JPS61192969A - Recovery device of decelerative energy in vehicle - Google Patents

Abstract

PURPOSE:To prevent a noise due to continuous rotation of a flywheel when use of a vehicle is stopped, by braking a deceleration energy collecting flywheel to be stopped when an ignition switch of an engine is operated to be turned off in accordance with a stop in use of the vehicle. CONSTITUTION:When an engine 1 is stopped, normally an engine clutch 3 is placed in a connection condition by operating a clutch pedal to be returned, connecting the engine 1 with an input shaft 5 of a transmission 4. As a result, a flywheel 7 comes to be connected with the engine 1 through a variable speed transmission means 18 by turning off an ignition switch 27, and an automobile, consuming energy accumulated in the flywheel 7 to be used as the driving energy of the engine 1, damps rotation of the flywheel 7 to finally stop it. In this way, the automobile, after operating in order to stop its use the ignition switch 27 to be turned off, eliminates rotation of inertia of the flywheel 7 enabling its noise and/or feeling of physical disorder to be prevented from being generated.

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, and particularly relates to a measure for regulating the movement of a flywheel when a vehicle is stopped.

(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.

(Problem to be Solved by the Invention) By the way, when the deceleration energy of the vehicle is converted into rotational energy of the flywheel and recovered as in the conventional system described above, the flywheel rotates every time the vehicle decelerates. Driven. Therefore, for example, even when a vehicle decelerates and then stops traveling without accelerating, the engine is stopped and the vehicle is no longer in use, the flywheel is kept in a rotating state. There was a problem in that the rotating sound of the flywheel caused a sense of discomfort.

The present invention has been made to solve the above problems,
The purpose of this is to stop the rotation of the flywheel when the engine is stopped in order to stop using the vehicle, so that the rotation of the flywheel when the vehicle is stopped is The purpose is to prevent noise generation and eliminate discomfort during use.

(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. It is equipped with a transmission means 18 that transmits the rotation of the drive shaft 5 to the flywheel 7 for recovering deceleration energy, and transmits the rotation of the drive shaft 5 to the flywheel 7 when the vehicle is decelerated, so that the flywheel 7 receives deceleration energy. On the other hand, when the vehicle accelerates, the rotation of the flywheel 7 is decelerated and transmitted to the drive shaft 5 to regenerate the deceleration energy recovered by the flywheel 7. A flywheel braking means 37 is provided which brakes and stops the rotation of the flywheel 7 when the ignition switch 27 of the engine 1 is turned off.

(Function) With the above configuration, in the present invention, when the ignition switch 27 is turned off and the operation of the engine 1 is stopped, the rotation of the flywheel 7 is braked and stopped by the flywheel braking means 37 accordingly. Therefore, the flywheel 7 does not continue to rotate when the vehicle is stopped from being used, thereby preventing the generation of noise caused by the continuous rotation of the flywheel 70, and eliminating discomfort during use.

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

In FIGS. 2 and 3, reference numeral 1 denotes an in-vehicle engine placed horizontally in an engine compartment 31a of a car body 31, and an output shaft 1a of the engine 1 is connected to an engine flywheel 2 and a clutch pedal. (not shown) is connected to an input shaft 5 of a five-speed forward manual transmission 4 via an engine clutch 3 which is connected and disconnected by the operation of a differential device 3 (not shown).
2 and drive shafts 33, 33 to the driving front vehicle width W, W of the automobile. Therefore, in this embodiment, the input shaft 5 of the transmission 4 transfers the output of the engine 1 to the wheels W.
, W constitutes a drive shaft.

Further, the transmission input shaft 5 as the drive shaft is connected to the engine 1.
A freely rotatable rotating shaft 6 extending in the vehicle width direction parallel to the input shaft 5 is disposed at the rear of the extended portion (right side in FIG. 3). A deceleration energy recovery flywheel 7 for converting and recovering the deceleration energy of the automobile into rotational energy is relatively rotatably supported at the end on the engine 1 side.
are arranged approximately at the center of the left and right sides of the engine compartment 31a of the vehicle body 31.

A first variable pulley 8 having a variable effective pitch diameter is provided on an extension of the input shaft 5 of the speed change 414. The first variable pulley 8 has a fixed flange portion 8a integrally formed with the input shaft 5, and a belt groove 8b between the fixed flange portion 8a.
are arranged opposite to the fixed 7 flange portion 8a so as to form a
A movable member 7 rotatably and slidably supported by the input shaft 5
A flange portion 8C is provided on the back side of the movable flange portion 8c (on the side opposite to the belt groove 8b).
A hydraulic cylinder 10 is hermetically formed by a cover member 9 integrally formed with the input shaft 5, and the hydraulic cylinder 10 is communicated with a hydraulic control unit 12 via a hydraulic passage 11 penetrating inside the input shaft 5. hydraulic cylinder 10
The movable flange portion 8C is moved toward and away from the fixed 7 flange portion 8a, and the effective pitch diameter in the belt groove 8b is changed by increasing/decreasing the hydraulic pressure supplied to the belt groove 8B by the hydraulic control unit 12.

On the other hand, a second variable pulley having the same structure as the first variable pulley 8 is disposed on the rotary wheel 6 at a position opposite to the engine 1 and corresponding to the first variable pulley 8 on the input shaft 5. A pulley 13 is provided.

That is, the second variable pulley 13 includes a fixed flange portion 13a integrally formed with the rotating shaft 6, and a fixed flange portion 13a integrally formed with the rotating shaft 6.
a movable flange portion 13G disposed opposite to the fixed 7 flange portion 13a so as to form a belt groove 13b between the movable flange portion 13G and rotatably integrally and slidably supported by the rotating shaft 6;
A cover member 14 is provided on the back side of the movable flange portion 13c.
A hydraulic cylinder 15 is formed between the rotary shaft 6 and the rotary shaft 6, and the hydraulic cylinder 15 is communicated with the hydraulic control I-roll unit 12 via a hydraulic passage 16 formed through the rotating shaft 6.
Hydraulic cylinder 1 by hydraulic control unit 12
By controlling the hydraulic pressure supplied to the belt 1, the movable flange portion 13c of the movable 7 is brought into contact with and separated from the fixed 7 flange portion 13a.
The effective pitch diameter at 13b is changed.

and belt grooves sb of both pulleys 8 and 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).
By controlling the biasing force of the diaphragm 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, power transmission between the rotary shaft 6 of the variable speed transmission means 18 and the flywheel 7 is achieved. 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 pulley ratio between the first and second variable pulleys 8, 13, and the flywheel clutch 19. This is a control device with a built-in computer to control intermittent operation. The control device 25 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 4. , a flywheel rotational speed signal and a flywheel portion temperature signal indicating the rotational speed NF of the flywheel 7 for deceleration energy recovery and the ambient temperature TE of that portion, respectively, and the throttle opening Tv+ of the engine 1.
a throttle opening signal indicating the brake pedal position, a brake ON-OFF signal indicating whether or not the vehicle is being braked by pressing the brake pedal (not shown), and a brake oil pressure signal indicating the brake hydraulic pressure PR when braking the vehicle; A clutch ON-OFF signal indicating the on/off state of the engine clutch 3 is inputted.

In addition, the power supply circuit of the control bag [25] turns on the battery 26 in response to the first relay 28 which is turned on when the ignition switch 27 of the engine 1 is turned on, and the computer output signal in the control device 25. The power supply circuit is connected to two systems via a second relay 29, and after the ignition switch 27 is turned on or off, the power supply circuit is turned on or off in response to a computer output signal from the control device 25. has been done. In addition, in FIG. 2, 30 indicates 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 flywheel 7
This is a warning lamp that lights up to alert you when the temperature of a part increases abnormally. Further, in FIG. 3, 34 is an intake manifold for supplying air filtered by an air cleaner 35 to the engine 1, and 36 is an engine room 31 of the vehicle body 31.
A brake master back attached to the toe board 31b on the inner rear surface of the brake master back 3.
6 is arranged on the right side of the vehicle body 31 as shown by a solid line in the figure in a right-hand drive type car, and on the left side of the car body 31 as shown in a phantom line in a left-hand drive type car.

Here, the functions of the computer built in the control device 25 will be explained in detail based on the flowcharts shown in FIGS. 4 to 8.

First, when the ignition switch 27 is turned on, a background routine shown in FIG. 4 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 SA, the brake is set to 0N-OF.
Input the F signal and set the brake 0N10FF flag FB.
is set to Fe=1 when braking, and FB- when not braking.
After setting each to 0, the 0N-OFF signal of the engine clutch 3 is inputted in step S8, and the engine clutch 0N10FF flag FEC is set 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 FEc=O. Furthermore, in step S9, the gear V position signal of the gear shift 114 is input, and the gear position fiM is set to M=-1 when the gear is in the reverse position, M=O when it is in the neutral position, and M=1 when it is in the first forward speed position. Furthermore, M=2 to 5 are set for the second to fifth forward speeds, and then, in step S+e, the ambient temperature TE of the flywheel 7 portion for recovering deceleration energy is input, and in step Su. After inputting the brake oil pressure PR, the process returns to step S4 and the subsequent steps S4+Ss+... are repeated.

During execution of the processing operations of the background routine as described above, the interwoven routines shown in FIGS. 5 to 8 are interrupted by the input of a predetermined signal. That is, FIG. 5 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 Tε=TNE−Teε, step S14
Based on the above time difference ΔTE, the engine rotation speed N
Calculate ε. Next, the process moves to step S Is, where the value of the engine rotation speed NE calculated above is compared with the pre-stored one-dimensional rotation speed Mal), which is set to prevent overrun of the flywheel 7. Upper limit pulley ratio PMA of variable speed transmission means 18 depending on engine speed
After reading xrl)m, in step S16, the detected current interwoven time TNE is stored as the previous interwoven time TBE, and then the process returns to the step after the background routine interruption.

In addition, Fig. 6 shows the flywheel 7 for recovering deceleration energy.
starts when reaches a predetermined rotation angle.

This is an interwoven routine for detecting the flywheel rotational speed NF, and in step S17 after the start, the value of the free running counter is read to detect the current interwoven time TNF for detecting the flywheel rotational speed, and then in step S17. flywheel rotation speed NF
It is determined whether NF≠0, that is, whether the flywheel 7 is rotating. This judgment is NF-I-O
If the answer is YES, the process moves to step S+s, where the previous interwoven time TBF is subtracted from the current interwoven time TNF detected above, and the time difference ΔTFw between this time and the previous time is calculated.
After calculating TNF-Te p, the flywheel rotation speed NF is determined based on the time difference ΔTF in step SPI, and in the next step 821, the current interwoven time TNF detected above is set as the previous interwoven time 7.
8F, and then returns to the step after the background routine interrupt. On the other hand, if the determination at step S+6 is No (NF=O), the process immediately moves to step 82+, and then returns to the background routine.

Furthermore, Fig. 7 shows that the ignition switch 27 is OFF.
This shows an interwoven routine that starts in response to the signal when operated, and in step 822 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. In the next step 823, the power supply circuit of the control device 25 is turned off, and then the processing of the control 70 grams is completed.

Furthermore, FIG. 8 shows an interwoven routine that is started at regular time intervals. In this included routine, in the first step S+o+ after the start, it is determined whether or not the seizure determination flag FY, which is set to "1" when the flywheel clutch 19 is seized, is FY-0. Determine whether it is attached or not. If this determination is YES (FY=0), in step S +oz, the disconnection of the rotation signal system of the flywheel 7 is set to
It is determined whether or not the wire breakage determination flag Fo = O, that is, whether there is a wire breakage in the signal system. This judgment is F.

If YES is -0, the process moves to step S103,
Temperature constant KTMA for flywheel part temperature abnormality determination in which the ambient temperature Tε of the flywheel 7 part is preset
Determine whether or not it is lower than X, and this determination indicates that TE<KTM
When AX is YES, the process moves to step S104,
Flywheel clutch 0N10FF flag FFC is set to "1" when flywheel clutch 19 is connected.
It is determined whether C=1, that is, whether one flywheel clutch is connected. When this determination is NO (FFC≠1), the process moves to step S +os, where the flywheel rotational speed NF is the product NεX P of the engine rotational speed NE and the output pulley ratio Po of the variable speed transmission means 18.

NF When ×Po−ΔN is YES, in step S +os, the flywheel rotation speed NF is now NF <NE XPQ+ΔN
Determine whether or not. That is, the above step S+os
, S + os determines whether or not the flywheel rotational speed NF and engine rotational speed NE multiplied by the pulley ratio Po of the variable speed transmission means 18 substantially match due to seizure of one flywheel clutch. Step S+os or S without burn-in.
If the +os 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=O, and then, after the burn-in determination flag Fv is cleared to FV=O in step 5IolI, step S107 is performed. In this step, it is determined whether the brake ON10FF flag F8 is F6=1, that is, whether the automobile is in a deceleration state due to the depression of the brake pedal. This judgment is Fa
If =O is NO, move to step S++O,
Whether the throttle opening speed Tv is smaller than the throttle opening speed constant KDECO for determining deceleration when recovering deceleration energy, that is, whether the automobile is decelerating not by pressing the brake pedal but by releasing the accelerator pedal. Determine whether The determination at this step S no is Tv
<If YES for KD E CO, step 5
At step 111, it is determined whether or not the gear position 1M of the transmission 4 is in a high speed position of M≧3 or higher, and this determination indicates that Y of M≧3.
In the case of ES, in step 5112, it is determined whether or not the engine speed NE is lower than the maximum engine speed constant KNEMAX at the time of recovery determination, which is set to prevent overrun of the flywheel 7, that is, the flywheel clutch 19 is connected. Even so, the flywheel 7 determines whether the upper limit number of turns is not exceeded. This judgment is NE<KN
If EMAX is YES, in step 5113, it is determined whether or not the engine rotation speed Nr: is higher than the minimum engine rotation speed constant KNEMIN at the time of recovery determination, which is set to determine a predetermined energy generation state, that is, whether or not the engine rotation speed constant KNEMIN is higher than a certain value. Determine whether or not deceleration energy is being generated, and if this determination is NE > KNEMIN YE
S, in step 5114, further;
Whether the flywheel rotational speed NF is lower than the rotational speed obtained by multiplying the upper limit boolean ratio PMAxrtllR read above by the engine rotational speed N[, that is, if the flywheel clutch 19 is connected, it is determined whether Determine whether the current energy increases from the current level. If this determination is YES with NF < PMAxrpHXNE, the process moves to step 5115, and variable speed transmission is performed from a two-dimensional map stored in advance based on the 8 values of the flywheel rotation speed NFB and the same throttle opening Tva from the previous processing. Target pulley ratio P of means 18.

(Actually, the range of change from the initial boolean ratio P■ as described later)
is read out, and in the next step S1ea, the boolean ratio change speed Ps of the variable speed transmission means 18 is read out from the one-dimensional vap stored in advance based on the value (deceleration) of the throttle opening speed Tv. 5117, the flywheel rotational speed NF is changed to the engine rotational speed NH by the minimum boolean ratio PMIN of the variable speed transmission means 18 (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 boolean ratio). When this determination is YES, the initial boolean ratio PI is set to the minimum pulley ratio PM I N at step 5118, and when the determination is No, the initial boolean ratio P! is set to the minimum pulley ratio PM I N at step 5119. After setting PI=NF/Nε, respectively, in step S120, the initial boolean ratio P! By adding the target pulley ratio PD to the above, the final target pulley ratio PF=PI+Pe is obtained. After this,
In step 5121, it is determined whether the final target pulley ratio PF calculated above is larger than the upper limit pulley ratio PMAxrpm, and this determination is PF>PMAxrl)l
If YES, the final target pulley ratio PF is set to PF=PM^X rp- in step 5122, and then
Further, when the determination is No in PF≦PMAxrpIll, 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 step 5124
In step 5125, the initial boolean ratio Pr set in step 5118 or 5119 is set as the output pulley ratio PO, and in step 5125, the set output boolean ratio Pa is converted to a duty ratio and output to the hydraulic control unit 12. After that, in step 5126, the flywheel clutch 19 is turned on and the variable speed transmission means 1 is turned on.
8 and the flywheel 7, and in order to indicate the connection state, the flywheel clutch 0N is connected in step 5127.
Set the 10FF flag FFC to Fpc=1. Next, in step 5128, the current flywheel rotation speed NF is stored as the previous flywheel rotation speed NFB, and in step S129, the current throttle opening Tv+ is stored as the throttle opening Tv+ at the previous processing.
Store as vB. After that, in step 5L30, the value of the free running counter is read to detect the time TFF at regular intervals for flywheel rotation speed detection, and in step 5131, the current interwoven time TNF is subtracted from the time TFF to calculate the elapsed time since the latest interrelated time. After calculating the time ΔTF F = TFF - TNF, in step 5132, the elapsed time ΔTFF is
It is determined whether or not the time constant Ky is longer than the predetermined number of rotations. This judgment is ΔTF F > K
When YES in T, that is, when no flywheel rotation signal is input for a certain period of time, the flywheel 7 is assumed not to be rotating, and the process moves to step S133, where the flywheel rotation speed NF is set to NF = O, and then When the determination is No (ΔTFF≦KT), the process directly returns to the step after the interruption of the background routine.

Also, if the determination in step S +os is YE of FB-1,
S, that is, when the vehicle is decelerating by depressing the brake pedal, the same condition determinations as in steps 8111 to 5114 are sequentially performed in steps S to 5153, respectively. And the last step 5153
The judgment is NF <PM Ax rl)m Y of XNE
If it is ES, the process moves to step 5154, and the variable speed transmission means 18 is selected from a two-dimensional map stored in advance based on the eight values of player oil pressure PR and engine rotational speed Nε.
The target boolean ratio Po is read out and the next step 5155
Based on the value of the brake oil pressure PR (deceleration), the pulley ratio change speed Ps of the variable speed transmission means 18 is read from the one-dimensional map stored in advance, and then the process moves to step 5117. In addition, the above step 511
1 to 5114 or if the determination at step S +so -8153 is NO, proceed directly to step 8121.
Move to 1.

When the determination in step 8104 is YES (FFC=1), the process moves to step Sm, and it is determined whether the flywheel rotation @ N F is NF≠0, that is, whether the flywheel 7 is rotating. When this determination is YES, in step 5t3ci, the counter CN used when determining disconnection of the flywheel rotation signal system is set.
to 0N=O, then step 5I36.8
+37, it is determined whether the gear position M of the transmission 4 is at M≠0 (non-neutral position), and whether the engine clutch 0N10FF flag FEC is FEC=O,
That is, it is determined whether the engine 1 and the drive shaft are in a connected state. When the determinations in steps 5r3B and Soy are both YES, the process moves to step 5t38 and checks whether the recovery/regeneration determination flag FK is FK = O, that is, whether the deceleration energy stored in the flywheel 7 is being regenerated. It is determined whether or not there is, and this determination is No.
Next, it is assumed that the deceleration energy is being recovered, and the process moves to step S139, where the throttle is opened! 13! It is determined whether the degree Tv is smaller than the throttle opening speed constant KA c c + for acceleration determination during deceleration energy recovery, that is, whether the vehicle is in a state other than acceleration. If this determination is YES with Tv<KAccl, step S no
Next, it is determined whether the previous flywheel rotational speed NF [3 is lower than the current flywheel rotational speed NF and whether or not the rotational speed of the refurbished flywheel 7 itself has decreased. If NFB < NF (YES), in step S141, the flywheel rotation speed NF is calculated from the product NεXPp of the engine rotation speed Nε and the final target pulley ratio PF (refer to Stella 1S ratio) to the rotation speed constant ΔN.
(Refer to step S + os) The rotation speed NEXPF-
It is determined whether or not it is lower than ΔN. This judgment is NF <
If NE XPF-ΔN is YES, step 514
2, the brake 0N10FF flag Fs is Fe.
-1, that is, whether or not the car requires further deceleration force by pressing the brake pedal, and if this determination is YES (Fe"1), step 5143
In step 514, based on the brake oil pressure PR, the day is read out from the pre-stored one-dimensional Mat) to the boolean ratio correction coefficient due to the brake operation during energy recovery.
In Step 4, the final target pulley ratio PF is multiplied by this pulley ratio correction coefficient KB to the final target pulley ratio PF, and in step S+i5.8146, the new final target pulley ratio PF is set again. After performing the same processing as in steps S 121 and 8122 above, the process moves to step 5147. In addition, the above step 5142
The judgment at Fs = O is N.

When this happens, the process directly proceeds to step 5147. In step 5147, it is determined whether the final target pulley ratio PF matches the output pulley ratio Po, and when this determination is NO (Po≠PF), in step 5148, the pulley ratio is changed to the output pulley ratio Po. Speed Ps
(see step 5116 or $155) plus the value P
o+Ps is the new output pulley ratio P.

After setting, if the determination is YES that PO=PF, the process directly advances 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 PF. Then, in step 5149, the set output pulley ratio Po is converted into a duty ratio and output to the hydraulic control unit 12, and then the process moves to step 5128.

Moreover, when either one of the determinations in steps Sm and 5tat is No, that is, the gear position M of the transmission 4 is M=
When the neutral position of O is reached or the first engine clutch 3 is disengaged, the process moves to step 5180, where the flywheel clutch 19 is turned off to disconnect the variable speed transmission means 18 and the flywheel 7 for recovering deceleration energy. , At step 5181, the flywheel clutch 0N10FF flag FFC is turned FF.
After clearing C=0, 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 8139 to 5141 is No, the process moves to step S+ao and the deceleration energy is recovered. finish.

On the other hand, if the determination in step S no above is Tv≧KDECO
When the answer is NO, the process moves to step S + se, and it is determined whether the inter-throttle degree speed ff T v is larger than the throttle opening speed constant KA CCO for acceleration determination during deceleration energy regeneration, that is, whether the vehicle is in an accelerating state. If the determination is No, the process moves to step 5128 described above. If the determination in step 8156 is YES, the process moves to step 5157, 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 car. is the above step S1
211. Judgment is NF > PM I N XN
E If YES, move to step S +se,
Based on the previous flywheel rotation speed Npa and throttle opening speed Tv, the target boolean ratio Po of the variable speed transmission means 18 is read from the two-dimensional Mat), and in step 5159, the value of the throttle opening speed Tv (acceleration ), the variable speed transmission means 18 is determined from the one-dimensional Map.
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 or not the rotation speed is higher than the engine rotation speed NE multiplied by the pulley ratio (at which the pulley ratio becomes the minimum). If this determination is YES, the initial boolean ratio P is set in step $161.
+ to the maximum pulley ratio PMAX, and when the determination is No, in step 8162, the initial pulley ratio Ps is set to PI = NF.
/N respectively, in step 5163, the target pulley ratio Po is subtracted from the initial pulley ratio P1 to calculate the final target pulley ratio PF.

After this, in step 5164, the final target boolean ratio PF
and the minimum pulley ratio PM I N, and if the determination is YES that Pp < PM I N, step S+ is performed.
After setting the final target pulley ratio PF to the minimum pulley ratio PMIN at ss, if PF≧1]MIN, proceed directly to step S+es and clear the collection/regeneration determination flag FK to FK=O, and then perform the above steps. The process moves to step 5124.

Also, if the determination in step 8138 is F = 0, YE
S, that is, the deceleration energy regeneration state, in step 5167, check whether the throttle opening speed Tv is larger than the throttle opening speed constant Ko E C+ for deceleration determination during deceleration energy regeneration. In other words, it is determined whether the car is in a state other than deceleration,
When this determination is YES, it is determined in step S+sa whether the flywheel rotational speed NF is higher than the rotational speed obtained by adding the rotational speed constant ΔN to the product of the engine rotational speed Nε and the above-mentioned final target boolean ratio PF. The flywheel 7 determines whether or not it is in a state of giving further acceleration energy to the automobile, and if this determination is YES, the step 5 described above is performed.
147. On the other hand, the above step S+s7. S+
If the determination at se is NO, the above step S +so
, and disconnect the flywheel clutch 19.

Also, the determination in step S +oa above is NF <NE
When XPo+ΔN is YES, the process moves to step 5L89, and the use counter CF at the time of the burn-in determination is set to CF +
After updating to 1, the above usage counter C is updated in step 81.
It is determined whether F is equal to the number constant Kc+ for time determination during burn-in determination. That is, step 5169.8I
At 70, flywheel rotation speed NF and engine rotation speed N
It is determined whether or not a predetermined period of time has elapsed in which the rotational speed obtained by multiplying v by the output boolean ratio PO is substantially the same, and if the determination at step S+7o is NO, the flywheel clutch 19 is burned out. It is assumed that there is no such condition, and the process moves to step S+os. If the determination is YES, it is assumed that the flywheel clutch 19 is seized, and the seizure determination flag FY is set to F in step 5171.
Y=1 is set, and in step 5172, the counter CO used for determining whether to cancel the seizure determination is reset to Co=0, and then in step 5173, the output boolean ratio PO for the variable speed transmission means 18 is set to the minimum pulley ratio PM I After setting to N, the warning lamp 30 is turned on in step S174, and further, in step SIF+, the output pulley ratio PO is converted to a duty ratio and outputted to the hydraulic control unit 12, and then, in step S174, the output pulley ratio PO is converted to a duty ratio and outputted to the hydraulic control unit 12.
128.

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 8178 and updates the counter CN used for disconnection determination to CN +1, and then steps 51
At step 77, it is determined whether or not the usage counter CN is equal to the number constant KC3 for time determination at the time of disconnection determination. That is, in step 317618177, it is determined whether a predetermined period of time has elapsed without the flywheel 7 rotating, and when the determination in step S1n is NO, it is assumed that the rotation signal system is not disconnected, and step S+x is executed.
On the other hand, when the determination is YES, it is assumed that a disconnection has occurred in the rotation signal system, and the process moves to step S1711, where the disconnection determination flag Fo is set to Fo=1, and the warning lamp 30 is turned on in step S8179. After that, the process moves to step S+eo and the flywheel clutch 19 is turned off.

Further, when the determination in step S103 is NO,
That is, when the ambient temperature TE 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=i, 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 312
Move to 8.

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 81B4 and the flywheel rotation speed NF is set to Nt.
: Determine whether or not >Q. If this determination is YES, the disconnection determination flag Fo is set to Fo in step S+s.
=O, and in step S, the use counter CN11rCN for determining disconnection is reset to O.Furthermore, in step 5187, an OFF signal is output to the warning lamp 30, and then the process moves to step 5128. Further, if the determination in step S+u is No, then step 5
Move to I80.

Further, when the determination in step S+o+ is NO, that is, when the seizure determination flag FY is FY=1 and the seizure determination of the flywheel clutch 19 is being performed, in steps S+aa and S+a9, the step S+os, The same determination as in step 8189 is made, that is, it is determined whether the flywheel rotational speed NF and the engine rotational speed NE multiplied by the boolean ratio Po are substantially the same. If YES, the output pulley ratio Po is converted into a duty ratio in step 5190 and outputted to the hydraulic control unit 12, and then the process moves to step 5128. When the determination in steps S+es and S+a9 is No, the counter Co used in determining whether to cancel the burn-in determination is updated to Co+1 in step S191, and then step 519
In step 2, it is determined whether the usage counter Co is equal to a time determination number constant KC2 used for determining whether to cancel the burn-in determination. That is, step S+90. At S+q+, 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, and step 8192
When the determination in step S is NO, the process moves to the above step S, while when it is YES, the counter Ct- used during the burn-in determination is reset to CF=O in step S, and the burn-in determination flag FY is set to Fv in step Sw. ” Clear to O, and then in step S195 warning lamp 3
After outputting the OFF signal to 0, the process moves to step 8128 described above.

Therefore, in the above control processing operation, step 822
In J2, when the ignition switch 27 of the engine 1 is turned off, the flywheel clutch 19 is connected and the flywheel 7 is stopped via the flywheel clutch 19, the variable speed transmission means 18, and the engine clutch 3. A flywheel braking means 37 is connected to the engine 1 and configured to brake and stop the rotation of the flywheel 7 by the driving resistance of the engine 1.

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 deceleration energy recovery flywheel 7 are separated.

From this state, the car accelerates and reaches a steady running state,
During the drive, when the vehicle is decelerated by releasing the accelerator pedal or depressing the brake pedal, the gear position M of the transmission 4 at that time is detected, and the gear position M
is in a high speed position of the third forward speed or higher (M≧3), 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 speed is set to a value corresponding to the deceleration of the vehicle. A rotation ratio NF/NE between NF and the engine rotation speed NE (the rotation speed of the transmission input shaft 5) is calculated. When the rotation ratio NF/Nε is equal to or greater than the minimum boolean ratio PM I N of the variable speed transmission means 18, the boolean ratio P o of the variable speed transmission means 18 is equal to or greater than the rotation ratio N t
: / N Boolean ratio corresponding to E = NF / N
E, the rotation ratio N F / N E is the minimum pulley ratio PM
When the ratio is lower than IN, the pulley ratio Po of the variable speed transmission means 18 is set to the minimum pulley ratio P+ - PM I N, and then the flywheel clutch 19 is turned on and the variable speed transmission means 18 and the flywheel 7 are turned on. Through this connection, the deceleration energy of the automobile 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, and this increase in the pulley ratio causes the flywheel 7 to be accelerated.

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 boolean ratio PO of the variable speed transmission means 18 is set to the pulley ratio P+ or the minimum boolean ratio corresponding to the rotation ratio Nt-/Nε between the flywheel 7 and the engine 1 (transmission input shaft 5) at that time. Since it is set to PM I N, 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 flywheel clutch 1
9 can be further reduced when the clutch 19 is engaged, and energy loss due to slipping of the clutch 19 can be reduced, thereby preventing deterioration of the deceleration performance of the automobile.

In addition, after the flywheel clutch 19 is connected, the pulley ratio PO of the variable speed transmission means 18 is gradually corrected, and as the deceleration of the automobile increases, the pulley ratio Po changes greatly. 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 Np 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 when both rotational speeds NF and NεXPF substantially match taking into account the error ΔN, the flywheel clutch 19 is turned off and the variable speed transmission means 18
The flywheel 7 is separated from the flywheel 7, and deceleration energy is retained in the flywheel 7 due to this separation.

In this case, the fact that the flywheel rotational speed NF and the rotational speed NE This is when the energy is at its maximum, and the flywheel clutch 19 is disengaged when the recovered energy is at its maximum, so that 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 rotation speed N is obtained by multiplying the flywheel rotation speed NF and engine rotation speed NE at that time by the minimum pulley ratio PM[N of the variable speed transmission means 18.
The size of E XPM I N is determined and 1. When the flywheel rotational speed NF is larger than the rotational speed NEXPMIN, the final target boolean ratio PF of the variable speed transmission means 18 is set according to the acceleration of the vehicle, and the flywheel rotational speed NF and The rotation ratio NF/NE with the engine rotation speed NE is calculated, and the rotation ratio NF
/'Nε is the maximum pulley ratio PMAX of the variable speed transmission means 18
In the following cases, the pulley ratio Po of the variable speed transmission means 18 becomes the boolean ratio PI=NF/Nε corresponding to the rotation ratio NF/NE, and when the rotation ratio is higher than the maximum boolean ratio, the boolean ratio P
After o is set to the maximum pulley ratio PMA×, respectively,
The flywheel clutch 19 is turned ON to reconnect the variable speed transmission means 18 and the flywheel 7, and through this connection, the deceleration energy stored in the flywheel 7 is transmitted to the input shaft 5 of the transmission 4. The deceleration energy is used to drive the vehicle's drive wheels, and the deceleration energy is thus regenerated as vehicle acceleration energy. Also,
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 the rotation of the flywheel 7 is reduced by this decreasing change in the pulley ratio. The signal is transmitted to the input shaft 5 of the transmission 14 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
Rotational speed NE XP multiplied by the minimum pulley ratio PM I N
Flywheel clutch 1 when higher than M s N
9 is connected, the deceleration energy recovered by the flywheel 7 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 boolean ratio P of the variable speed transmission means 18 is set in advance.
o is the boolean ratio P corresponding to the rotation ratio N F / N E of the flywheel 7 and the engine 1 at that time! Alternatively, since the boolean ratio is set to the maximum boolean ratio PMAX, the difference in the rotational speed between the rotating shaft 6 of the variable speed transmission means 18 and the flywheel 7 is extremely small, reducing the shock when the flywheel clutch 19 is connected, and the clutch 19 It is possible to prevent deterioration of acceleration performance due to slipping.

Roughly speaking, after the flywheel clutch 19 is connected, the pulley ratio Po of the variable speed transmission means 18 is gradually corrected, and as the acceleration of the automobile increases, the pulley ratio Po becomes smaller. It is possible to increase the acceleration responsiveness of the vehicle by causing the rotation to accelerate according to the acceleration of the vehicle.

In such a regenerated state of deceleration energy, if the flywheel rotational speed NF and the rotational speed NEXPF, which is obtained by multiplying the engine rotational speed Ng 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 Np matches the product of the engine rotation speed N and the final target pulley 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 4, and at that point the clutch 19 is disengaged. The deceleration energy can be effectively transmitted to the transmission 114 and used as the acceleration energy of 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 it is operated to the neutral position of 0, the flywheel clutch 19 is accordingly turned off and the connection between the rotating shaft 6 and the flywheel 7 is severed. 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 to drive the automobile.

Also, 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 NF is disconnected,
Immediately, the flywheel clutch 19 is 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 it also prevents the engine 1 output from being used to drive the flywheel 7 during acceleration or steady running of the vehicle. Output loss can be eliminated.

Furthermore, once the flywheel clutch 19 seizes up and the flywheel 7 and rotating shaft 6 cannot be separated, the pulley ratio Po of the variable speed transmission means 18 is locked to the minimum pulley ratio PM I N. Ru. Therefore,
A-bar run can be prevented by suppressing the maximum rotational speed of the flywheel 7.

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 stopped. Therefore, in order to stop using cars,
By eliminating inertial rotation of the flywheel 7 after turning off the ignition switch 27, it is possible to prevent noise and discomfort from occurring.

In addition, in the embodiment described above, since the deceleration energy recovery flywheel 7 is arranged at approximately the center of the left and right inside the engine room 31a of the vehicle body 31, the flywheel 7 having a relatively large II is positioned at the center of gravity of the vehicle body 31. It does not deviate greatly from its position, which reduces the impact on the vehicle's driving performance, etc., and prevents interference of the flywheel 7 with the brake master back 36 and other components, which are installed at different locations depending on the vehicle model. It can be made smaller, and furthermore, it is possible to prevent the flywheel 7 from moving toward the passenger seating position in the vehicle interior in the event of a car collision, thereby increasing safety for the passenger.

In the above embodiment, the ignition switch 27 is
Although the rotation of the flywheel 7 is stopped using the drive resistance of the engine 1 that stops when the FF is operated, a dedicated braking device that brakes and stops the flywheel 7 when the ignition switch 27 is turned OFF is used. Of course, it may be provided.

Further, 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.

Furthermore, in the above embodiment, the variable speed transmission means 18 equipped with two variable pulleys 8.13 was used as the transmission means for transmitting the rotation of the transmission input shaft 5 to the flywheel 7.
Fixed type power transmission means that cannot be changed in speed by a belt transmission method or a gear transmission method may be used, and the same effects as those of 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, the flywheel for deceleration energy recovery is braked when the engine ignition switch is turned off when the vehicle is stopped. By stopping the flywheel, it is possible to reliably prevent noise and discomfort caused by the continued rotation of the flywheel when the vehicle is not in use, thereby providing a highly practical vehicle deceleration energy recovery device. It is something.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of the present invention. 2 to 8 show embodiments of the present invention, FIG. 2 is a general schematic diagram of the deceleration energy recovery device, and FIG. 3 is a schematic plan view showing the arrangement position of the device with respect to the body of an automobile. Figure 4 is a flowchart showing a background routine in the processing function of the control device, Figure 5 is a flowchart showing an interwoven routine for detecting the engine speed, and Figure 6 is a flowchart showing the interwoven routine for detecting the engine speed. A flowchart showing an interwoven routine for detecting the rotational speed of the flywheel.
FIG. 8 is a flowchart showing the interwoven routine processed at the same constant time interval. 1... Engine, 4... Transmission, 5... Input shaft,
6... Rotating shaft, 7... Flywheel, 8, 13.
... Variable pulley, 12... Hydraulic control unit, 18... Variable speed transmission means, 19... Flywheel clutch, 25... Control device, 27... Ignition switch, 31... Vehicle body, 38... Flywheel braking means, W... Wheel.

Claims (1)

[Claims] (1) Driven by a drive shaft that transmits the output of the engine to the wheels, and equipped with a transmission means that transmits the rotation of the drive shaft to a flywheel for recovering deceleration energy, and when the vehicle is decelerated, the rotation of the drive shaft is transmitted to the flywheel. In a vehicle deceleration energy recovery device that transmits deceleration energy to the flywheel and recovers it, and also transmits the rotation of the flywheel to the drive shaft when the vehicle accelerates and regenerates the deceleration energy recovered by the flywheel. A deceleration energy recovery device for a vehicle, comprising flywheel braking means for braking and stopping the rotation of the flywheel when an ignition switch of an engine is turned off.