WO2015019783A1 - Système de régénération de volant d'inertie et procédé de commande de celui-ci - Google Patents

Système de régénération de volant d'inertie et procédé de commande de celui-ci Download PDF

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Publication number
WO2015019783A1
WO2015019783A1 PCT/JP2014/068352 JP2014068352W WO2015019783A1 WO 2015019783 A1 WO2015019783 A1 WO 2015019783A1 JP 2014068352 W JP2014068352 W JP 2014068352W WO 2015019783 A1 WO2015019783 A1 WO 2015019783A1
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WO
WIPO (PCT)
Prior art keywords
flywheel
regeneration
deceleration
clutch
flywheel regeneration
Prior art date
Application number
PCT/JP2014/068352
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English (en)
Japanese (ja)
Inventor
加藤　芳章
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 WO2015019783A1 publication Critical patent/WO2015019783A1/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 technical problems, and it is an object of the present invention to prevent the sudden engagement or the engagement delay of the flywheel clutch or both by appropriately permitting or prohibiting the flywheel regeneration.
  • the flywheel, the flywheel clutch, the power source clutch, and the flywheel clutch are connected to the flywheel and the power source clutch is connected to the power source.
  • a flywheel regeneration system comprising: a rotary shaft that transmits rotation to a drive wheel; and a flywheel regeneration system that regenerates kinetic energy of the vehicle by engaging the flywheel clutch during vehicle deceleration.
  • Regenerative permission means for determining whether to permit regeneration based on the requested deceleration; and regenerative execution means for engaging the flywheel clutch and performing the flywheel regeneration when the flywheel regeneration is permitted.
  • a provided flywheel regeneration system is provided.
  • a method for controlling the flywheel regeneration system is provided.
  • flywheel regeneration is determined based on the requested deceleration, flywheel regeneration is not performed during rapid deceleration or slow deceleration or both. Can be properly permitted or prohibited.
  • FIG. 1 is an overall configuration diagram of a vehicle including a flywheel regeneration system.
  • FIG. 2 is a flowchart showing the contents of the regeneration control.
  • FIG. 3 is a map for determining success or failure of the regeneration permission condition.
  • 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 the hydraulic circuit 7 and 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 the hydraulic pressure corresponding to the required deceleration (deceleration of the vehicle 100 requested by the driver, the same applies hereinafter) is supplied to the brake 14. Braking force 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, rotates the flywheel 2 by the rotation input from the drive wheels 6, and the vehicle 100 The kinetic energy of the vehicle 100 is regenerated by converting the kinetic energy it has 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. For example, when the required deceleration is large, the engagement torque capacity of the flywheel clutch CLfw is increased compared to when the required deceleration is small. That is, the time required for engaging the flywheel clutch CLfw is shortened.
  • the controller 8 When the regenerative brake cannot be generated before the flywheel clutch CLfw is engaged, or when the required deceleration cannot be realized only with the regenerative brake, 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.
  • FIG. 2 is a flowchart showing the contents of the regenerative control executed by the controller 8.
  • the contents of the regeneration control will be described with reference to this.
  • the controller 8 determines whether or not the brake pedal 15 is depressed based on a signal input from the brake sensor 27. If it is determined that the brake pedal 15 is depressed, the process proceeds to S12 to perform flywheel regeneration.
  • the controller 8 reads the rotational speed Nfw, the vehicle speed VSP, and the requested deceleration of the flywheel 2.
  • the required deceleration is a value calculated with reference to a predetermined map based on the depression amount and depression acceleration of the brake pedal 15, the vehicle speed VSP, and the like.
  • a flywheel regeneration permission area (in the figure, a trapezoidal area. Only the flywheel regeneration permission area at a vehicle speed of 70 km / h is hatched) is set for each vehicle speed.
  • the flywheel regeneration permission area is set in consideration of the heat generation of the flywheel clutch CLfw when the flywheel clutch CLfw is engaged and the time required to engage the flywheel clutch CLfw.
  • the boundary line on the high demand deceleration side of the flywheel regeneration permission area (hereinafter referred to as the upper boundary line) is such that the heat generation rate of the flywheel clutch CLfw reaches the upper limit heat generation rate when the flywheel clutch CLfw is engaged. It is determined by whether or not the differential rotation of the flywheel clutch CLfw is large.
  • the flywheel clutch CLfw In the case of rapid deceleration where the required deceleration is larger than the upper limit deceleration determined by the upper boundary line, the flywheel clutch CLfw is engaged in a short time. Therefore, if the flywheel clutch CLfw is engaged and the flywheel regeneration is performed, the flywheel clutch CLfw is engaged. Since the heat generation rate of the wheel clutch CLfw may exceed the upper limit heat generation rate, flywheel regeneration is prohibited.
  • the engagement time of the flywheel clutch CLfw is longer than in the case of sudden deceleration, so the flywheel clutch CLfw is engaged and flywheel regeneration is performed. Since the heat generation rate of the flywheel clutch CLfw does not exceed the upper limit heat generation rate, flywheel regeneration is permitted.
  • flywheel rotational speed input shaft equivalent value Nfwin is increased to the rotational speed corresponding to the right boundary line.
  • flywheel regeneration is performed to increase the rotational speed Nfw of the flywheel 2 even if the flywheel clutch CLfw is engaged. In this case, flywheel regeneration is prohibited.
  • the boundary line (lower boundary line) on the low required deceleration side of the flywheel regeneration permission area is the allowable time (for example, 2 seconds) from the start of the engagement of the flywheel clutch CLfw to the completion of the engagement. It is set depending on whether or not it becomes shorter than 3 seconds).
  • the lower limit deceleration determined by the lower boundary line decreases as the flywheel rotational speed input shaft equivalent value Nfwin at the start of flywheel regeneration decreases.
  • the higher the flywheel rotational speed input shaft equivalent value Nfwin the higher the flywheel clutch CLfw.
  • Change amount of the flywheel rotational speed input shaft converted value Nfwin before and after the fastening of ( rotational speed corresponding to the right boundary line-flywheel rotational speed input shaft converted value Nfwin at the start of flywheel regeneration), that is, the flywheel 2
  • the time from the start of the engagement of the flywheel clutch CLfw to the completion of the engagement is shortened after the rotation pulling width is reduced, and the engagement of the flywheel clutch CLfw is completed within the allowable time even with a smaller required deceleration. It is because it can be made.
  • the lower boundary line moves to the lower required deceleration side as the vehicle speed VSP is lower.
  • the flywheel rotational speed input shaft equivalent value Nfwin increases to the rotational speed corresponding to the right boundary line. This is because the lower the vehicle speed VSP, the lower the rotational speed corresponding to the right boundary line, and the shorter the time required to engage the flywheel clutch CLfw.
  • the boundary of the flywheel regeneration permission area on the low flywheel rotational speed input conversion value side (hereinafter, the left boundary line) is the difference between the upper limit deceleration determined by the upper boundary line and the lower limit deceleration determined by the lower boundary line. Is set for each vehicle speed corresponding to the flywheel rotational speed input shaft converted value Nfwin smaller than the predetermined lower limit value.
  • flywheel regeneration permission area is narrowed, and even if flywheel regeneration is permitted and flywheel regeneration is started, Immediately after that, the flywheel regeneration is prohibited and the flywheel regeneration is prohibited, and the flywheel clutch CLfw is repeatedly engaged / released. In such a case, flywheel regeneration should be prohibited because it may give a sense of incongruity.
  • flywheel regeneration it is determined whether flywheel regeneration is permitted. If flywheel regeneration is permitted, the process proceeds to S14, and the controller 8 The clutch CLfw is engaged and flywheel regeneration is started. On the other hand, when the flywheel regeneration is prohibited, the process proceeds to S15, and the controller 8 releases the flywheel clutch CLfw and does not perform the flywheel regeneration.
  • the controller 8 determines whether to permit flywheel regeneration based on the requested deceleration, and engages the flywheel clutch CLfw when the vehicle is decelerated and when flywheel regeneration is permitted. And flywheel regeneration.
  • flywheel regeneration By determining whether to allow flywheel regeneration based on the required deceleration, flywheel regeneration is properly permitted / prohibited so that flywheel regeneration is not performed during rapid deceleration or slow deceleration or both. It can be carried out.
  • flywheel regeneration can be appropriately performed depending on the vehicle speed. Also, depending on the vehicle speed, the amount of heat generated when the flywheel clutch CLfw is engaged and the time required to engage the flywheel clutch CLfw vary, but the required deceleration permitting flywheel regeneration is changed based on the vehicle speed. By doing so, permission / prohibition of flywheel regeneration can be appropriately performed.
  • flywheel regeneration is prohibited when the required deceleration is greater than the upper limit deceleration, and flywheel regeneration is permitted when the required deceleration is less than the upper limit deceleration.
  • flywheel regeneration is not performed during sudden deceleration, and a decrease in durability due to heat generated by the flywheel clutch can be prevented.
  • flywheel regeneration is prohibited when the required deceleration is slower than the lower limit deceleration, and flywheel regeneration is allowed when the required deceleration is greater than the lower limit deceleration.
  • flywheel regeneration is not performed during slow deceleration, and the regenerative state can be prevented from continuing longer than necessary.
  • flywheel regeneration is prohibited when the flywheel rotation speed input shaft conversion value Nfwin at the start of flywheel regeneration is lower than the lower limit rotation speed at which the difference between the upper limit deceleration and the lower limit deceleration is a predetermined lower limit value. I tried to do it. This prevents repeated engagement / disengagement of the flywheel clutch CLfw when the flywheel regeneration permission area is narrowed, and a decrease in durability of the flywheel clutch CLfw and occurrence of shock due to repeated engagement / release. Can be prevented.
  • 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)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Selon le mode de réalisation de l'invention, un dispositif de commande détermine si la régénération d'un volant d'inertie sera autorisée sur la base de la demande de décélération, et, lorsque la régénération du volant d'inertie est autorisée, le dispositif exécute la régénération du volant d'inertie par mise en prise avec un embrayage du volant d'inertie.
PCT/JP2014/068352 2013-08-08 2014-07-09 Système de régénération de volant d'inertie et procédé de commande de celui-ci WO2015019783A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013165204A JP2015033883A (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
JP2013-165204 2013-08-08

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WO2015019783A1 true WO2015019783A1 (fr) 2015-02-12

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PCT/JP2014/068352 WO2015019783A1 (fr) 2013-08-08 2014-07-09 Système de régénération de volant d'inertie et procédé de commande de celui-ci

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WO (1) WO2015019783A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001130284A (ja) * 1999-11-02 2001-05-15 Toyota Motor Corp 車両のクリープ制御装置
JP2003165361A (ja) * 2001-11-29 2003-06-10 Toyota Motor Corp 車両の制御装置
JP2012117591A (ja) * 2010-11-30 2012-06-21 Advics Co Ltd 車両用制動装置
JP2012254676A (ja) * 2011-06-07 2012-12-27 Denso Corp 車両用制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001130284A (ja) * 1999-11-02 2001-05-15 Toyota Motor Corp 車両のクリープ制御装置
JP2003165361A (ja) * 2001-11-29 2003-06-10 Toyota Motor Corp 車両の制御装置
JP2012117591A (ja) * 2010-11-30 2012-06-21 Advics Co Ltd 車両用制動装置
JP2012254676A (ja) * 2011-06-07 2012-12-27 Denso Corp 車両用制御装置

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Publication number Publication date
JP2015033883A (ja) 2015-02-19

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