WO2015019782A1 - Système de régénération à volant d'inertie, et son procédé de commande - Google Patents

Système de régénération à volant d'inertie, et son procédé de commande Download PDF

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Publication number
WO2015019782A1
WO2015019782A1 PCT/JP2014/068349 JP2014068349W WO2015019782A1 WO 2015019782 A1 WO2015019782 A1 WO 2015019782A1 JP 2014068349 W JP2014068349 W JP 2014068349W WO 2015019782 A1 WO2015019782 A1 WO 2015019782A1
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WO
WIPO (PCT)
Prior art keywords
flywheel
clutch
flywheel clutch
heat generation
clfw
Prior art date
Application number
PCT/JP2014/068349
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English (en)
Japanese (ja)
Inventor
加藤　芳章
真隆 堀尾
Original Assignee
ジヤトコ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Publication of WO2015019782A1 publication Critical patent/WO2015019782A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to flywheel regeneration technology for regenerating kinetic energy of a vehicle with a flywheel.
  • JP2012-516417A is provided with a flywheel that can be engaged and disengaged by a clutch (hereinafter referred to as a flywheel clutch) on an input shaft of a transmission, and when the vehicle decelerates, the flywheel clutch is engaged and rotation is input from a drive wheel.
  • a flywheel clutch a clutch that can be engaged and disengaged by a clutch (hereinafter referred to as a flywheel clutch) on an input shaft of a transmission, and when the vehicle decelerates, the flywheel clutch is engaged and rotation is input from a drive wheel.
  • flywheel regeneration system if the flywheel clutch is released, the regenerated kinetic energy can be stored in the flywheel, and if the flywheel clutch is engaged during start-up or acceleration, it is stored in the flywheel.
  • the released kinetic energy can be released and used for starting and accelerating the vehicle.
  • the present invention has been made in view of such a technical problem, and provides a flywheel regeneration system capable of suppressing a decrease in start response of a vehicle while suppressing heat generation of a flywheel clutch at the time of start. Objective.
  • a flywheel a flywheel clutch provided in a power transmission path from the flywheel to the drive wheel, and between the flywheel clutch and the drive wheel in the power transmission path
  • a flywheel regenerative system that engages the flywheel clutch to regenerate kinetic energy of the vehicle during vehicle deceleration, wherein the flywheel clutch and the forward clutch are released
  • the flywheel clutch and the forward clutch are fastened to start the vehicle, the flywheel clutch and the forward clutch are started in this order, and the forward start timing of the forward clutch is set to the heat generation of the flywheel clutch.
  • flywheel regenerative system comprising a start control means for setting prior when completely engaged is provided.
  • a method for controlling the flywheel regeneration system is provided.
  • FIG. 1 is an overall configuration diagram of a vehicle including a flywheel regeneration system.
  • FIG. 2 is a flowchart showing the contents of start control.
  • FIG. 3 is a time chart showing a state at the time of starting.
  • FIG. 4 is a time chart showing a state at the start of the comparative example.
  • starting includes starting from a vehicle speed of zero and reacceleration from a state in which the vehicle does not stop completely.
  • FIG. 1 shows an overall configuration of a vehicle 100 provided with a flywheel regeneration system according to an embodiment of the present invention.
  • the vehicle 100 decelerates the output rotation of the engine 1 as a power source, a flywheel 2 for regeneration, a continuously variable transmission (hereinafter referred to as CVT) 3 that continuously changes the output rotation of the engine 1, and the CVT 3.
  • CVT continuously variable transmission
  • a final reduction gear 4, a differential 5, left and right drive wheels 6, a hydraulic circuit 7, and a controller 8 are provided.
  • the engine clutch CL1 is provided between the engine 1 and the input shaft 3in of the CVT 3.
  • the engine clutch CL1 is a hydraulic clutch capable of controlling the fastening torque capacity with supplied hydraulic pressure.
  • the forward clutch CL2 is a hydraulic clutch whose fastening torque capacity can be controlled by supplied hydraulic pressure.
  • the forward clutch CL2 is provided alone in FIG. 1, but more specifically, a clutch (including a brake) that realizes a forward state in a stepped transmission or a forward / reverse switching mechanism provided between the CVT 3 and the final reduction gear 4. )one of.
  • the oil pump 10 is connected to the input shaft 3in of the CVT 3 via a belt, gear, etc. (not shown).
  • the oil pump 10 is a gear pump type or vane pump type oil pump that generates hydraulic pressure when the input shaft 3in of the CVT 3 rotates.
  • the hydraulic pressure generated by the oil pump 10 is sent to a hydraulic circuit 7 described later, and is supplied from the hydraulic circuit 7 to the pulley of the CVT 3, the engine clutch CL1, and the forward clutch CL2.
  • the flywheel 2 is further connected to the input shaft 3 in of the CVT 3 via a pair of reduction gear trains 11 and 12.
  • the flywheel 2 is a metal cylinder or disk, and is housed in a container that is vacuumed or decompressed to reduce windage loss during rotation.
  • a flywheel clutch CLfw is provided between the reduction gear train 11 and the reduction gear train 12.
  • the flywheel clutch CLfw is an electric clutch that can be switched between engagement and disengagement by the clutch actuator 13.
  • An electric oil pump may be provided instead of the clutch actuator 13, and the flywheel clutch CLfw may be a hydraulic clutch capable of controlling the fastening torque capacity by the hydraulic pressure generated by the electric oil pump.
  • the hydraulic circuit 7 is configured by a solenoid valve or the like that operates in response to a signal from a controller 8 described later, and is connected to the CVT 3, the engine clutch CL1, the forward clutch CL2, and the oil pump 10 through an oil passage.
  • the hydraulic circuit 7 generates the hydraulic pressure required by the pulley of the CVT 3, the engine clutch CL 1, and the forward clutch CL 2 using the hydraulic pressure generated by the oil pump 10 as the original pressure, and the generated hydraulic pressure is used as the pulley of the CVT 3, the engine clutch CL 1, and Supply to forward clutch CL2.
  • the brake 14 is an electronically controlled brake in which the brake pedal 15 and the master cylinder 16 are mechanically independent.
  • the brake actuator 17 displaces the piston of the master cylinder 16, and hydraulic pressure corresponding to the required deceleration (deceleration requested by the driver, the same applies hereinafter) is supplied to the brake 14. Power is generated.
  • the brake 14 is also provided on the driven wheel.
  • the controller 8 includes a CPU, a RAM, an input / output interface, and the like.
  • the controller 8 includes a rotation speed sensor 21 that detects the rotation speed of the engine 1, and a rotation speed sensor 22 that detects the rotation speed Nin of the input shaft 3in of the CVT 3. , A rotational speed sensor 23 for detecting the rotational speed Nfw of the flywheel 2, a vehicle speed sensor 24 for detecting the vehicle speed VSP, an accelerator opening sensor 26 for detecting the opening APO of the accelerator pedal 25, and the depression amount of the brake pedal 15 by the driver And the signal from the brake sensor 27 etc. which detects depression acceleration is input.
  • the controller 8 performs various calculations based on the input signal, and controls the shift of the CVT 3, the engagement / release of the clutches CL1, CL2, and CLfw, and the brake actuator 17. In particular, when the driver depresses the brake pedal 15 and the vehicle 100 decelerates, the controller 8 fastens the flywheel clutch CLfw and the forward clutch CL2, and rotates the flywheel 2 by the rotation input from the drive wheels 6. The kinetic energy of the vehicle 100 is regenerated by converting the kinetic energy of the vehicle 100 into the kinetic energy of the flywheel 2.
  • the controller 8 calculates the required deceleration with reference to a predetermined map based on the depression amount and depression acceleration of the brake pedal 15 detected by the brake sensor 27, the vehicle speed VSP, etc., and responds to the required deceleration.
  • the engagement torque capacity of the flywheel clutch CLfw is controlled so that a braking force (regenerative brake) is obtained.
  • the controller 8 operates the brake actuator 17 to increase the braking force of the brake 14 to reduce the request. Let speed be realized.
  • the regenerated kinetic energy can be stored in the flywheel 2 by releasing the flywheel clutch CLfw. If the flywheel clutch CLfw is engaged in a state where kinetic energy is stored in the flywheel 2, the kinetic energy stored in the flywheel 2 can be used for starting and acceleration of the vehicle 100.
  • the start control described below is performed to suppress the heat generation (particularly, the heat generation rate) of the flywheel clutch CLfw and prevent the durability of the flywheel clutch CLfw from being lowered.
  • FIG. 2 is a flowchart showing the contents of the start control performed by the controller 8.
  • the kinetic energy necessary to start the vehicle 100 is stored in the flywheel 2, and the vehicle 100 can be started from the rotational speed Nfw of the flywheel 2. It is executed when it is determined.
  • the controller 8 determines whether there is a start request of the vehicle 100 based on signals input from the vehicle speed sensor 24, the accelerator opening sensor 26, and the brake sensor 27.
  • the start request is when the vehicle 100 is started with the foot released from the brake pedal 15 when the vehicle speed is zero, or when the accelerator pedal 25 is depressed before the vehicle 100 stops and the vehicle 100 is reaccelerated. It is judged that there is. If it is determined that there is a start request, the process proceeds to S12 in order to start the vehicle 100 using the kinetic energy stored in the flywheel clutch CLfw. If it is determined that there is no start request, there is no need to start the vehicle 100, and the process ends.
  • the controller 8 increases the engagement torque capacity of the flywheel clutch CLfw.
  • the heat generation rate (power) [kW] of the flywheel clutch CLfw determined by the product of the engagement torque capacity and the differential rotation of the input side element and the output side element also increases.
  • the controller 8 determines whether the heat generation rate of the flywheel clutch CLfw has become maximum based on whether the rate of change has become substantially zero. Such a determination is possible because the heat generation rate of the flywheel clutch CLfw tends to increase as the engagement torque capacity of the flywheel clutch CLfw increases and decreases as the slip rate converges. This is because the rate of change becomes zero where the heat generation rate is maximum.
  • the process proceeds to S14. If not, the process returns to S12 to further increase the engagement torque capacity of the flywheel clutch CLfw.
  • the controller 8 increases the engagement torque capacity of the forward clutch CL2 and starts the engagement of the forward clutch CL2.
  • the controller 8 controls the engagement torque capacity of the flywheel clutch CLfw. Specifically, the controller 8 controls the engagement torque capacity of the flywheel clutch CLfw so that the engagement torque capacity of the flywheel clutch CLfw is larger than the engagement torque capacity of the forward clutch CL2, and the flywheel clutch CLfw moves forward. The clutch CL2 is defeated so as not to slip.
  • the controller 8 determines whether or not the engagement of the flywheel clutch CLfw has been completed. If the engagement of the flywheel clutch CLfw has not been completed, the process proceeds to S17.
  • the controller 8 determines whether the heat generation rate of the flywheel clutch CLfw has reached the upper limit.
  • the process returns to S14, and the engagement torque capacity of the forward clutch CL2 is further increased.
  • the engagement torque capacity of the forward clutch CL2 can be increased to the maximum as long as the heat generation rate of the flywheel clutch CLfw does not exceed the upper limit.
  • FIG. 3 is a time chart showing a state at the start in the case of performing the start control.
  • the engagement of the flywheel clutch CLfw is started.
  • the flywheel clutch CLfw is engaged, the oil pressure required for the forward clutch CL2 to be engaged after the oil pump 10 is driven can be ensured. Further, since the forward clutch CL2 is released and the final speed reduction device 4, the differential device 5 and the drive wheel 6 are disconnected, the inertia of the portion where rotation starts when the flywheel clutch CLfw is engaged is reduced. The burden on the wheel clutch CLfw can be suppressed.
  • the engagement torque capacity of the forward clutch CL2 increases, but the time when the heat generation rate of the flywheel clutch CLfw reaches the maximum has passed, and the increase of the engagement torque capacity of the forward clutch CL2 Since it is performed so as not to exceed the upper limit of the heat generation rate, the heat generation rate of the flywheel clutch CLfw does not exceed the upper limit.
  • the flywheel clutch CLfw and the forward clutch CL2 when the flywheel clutch CLfw and the forward clutch CL2 are released and the flywheel clutch CLfw and the forward clutch CL2 are fastened to start the vehicle 100, the flywheel clutch CLfw and the forward clutch The engagement was started in the order of CL2, and the engagement start timing of the forward clutch CL2 was set after the time when the heat generation rate of the flywheel clutch CLfw is maximized and before the flywheel clutch CLfw is completely engaged. Thereby, it is possible to suppress a decrease in start response while suppressing a decrease in durability by suppressing heat generation of the flywheel clutch CLfw.
  • whether the heat generation rate of the flywheel clutch CLfw has reached the maximum is determined by determining whether the change rate of the heat generation rate of the flywheel clutch CLfw has become substantially zero, and preferably by determining whether it has become zero.
  • the vehicle 100 includes only the engine 1 as a power source.
  • the vehicle 100 may include the engine 1 and a motor as power sources, or may include only a motor instead of the engine 1. Good.
  • the vehicle 100 includes the CVT 3 as a transmission
  • the type of the transmission is not limited to this, and may include a stepped transmission instead of the CVT 3.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Selon l'invention, un dispositif de commande, quand il amène un véhicule à démarrer par la mise en prise d'un embrayage de volant d'inertie et d'un embrayage avant à partir d'un état dans lequel l'embrayage de volant d'inertie et l'embrayage avant sont désengagés, démarre la mise en prise dans l'ordre embrayage de volant d'inertie et embrayage avant, et établit la temporisation de mise en prise pour l'embrayage avant de telle sorte qu'elle est après que le taux d'échauffement de l'embrayage de volant d'inertie devienne maximal et avant que l'embrayage de volant d'inertie ne soit complètement en prise.
PCT/JP2014/068349 2013-08-08 2014-07-09 Système de régénération à volant d'inertie, et son procédé de commande WO2015019782A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-165200 2013-08-08
JP2013165200A JP5960656B2 (ja) 2013-08-08 2013-08-08 フライホイール回生システム及びその制御方法

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WO2015019782A1 true WO2015019782A1 (fr) 2015-02-12

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PCT/JP2014/068349 WO2015019782A1 (fr) 2013-08-08 2014-07-09 Système de régénération à volant d'inertie, et son procédé de commande

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003165361A (ja) * 2001-11-29 2003-06-10 Toyota Motor Corp 車両の制御装置
JP2007315447A (ja) * 2006-05-24 2007-12-06 Toyota Motor Corp 車両用動力装置およびその制御装置
JP2010208417A (ja) * 2009-03-09 2010-09-24 Equos Research Co Ltd 無段変速機

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003165361A (ja) * 2001-11-29 2003-06-10 Toyota Motor Corp 車両の制御装置
JP2007315447A (ja) * 2006-05-24 2007-12-06 Toyota Motor Corp 車両用動力装置およびその制御装置
JP2010208417A (ja) * 2009-03-09 2010-09-24 Equos Research Co Ltd 無段変速機

Also Published As

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JP2015034583A (ja) 2015-02-19
JP5960656B2 (ja) 2016-08-02

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