a gear position signal indicating the gear position M (shift position) of the transmission 1314. , the rotational speed NF of the flywheel 7 for deceleration energy recovery and the ambient temperature T of that part.
A flywheel rotational speed signal and a flywheel temperature signal respectively indicating ε, a throttle opening signal indicating the throttle opening Tv+ of the engine 1, and a brake pedal (
A brake ON-OFF signal indicating whether or not the vehicle is being braked by a pedal operation (not shown), a brake oil pressure signal indicating the brake hydraulic pressure PR during braking of the vehicle, and a clutch ON-OFF signal indicating the on/off state of the engine clutch 3. An OFF signal is input to each.

Further, the power supply circuit of the control device 25 connects the battery 26 to a first relay 28 that is turned ON when the ignition switch 27 of the engine 1 is turned ON, and a first relay 28 that is turned ON in response to a computer output signal within the control device 25. It is connected to two systems via two relays 29, and is configured so that after the ignition switch 27 is turned on or off, the power supply circuits are turned on or off in response to a computer output signal from the control device 25. There is. Reference numeral 30 designates a warning lamp that lights up to warn when the flywheel clutch 19 is seized, when the rotation signal system of the flywheel 7 for recovering deceleration energy is disconnected, or when the temperature of the flywheel 7 portion rises abnormally.

Here, the functions of the computer built in the control device 25 will be explained in detail based on the flowcharts shown in FIGS. 3 to 7.

First, when the ignition switch 27 is turned on, a background routine shown in FIG. 3 is started.

In this background routine, the initial value of the system is set in step S1 after the start, and the next step S2 is set.
After the flywheel clutch 19 is turned OFF to disconnect the rotary shaft 6 of the variable speed transmission means 18 from the flywheel 7 for recovering deceleration energy, the power supply circuit of the control device 25 is turned ON in step S3. Next, the process moves to step S4, and the written throttle opening degree Tv+
is stored as the previous throttle opening TV2, and a new current throttle opening Tv+ is input in step S5.In step S6, the input current throttle opening Tv+ and the previous throttle opening Tv2 are used. Throttle opening speed Tv = Tv + -TV 2 is calculated and stored. Next, in step S7, the brake is set to 0N-O.
Input the FF signal and set the brake 0N10FF flag F.
s to FB-1 when braking, FB when not braking
-0 respectively, input the 0N-OFF signal of the engine clutch 3 in step S8, and set the engine clutch 0N10FF flag Fac to FEC when the clutch pedal is depressed (when the engine clutch 3 is disengaged).
-1, and during non-depressing operation (when the engine clutch 3 is connected), the same flag FEC is set to l''Ec=0.Furthermore, in step S9, the gear position signal of the transmission 4 is input, When gear position M is 4N retracted position, 1 y M=
-1, M-0 when in the neutral position, M-1 when in the first forward speed position, and M==2 to 5 when in the second to fifth forward speeds, and then,
In step Sho, input the atmosphere m1ITc of the flywheel 7 portion for deceleration energy recovery, and in step S11
After inputting the brake oil pressure PR in step S4,
Return to step 34, Ss *...
repeat.

During execution of the processing operations of the background routine as described above, the interwoven routines shown in FIGS. 4 to 7 are interrupted by the input of a predetermined signal. That is, FIG. 4 starts when the output shaft 1a of the engine 1 reaches a predetermined crank angle. This shows an interwoven routine for detecting the engine speed NE, and in step S12 after the start, the free running counter (
F.

R, C, ) values are read to detect the current interwoven time TNE for calculating the engine speed, and then in step S13, the previous interwoven time TOE is subtracted from the current interwoven time TNE to find the time difference Δ between this time and the previous time.
After calculating TE-TNε-T8ε, step S14
, the engine speed N based on the above time difference Tε
Calculate Snake. Next, the process moves to step S+s, where the value of the engine speed NE calculated above is compared with a one-dimensional map of engine speeds stored in advance, and the flywheel 7 is
The upper limit pulley ratio PMAX of the variable speed transmission means 18 according to the engine speed set to prevent overrun of
After reading out rp-, the detected current interwoven time TNε is stored as the previous interwoven time T8ε in step S16, and then the process returns to the step after the interruption of the background routine.

In addition, Fig. 5 shows the flywheel 7 for recovering deceleration energy.
starts when reaches a predetermined rotation angle.

This is an interrelated routine for detecting the flywheel rotation speed NF, and it is 7 in step S17 after the start.
The current interwoven time TNF for flywheel rotation speed detection is detected by reading the value of the re-running counter, and then in step S18 the flywheel rotation speed Nr is detected.
- is NF f-0, that is, it is determined whether the flywheel 7 is rotating. This judgment is NF≠
If the answer is 0 (YES), the process moves to step S +9, where the previous interwoven time TBF is subtracted from the current interwoven time TNF detected above, and the time difference ΔTF between the current time and the previous time is calculated.
After calculating =TN t--Ter-, the flywheel rotation speed NF is calculated based on the time difference ΔTF in step S Kasumi, and in the next step S21, the current interwoven time TNF detected above is set as the previous interwoven time. Tep, and then returns to the step after the background routine interrupt. On the other hand, if the determination at step S+s is No (NF = O), the process immediately returns to the background routine that proceeds to step S21.

Furthermore, Fig. 6 shows that the ignition switch 27 is OFF.
This shows an interwoven routine that starts in response to the signal when the operation is performed, and in step S22 after the start, the flywheel clutch 19 is turned on and the rotating shaft 6 of the variable speed transmission means 18 and the flywheel 7 for recovering deceleration energy are activated. After the power supply circuit of the control device 25 is turned off in the next step 823, the processing of the control program is ended.

Further, FIG. 7 shows an interwoven routine that is started at regular time intervals. In this interrelated routine, in the first step S lot after the start, the seizure determination flag Fv, which is set to "1" when the flywheel clutch 19 is seized, is FY-0 or not, that is, the seizure of the flywheel clutch 19 is determined. Determine the presence or absence of. If this determination is YES with FY = 0, step S102
In , the disconnection of the rotation signal system of the flywheel 7 is described as "
It is determined whether or not the disconnection determination flag Fo, which is set as "1", is Fo = O, that is, whether there is a disconnection in the signal system. This judgment is F.

When YES = 0, the process moves to step 8103, where the atmospheric temperature Tε of the flywheel 7 portion is set in advance as a temperature constant KTMAX for flywheel temperature abnormality determination.
TE<KTMA is determined.
If YES in
It is determined whether FC=1, that is, whether the flywheel clutch 19 is connected. This judgment is FFC≠1
If NO, the process moves to step S+os, where the flywheel rotational speed Nt- is calculated from the product NEXPO of the engine rotational speed Nε and the output pulley ratio Po of the variable speed transmission means 18, and the control accuracy of the pulley ratio and the engine 1 and flywheel 7
It is determined whether the value is greater than the value NEXPO - ΔN obtained by subtracting the rotation speed constant ΔN for eliminating the influence of the rotational fluctuation difference between the At this time, it is determined whether the flywheel rotational speed NF satisfies NF<NEXPO+ΔN. That is, the above step S +os +
S+os is the flywheel rotation speed NF and engine rotation speed NE due to seizure of the flywheel clutch 19.
It is determined whether or not the rotational speeds obtained by multiplying by the boolean ratio Pa of the variable speed transmission means 18 substantially match, and the step S sos or S + os can be completed without seizure.
If the determination is NO, the process moves to step S107, where the use counter CF at the time of burn-in determination is reset to CF-0, and then, in step SrawI, the burn-in determination flag FY is reset.
After clearing FY=O, it is determined in step S109 whether or not the brake ON10FF flag Fa is FB-1, that is, whether the automobile is in a deceleration state due to the depression of the brake pedal. When this determination is No in FB-〇, the process moves to step S no, and it is determined whether or not the throttle opening speed Tv is smaller than 0ECO, which is the throttle opening speed constant for deceleration determination during deceleration energy recovery.
In other words, it is determined whether the vehicle is decelerating not by pressing the brake pedal but by releasing the accelerator pedal. The determination at step 5110 is Tv<Ko
When ECO is YES, it is determined in step 5111 whether the gear position M of the transmission 4 is in a high gear position of M≧3 or higher, and when this determination is YES with M≧3, in step 5112 the engine is Rotation speed NE
is the maximum engine rotation speed constant KNEM at the time of recovery judgment, which is set to prevent flywheel 7 from overrunning.
It is determined whether the rotation speed of the flywheel 7 does not exceed the upper limit rotation speed even if the flywheel clutch 19 is connected. This judgment is NE<KNEMAX
If YES, in step 5113, it is determined whether or not the engine speed NE is higher than the minimum engine speed constant KNEMIN at the time of recovery determination, which is set to determine the predetermined energy generation state, that is, the deceleration energy is above a certain level. It is determined whether or not the above-mentioned upper pulley ratio
It is determined whether the rotation speed is lower than the r11m multiplied by the engine rotation speed NE, that is, whether the energy stored in the flywheel 7 will increase compared to the current age if the flywheel clutch 19 is connected. . This judgment is N
F < PMAxrpm When YES in XNE, the process moves to step 5115, and variable speed transmission is performed from a two-dimensional map stored in advance based on the multiple values of the flywheel rotational speed NFB and the same throttle opening Tva during the previous processing. Target boolean ratio P of means 18.

(Actually, as described below, the range of change from the initial boolean ratio P!)
is read out, and in the next step 5116, the boolean ratio change speed Ps of the variable speed transmission means 18 is read out from the one-dimensional Mat stored in advance based on the value of the throttle opening speed Tv (deceleration). 5117, the flywheel rotational speed NF changes to the engine rotational speed Nε to the minimum boolean ratio PMIN of the variable speed transmission means 18 (the pulley when the effective pitch diameters of the first and second variable pulleys 8.13 become minimum and maximum, respectively). It is determined whether the rotation speed is lower than the rotation speed multiplied by the ratio). If this determination is YES, the initial pulley ratio P+ is set to the minimum pulley ratio PM s N in step 5118, and if the determination is No, step 5
After setting the initial boolean ratio Pt to Pl=Nt-/NE in step 119, in step S+zo, the target boolean ratio P is added to the initial boolean ratio PI to obtain the final target boolean ratio PF=P+. +Pe is extracted. After that, in step 5121, it is determined whether the final target boolean ratio PF used for the sieving is larger than the upper limit pulley ratio PMAxrpm, and this determination is PF>PM A
rl) If YES in II, step S12
After setting the final target boolean ratio PF to PF-PMAxrpm in step 2, if the determination is NO that PF≦PMAxrEl-
If so, the process directly proceeds to step 5123, and the recovery/regeneration determination flag FK is set to FK=1 indicating the recovery state of deceleration energy. Then, in step S124, the steps 5118 or 5 described above are performed.
The initial pulley ratio P+ set in step 119 is set as the output pulley ratio PO, and in step $125 the set output pulley ratio P'o is converted into a duty ratio and output to the hydraulic control unit 12, and then step 81
At step 5126, the flywheel clutch 19 is turned on to connect the variable speed transmission means 18 and the flywheel 7, and at step 5127, the flywheel clutch 0N10FF flag Fpc is set to FFC-1 to indicate the connection state. Next, in step 5128, the current flywheel rotation speed Np is stored as the previous flywheel rotation speed NFB, and in step S+zz, the current throttle opening degree Tv+ is stored as the throttle opening degree TvB at the previous processing. Then step 5
At T30, the value of the 7-ree running counter is read to detect the time TFF at fixed intervals for flywheel rotation speed detection, and at step 5131, the current interwoven time TNF is subtracted from the time TFF to obtain the elapsed time ΔTF from the latest interwoven time. After calculating F = TF F - TNF, in step 5132, the elapsed time ΔT F F
It is determined whether or not is longer than a time constant KT for determining whether the rotation speed of the flywheel 7 is equal to or less than a predetermined rotation speed. When this determination is YES for ΔTFr->KT, that is, when there is no input of the flywheel rotation signal for a certain period, the flywheel 7 is considered not to be rotating, and step 5133
Then, after setting the flywheel rotational speed NF to NF=O, if the determination is NO that ΔTFF≦KT, the process directly returns to the step after the interruption of the background routine.

Also, the determination in step SIog above is YES for FB-1.
When this is the case, that is, when the automobile is decelerating by depressing the brake pedal, the same condition determinations as in steps S+++ to 5114 are sequentially performed in steps 8150 to Sm, respectively. And the last step S? 5
When the determination in step S3 is YES, NF<PMAxrpmxNε, the process moves to step S154, and the variable speed transmission means 18 is changed from a pre-stored two-dimensional Mat) based on the multiple values of the brake oil pressure PR and the engine speed NE. The target pulley ratio Po is read out, and in the next step $155, the pulley ratio change speed Ps of the variable speed transmission means 18 is read out from the one-dimensional map stored in advance based on the value (deceleration) of the brake oil pressure PR. , and then proceeds to step S++t. In addition, the above step 5111
~5114 or step S1! , o-8153, if the determination is NO, the process directly proceeds to step 5128.

When the determination in step 8104 is FFc=1 (YES), the process moves to step Sm, where it is determined whether the flywheel rotational speed NF is NF≠0, that is, whether the flywheel 7 is rotating. , this judgment is YE
If S, in step 5135, the use counter CN at the time of disconnection determination of the flywheel rotation signal system is set to C.
Reset N=O, then step Stx, S+3y
to determine whether the gear A7 position M of the transmission 4 is in Mf-o (non-neutral position) and to turn the engine clutch ON/OFF.
It is determined whether C=O or not, and whether or not the knob engine 1 and the drive shaft are in a connected state. These steps 5138
, 5t37, the process moves to step Sm to check whether the recovery/regeneration determination flag FK is 10 at F, that is, whether the deceleration energy stored in the flywheel 7 is being regenerated. When this determination is No, it is assumed that the deceleration energy is being recovered and the process moves to step St3g, where the throttle opening speed Tv is smaller than the throttle opening speed constant KA c c I for acceleration determination during deceleration energy recovery. In other words, it is determined whether the vehicle is in a state other than acceleration. If this determination is YES (Tv<KAcc), step S1
40, it is determined whether the previous flywheel rotation speed NFB is lower than the current flywheel rotation speed NF, that is, whether there is no decrease in the rotation speed of the flywheel 7 itself, and this determination is NFB<NF. If YES, in step 5141, the flywheel rotation speed NF is calculated by subtracting the rotation speed constant ΔN (see step S +os) from the product NEXPF of the engine rotation speed N [and the final target pulley ratio PF (see step 8120). Rotation speed NEX
It is determined whether it is lower than PF-ΔN. This judgment is N
If t-<NεXPF-ΔN is YES, step 5
Move to 142 and play -t-ON / OF F
77 'j Fe determines whether the car requires further deceleration force by pressing the brake pedal, and this determination is YE with Fe = 1.
In the case of S, in step 5143, based on the brake oil pressure PR, 8 is read out as the pulley ratio correction coefficient due to the brake operation during energy recovery from the one-dimensional map stored in advance, and in the next step 5144, the date is set to this pulley ratio correction coefficient. Multiply the above final target pulley ratio PF and reset the final target pulley ratio PF, step 5I46.8
In step 146, the above steps S +z+ and S 1 are performed for the new final target boolean ratio PF reset above.
After performing the same processing as in step 22, the process moves to step 8u7. Further, the determination in step 8142 is N of Fe −0.

When this happens, the process directly proceeds to step S147. In step 5147, it is determined whether the final target pulley ratio Pr- matches the output pulley ratio Po, and when this determination is No for Po fPr:, step S w
After setting the value Po+Ps, which is the sum of the output pulley ratio PO and the above pulley ratio change speed Ps (see step 5116 or 5155) in step a, as the new output pulley ratio PO, and when the determination is YES that Po=PF, the respective The process moves to step 5149.

The processing in steps 8147 to 5149 above gradually brings the output pulley ratio PO of the variable speed transmission means 18 closer to the final target pulley ratio Pp. Then, in step S%49, the set output pulley ratio Po is converted into a duty ratio and outputted to the hydraulic control unit 12, and then the process moves to step S5128.

Further, when either one of the determinations in steps Sm and S+at is NO, that is, the gear position M of the transmission 4 is M=
-0 neutral position or when the engine clutch 3 is disengaged, the process moves to step S+eo, and the flywheel clutch 19 is turned off to disconnect the variable speed transmission means 18 and the deceleration energy recovery flywheel 7. At the same time, in step 8181, the flywheel clutch 0N10FF flag FFC is set to F.
After clearing FC=Q, the process moves to step 5128 described above. Further, in a state in which the determination in step 5t38 is No and deceleration energy is being recovered to the flywheel 7, when the determination in steps 5t39 to S141 is NO, the process moves to step S+ao and the deceleration energy is recovered. end.

On the other hand 1. E step S No judgment is Tv≧KDEC
If the answer is No, the process moves to step 5156, and it is determined whether the inter-throttle speed change *Tv is larger than the throttle opening rate constant KA c c o for acceleration determination during deceleration energy regeneration, that is, whether the vehicle is in an accelerating state. If the determination is NO, step 8128 is performed.
Move to. When the determination in step 5156 is YES, the process moves to step 5ss7, and the flywheel rotation speed NF is determined to be the minimum pulley ratio PM I of the variable speed transmission means 18.
It is determined whether the value is higher than the value PMINXNE obtained by multiplying N by the engine speed NE, that is, whether the flywheel 7 is in a state where it can give energy for acceleration to the automobile. If this determination is NO, the above Step S
128. Judgment is NF > PM I N XN
If YES in E, the process moves to step S+se, where the target boolean ratio Po of the variable speed transmission means 18 is read out from the two-dimensional MaEl based on the 8 values of the previous flywheel rotational speed NFB and throttle opening speed Tv, and step In S159, based on the value (acceleration) of the throttle opening speed Tv, the variable speed transmission means 1 is changed from the one-dimensional Mall.
The pulley ratio change speed Ps of the variable speed transmission means 18 is read out, and in the subsequent step S
It is determined whether the rotation speed is higher than the engine rotation speed Nε multiplied by the pulley ratio (at which the effective pitch diameters of the variable pulleys 8 and 13 are maximum and minimum, respectively). When this determination is YES, the initial boolean ratio P+ is set to the maximum pulley ratio PMAX in step 5161, and when the determination is No, the initial boolean ratio P+ is set to PI −N in step 5L82.
After setting F/N E respectively, step S1
63, the above initial boolean ratio P! The final target boolean ratio PF is calculated by subtracting the target boolean ratio Po from .

After this, in step 5164, the final target pulley ratio PF
and the minimum pulley ratio PM I N, and if the determination is YES that PF < PM I N, step S+ is performed.
After setting the final target pulley ratio PF to the minimum pulley ratio PMIN with ss, if PF≧PM I N, proceed directly to step 81%, clear the recovery/regeneration determination flag FK to FK = O, and then perform the above steps. Step 5
124.

Also, the determination in step 5T38 above is Y of FK = O.
When it is ES, that is, the deceleration energy is being regenerated, it is determined in step 8187 whether or not the throttle opening speed Tv is larger than the throttle opening speed constant Koεc1 for deceleration determination during deceleration energy regeneration, that is, the vehicle is in a state other than deceleration, and if this determination is YES, in step 5L6II, the flywheel rotational speed NF is set to the product of the engine rotational speed NE and the final target boolean ratio PF to the rotational speed constant. Is it higher than the rotation speed plus ΔN, that is, flywheel 7?
determines whether or not the vehicle is in a state where further acceleration energy is given, and if this determination is YES, the step 51 described above is performed.
47. On the other hand, the above step S+s7. S+s
If the determination in e is No, the process moves to step 8180 and the flywheel clutch 19 is disengaged.

Also, the determination in step S +os above is NF <NE
When XPo+ΔN is YES, the process moves to step 8169, and the counters C and r- used at the time of the burn-in determination are set to CF.
After updating to +1, in step 8170, the use counter CF is set to the number constant Kc+ for R111 determination at the time of burn-in determination.
Determine whether it is equal to or not. That is, step S+s
q, 3176, it is determined whether a predetermined period of time has elapsed in which the flywheel rotational speed NF and the rotational speed obtained by multiplying the engine rotational speed Nε by the output pulley ratio Po are substantially the same, and the determination at step 5L70 is made. When the result is No, it is assumed that the flywheel clutch 19 is not seized, and the process moves to step S+oa. If the determination is YES, it is assumed that the flywheel clutch 19 is seized, and the seizure determination flag F is set in step 5171.
v is set to FY=1, and in step 5172, the counter Co used when determining whether to cancel the burn-in determination is reset to C0=0, and then, in step 5173, the variable speed transmission means 1
The output pulley ratio Po with respect to the minimum pulley ratio PM I
After setting to N, the warning lamp 30 is turned on in step 5174, and further, in step 5I7s, the output boolean ratio Po is converted to a duty ratio and outputted to the hydraulic control unit 12, and then the process moves to step S1211. do.

Also, the determination in step 5T34 above is NF=O.
O, that is, when the flywheel 7 is not rotating, the process moves to step S176 and updates the counter CN used for wire breakage determination to CN +1, and then steps S5
At step 177, it is determined whether the usage counter CN is equal to the number constant KC3 for time determination at the time of disconnection determination. That is, to step S1 above.

In step S177, it is determined whether the flywheel 7 has not been rotating for a predetermined period of time, and step 5177
When the determination is No, it is assumed that the rotation signal system is not disconnected and the process moves to step 5L36, whereas when the determination is YES, it is assumed that the rotation signal system is disconnected and the process moves to step $178 to determine the disconnection. flag Fo
After setting o=1 and lighting up the warning lamp 30 in step S179, the above step S+e
Move to o and turn off the flywheel clutch 19.

Further, when the determination in step S103 is NO,
That is, when the ambient temperature Tε of the flywheel 7 portion is equal to or higher than the set temperature, it is determined in step 8182 whether the flywheel clutch 0N10FF flag FFC is FFC=1, that is, whether the flywheel clutch 19 is in the connected state. If the determination is YES, the process moves to step S+eo and the flywheel clutch 1 is
9, while if No, the above step S5
to move to.

Further, when the determination in step S102 is No,
In other words, when the disconnection determination flag Fo becomes Fo=1 and the disconnection determination of the flywheel rotation signal system is being performed, the process moves to step 5184 and the flywheel rotation speed Nt- is determined to be Nt-.
Determine whether F>O. If this determination is YES, the disconnection determination flag Fo is set to Fo in step 518S.
=O, the lFi line determination counter CN is reset to CN-0 in step S, and after an OFF signal is output to the warning lamp 30 in step S+s7, the process moves to step 5I28. Further, when the determination in step 5I84 is NO, the process moves to step 5I80.

Furthermore, when the determination in step 8101 is No,
In other words, when the seizure determination flag Fv becomes FY-1 and the seizure determination of the flywheel clutch 19 is performed, the above-mentioned step S
The same determination as in +os and S toll is made, that is, it is determined whether the flywheel rotational speed Np and the rotational speed obtained by multiplying the engine rotational speed NE by the boolean ratio PO are substantially the same. If the determination is YES, the output boolean ratio Po is converted into a duty ratio in step SFX+ and outputted to the hydraulic control unit 12, and then the process moves to step S+zs. Step S above
If the judgment in +sa, S+es is No, step 5
After updating the counter Co used when determining whether to cancel the burn-in determination in step S191 to Go+1, the process proceeds to step S112.
At , it is determined whether the use counter Co is equal to a time determination number constant KC2 used for determining whether to cancel the burn-in determination. That is, in step 5I90.8+91, it is determined whether a predetermined period of time has elapsed in which the flywheel rotational speed NF is not substantially the same as the engine rotational speed NE multiplied by the output pulley ratio Po. +cn
If the determination is No, the process moves to step S, while if it is YES, the use counter CF at the time of burn-in determination is reset to CF=O in step 8193.
After clearing the burn-in determination flag FY to FY-0 in step SS4 and outputting an OFF signal to the warning lamp 30 in step S+9s, the process returns to step S12.
11.

Therefore, in the above control processing operation, step 811
7~S 119 and S +so -8162,
When the vehicle is decelerating or accelerating, the ratio N F / N E of the rotation speed NF of the flywheel 7 and the engine rotation speed NE as the rotation speed of the input shaft 5 of the transmission I 14 is determined by the flywheel rotation in the variable speed transmission means 18. When the pulley ratio is between the minimum pulley PMIN and the maximum pulley PMAX for the input shaft rotation speed (PM I N≦N F / Nε≦PM
), the boolean ratio Po of the variable speed transmission means 18 is set to the ratio of the flywheel rotation speed NF to the engine rotation speed NE (the rotation speed of the input shaft 5) N t-/NE
While adjusting the pulley ratio P+ -Nr-/Nε corresponding to
When the pulley ratio is outside the range (NF/NE < PM
I N or N F / Nε > PMA×), the boolean ratio Po of the variable speed transmission means 18 is set to the rotation ratio N F /
A boolean ratio adjusting means 31 is configured to adjust the pulley ratio to the minimum pulley ratio PT=PM I N or the maximum pulley ratio PI-PM^X which is closest to Nε.

Further, in step 5126, the pulley ratio adjusting means 31 adjusts the variable speed transmission means 18 to the target pulley ratio P+.
Clutch control means 32 is configured to connect one of the flywheel clutches after the adjustment is made.

Next, the operation in the above embodiment will be explained.

Turn on the ignition switch 27 and turn on engine 1.
When the ignition switch 27 is started, the ignition switch 27 is turned on.
The control device 25 operates in accordance with the operation, and this control device 25
The flywheel clutch 19 is first turned off by the operation of
When activated, the rotating shaft 6 of the variable speed transmission means 18 and the flyboil 7 for recovering deceleration energy are separated.

From this state, the car accelerates and reaches a steady running state,
During the drive, when the car is decelerated by releasing the accelerator pedal or depressing the brake pedal, the next gear position M of the transmission 4 is detected, and the gear position M
When the variable speed transmission means 18 is in a high speed position of 3rd forward speed or higher (M2S), the final target boolean ratio PF of the variable speed transmission means 18 is set to a value corresponding to the deceleration of the vehicle, and the flywheel rotation is The rotation ratio NF/NE between the number NF and the engine rotational speed NE (the rotational speed of the transmission input shaft 5) is calculated. When the rotation ratio PM I N or more, the pulley ratio Pa of the variable speed transmission means 18 is equal to the rotation ratio N.
t-/NE, and when the rotation ratio NF/NE is lower than the minimum pulley ratio PMIN, the boolean ratio Po of the variable speed transmission means 18 is equal to the minimum pulley ratio pH. - After each set to PMIN, the flywheel clutch 19 is turned on to connect the variable speed transmission means 18 and the flywheel 7,
Through this connection, the deceleration energy of the vehicle is recovered by the flywheel 7 as its rotational energy. Further, after the flywheel clutch 19 is connected, the pulley ratio Po of the variable speed transmission means 18 is gradually corrected toward the final target pulley ratio PF set above, and the flywheel 7 is accelerated by this increasing change in the pulley ratio. be done.

At this time, when the gear position M of the transmission 4 is at a high speed position where M≧3, that is, when the vehicle is running at a relatively high speed and the transmission input shaft 5 is rotating at a high speed, the flywheel clutch 19 is activated. Since the ON operation connects the variable speed transmission means 18 and the flywheel 7, this connection allows the flywheel 7 to rotate to a high speed, and allows the flywheel 7 to recover a large amount of deceleration energy. By increasing the engine braking effect when the engine is in the high speed position by the inertial resistance of the flywheel 7, the braking ability for the automobile can be improved.

In addition, at the high gear position of the transmission 4, the gear ratio is small and the difference in rotational speed between the input and output shafts of the transmission 4 is small, so the torque shock when the flywheel clutch 19 is engaged can be suppressed. The shock transmitted to the vehicle body side can be reduced.

Furthermore, before connecting the flywheel clutch 19,
In advance, the pulley ratio PO of the variable speed transmission means 18 is set to a pulley ratio P+ or a minimum pulley ratio PM corresponding to the rotation ratio N F / N E of the flywheel 7 and the engine 1 (transmission input shaft 5) at that time. Since it is set to IN, the difference in the rotational speed between the rotating shaft 6 of the variable speed transmission means 18 and the flywheel 7 becomes extremely small, and the shock when the flywheel clutch 19 is connected can be further reduced. , it is possible to reduce energy loss due to slippage of the clutch 19 and prevent deterioration of deceleration performance of the vehicle.

In addition, after the flywheel clutch 19 is connected, the pulley ratio Po of the variable speed transmission means 18 is gradually corrected. The rotation can be accelerated according to the deceleration of the vehicle, and therefore the deceleration energy of the vehicle can be efficiently recovered.

While recovering deceleration energy in the deceleration energy recovery flywheel 7 in this manner, the rotation speed NF and the engine rotation speed NE are multiplied by the final target pulley ratio PF as the maximum gear ratio of the variable speed transmission means 18. Rotation speed NE
XPF is compared, and both rotational speeds Nr: , NE XPF
When these substantially coincide with each other taking into account the error ΔN, the flywheel clutch 19 is turned off to disconnect the variable speed transmission means 18 and the flywheel 7, and this disconnection causes the flywheel 7 to retain deceleration energy. Ru.

At this time, the fact that the flywheel rotational speed NF and the rotational speed NEXPF obtained by multiplying the engine rotational speed Nε by the final target pulley ratio PF of the variable speed transmission means 18 substantially match is due to the deceleration energy recovered by the flywheel 7. Since the flywheel clutch 19 is disengaged when the recovered energy is at its maximum, the maximum deceleration energy can be efficiently recovered and held in the flywheel 7.

After this, when the automobile shifts to an acceleration state, the minimum pulley ratio PM of the variable speed transmission means 18 is calculated based on the flywheel rotation speed NF and engine rotation speed Nε at that time! Rotation speed N multiplied by N
The magnitude of ε×PMIN is determined, and when the flywheel rotational speed NF is larger than the rotational speed NεXPMIN, the final target pulley ratio PF of the variable speed transmission means 18 is set according to the acceleration of the vehicle, as in the case of deceleration described above. At the same time, the rotation ratio N p / N E between the flywheel rotation speed NF and the engine rotation speed Nε is calculated, and the rotation ratio NF
/ N E is the maximum pulley ratio PM of the variable speed transmission means 18
When it is less than AX, the pulley ratio Po of the variable speed transmission means 18
is the boolean ratio Pr-N corresponding to the rotation ratio Nt-/Nε
For F/NE, when the rotation ratio is higher than the maximum pulley ratio, the boolean ratio Pa is set to the maximum boolean ratio PM^×, and then the flywheel clutch 19 is turned on and the variable speed transmission means 18 and The flywheel 7 is reconnected, and this connection causes the deceleration energy stored in the flywheel 7 to be transmitted to the input shaft 5 of the transmission 4 and used to drive the drive wheels of the vehicle, thus reducing deceleration. The energy is recycled as acceleration energy for the car. After the flywheel clutch 19 is connected, the pulley ratio PO of the variable speed transmission means 18 is gradually corrected to the set final target pulley ratio PF, and this decreasing change in the pulley ratio causes the flywheel 7 to The rotation is transmitted to the input shaft 5 of the transmission 4 while being accelerated.

At that time, flywheel rotation speed NF is engine rotation speed N
E (rotational speed of transmission input shaft 5) variable speed transmission means 18
Rotation speed NEXPM multiplied by the minimum pulley ratio PM I N
[Since the flywheel clutch 19 is connected when the speed is higher than N, the flywheel rotation speed NF at which the flywheel clutch 19 is connected can be lowered and its range expanded, and the deceleration energy recovered by the flywheel 7 can be reduced. can be effectively transmitted to the transmission input shaft 5 and used for accelerating the automobile.

Also, similar to the above deceleration, flywheel clutch 1
9, the pulley ratio P of the variable speed transmission means 18 is set in advance.
Since o is set to the pulley ratio Pl or maximum pulley ratio PMAX corresponding to the rotation ratio N F /Nε of the flywheel 7 and the engine 1 at that time, the rotating shaft 6 of the variable speed transmission means 18 and the flywheel By making the difference in rotational speed between the flywheel clutch 19 and the clutch 19 extremely small, it is possible to reduce shock when the flywheel clutch 19 is engaged and to prevent deterioration of acceleration performance due to slippage of the clutch 19.

Furthermore, after the flywheel clutch 19 is connected, the pulley ratio Po of the variable speed transmission means 18 is gradually corrected, and the pulley ratio Po becomes smaller as the acceleration of the vehicle increases. The acceleration response of the vehicle can be improved by rotating the vehicle at an accelerated speed according to the acceleration of the vehicle.

In such a regeneration state of deceleration energy, if the flywheel rotational speed NF and the engine rotational speed NE multiplied by the final target pulley ratio PF as the minimum gear ratio of the variable speed transmission means 18 substantially match. , the flywheel clutch 19 is turned off, and the variable speed transmission means 18 and the flywheel 7 are disconnected.

In this case, the reason why the flywheel rotation speed NF matches the product of the engine rotation speed Nε and the final target boolean ratio PF is as follows.
This is when there is no more effective deceleration energy to be transmitted from the flywheel 7 to the input shaft 5 of the transmission 1114, and at that point the clutch 19 is disengaged, so the regeneration state of the deceleration energy stored in the flywheel 7 must be properly This allows the deceleration energy to be effectively transmitted to the transmission 4 and used as acceleration energy for the vehicle.

On the other hand, when the flywheel clutch 19 is turned on during deceleration or acceleration of the automobile and the rotating shaft 6 of the variable speed transmission means 18 and the flywheel 7 are connected, the gear position M of the transmission 4 is set to M= When the rotor is operated to the neutral position of O, the flywheel clutch 19 is activated to FF, and the rotation shaft 6 and the flywheel 7 are disconnected from each other. Therefore, the deceleration energy recovered by the flywheel 7 is not wasted to drive the engine 1, the transmission 4, etc., and the recovered energy can be effectively used for driving the automobile.

In addition, when the ambient temperature Tε of the flywheel 7 portion rises above the set temperature KTMAX, or when the signal system for detecting the flywheel rotation speed Nt- is disconnected, one of the flywheel clutches is immediately turned off and the flywheel 7 is disconnected from the variable speed transmission means 18. Therefore, it is possible to reliably prevent flywheel 7 from overrunning or bursting due to temperature rise, and
The output loss of the engine 1 can be eliminated by preventing the output of the engine 1 from being used to drive the flywheel 7 during acceleration or steady running of the vehicle.

Furthermore, when the flywheel clutch 19 seizes and the flywheel 7 and rotating shaft 6 become inseparable, the pulley ratio Pa of the variable speed transmission means 18 is locked to the minimum pulley ratio PM IN. Therefore, it is possible to suppress the maximum rotational speed of the flywheel 7 and prevent its overrun.

Furthermore, when the automobile stops with the flywheel 7 rotating as described above, and then the ignition switch 27 is turned off and the engine 1 is stopped, the flywheel clutch 19 is turned off as the ignition switch 27 is turned off. is turned ON, and the deceleration energy recovery flywheel 7 and the variable speed transmission means 18 are connected.

On the other hand, when the engine 1 is stopped, the clutch pedal is normally operated to return the engine clutch 3 to the connected state, and the engine 1 and the input shaft 5 of the transmission 4 are connected. As a result, when the ignition switch 27 is turned OFF, the flywheel 7 is connected to the engine 1 via the variable speed transmission means 18.
The energy stored in is consumed as driving energy for the engine 1, and the rotation of the flywheel 7 is braked.
It finally stops. Therefore, the ignition switch 27
By eliminating inertial rotation of the flywheel 7 after the OFF operation, it is possible to prevent noise and discomfort from occurring.

The flywheel clutch 19 may be provided on the input shaft 5 of the transmission 4 instead of on the rotating shaft 6 of the variable speed transmission means 18. Further, the drive shaft may be replaced with the input shaft 5 of the transmission 4 and may be configured with the output shaft of the transmission 4, and in either case, the same effects as in the above embodiment can be achieved.

Further, in the above embodiment, as the variable speed transmission means 18, two
Although a pulley with two variable pulleys 8.13 was used, it is also possible to use a mechanism with a backlash prevention mechanism for the belt member 17 and one of the pulleys as a fixed pulley. Alternatively, a gear transmission system may be used, and the same effects as in the above embodiment can be achieved.

(Effects of the Invention) As explained above, according to the vehicle deceleration energy recovery device of the present invention, when the vehicle accelerates or decelerates, the vehicle drive shaft and the flywheel for deceleration energy recovery are connected to recover the deceleration energy. Or, in the case of regeneration, after adjusting the gear ratio of the variable speed transmission means that transmits power between the drive shaft and the flywheel to a gear ratio corresponding to the rotation ratio of the flywheel and the vehicle drive shaft, By connecting the flywheel and the flywheel, the speed change effect of the variable speed transmission means is effectively used, and torque shock due to the rotational difference when the flywheel and drive shaft are connected is suppressed, thereby reducing the negative impact on the vehicle body. It is possible to reliably reduce this, and also to prevent deterioration of acceleration/deceleration performance of the vehicle by eliminating slippage during connection.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of the present invention. 2 to 7 show embodiments of the present invention, FIG. 2 is a general schematic diagram of the deceleration energy recovery device, FIG. 3 is a flowchart showing a background routine in the processing function of the control device, and FIG. The figure is a flowchart showing an interwoven routine for detecting the engine speed, FIG. 5 is a flowchart showing an interwoven routine for detecting the speed of the deceleration energy recovery flywheel, and FIG. 7 is a flowchart showing the interwoven routine when the ignition switch is turned off. FIG. 1... Engine, 4... Transmission, 5... Input shaft,
6... Rotating shaft, 7... Flywheel, 8.13.
...Variable booster, 12...Hydraulic control unit, 18...Variable speed transmission means, 19...Flywheel clutch, 25...Control device, 27...Ignition switch, 31... Pulley ratio adjustment means, 32.
...Clutch control means. 21 ゛

Claims (1)

[Claims] (1) A variable speed transmission means is provided, which is driven by a drive shaft that transmits the output of the engine to the wheels, and which changes the speed of the rotation of the drive shaft and transmits it to the flywheel for recovering deceleration energy; A clutch means is provided to intermittent power transmission with the flywheel or drive shaft, and when the vehicle decelerates, the rotation of the drive shaft is increased and transmitted to the flywheel, and the deceleration energy is recovered by the flywheel, while when the vehicle accelerates. In a vehicle deceleration energy recovery device that decelerates the rotation of the flywheel and transmits it to the drive shaft and regenerates the deceleration energy recovered by the flywheel, when the vehicle is decelerated or accelerated, the variable speed transmission means a gear ratio adjusting means for adjusting the gear ratio to a gear ratio corresponding to the ratio of the rotational speed of the flywheel to the rotational speed of the drive shaft; and after the variable speed transmission means is adjusted to the gear ratio by the gear ratio adjusting means; A deceleration energy recovery device for a vehicle, comprising: a clutch control means for controlling the connection of the clutch means.