WO2015019803A1

WO2015019803A1 - Flywheel regeneration system, and method of controlling same

Info

Publication number: WO2015019803A1
Application number: PCT/JP2014/068792
Authority: WO
Inventors: 嘉裕倉橋
Original assignee: ジヤトコ株式会社
Priority date: 2013-08-08
Filing date: 2014-07-15
Publication date: 2015-02-12
Also published as: JP2015033885A; JP5960657B2

Abstract

A flywheel regeneration system is provided with a flywheel engageable with the input shaft side of a transmission, and a clutch that connects or disconnects power transmission between the flywheel and the transmission. When the vehicle decelerates, the flywheel clutch is engaged to perform regeneration. The system is provided with a clutch control means that, when the flywheel clutch is engaged and the rotation speed of the flywheel is increased, determines the timing for disengaging the flywheel clutch on the basis of the amount of change in the rotation speed of the flywheel per unit time, and that then disengages the flywheel clutch.

Description

Flywheel regeneration system and control method thereof

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

In order to improve the fuel consumption and electricity consumption of the vehicle, it is effective to regenerate the kinetic energy of the vehicle electrically or mechanically when the vehicle decelerates and use the regenerated energy at the start or acceleration.

JP2012-516417A has a flywheel that can be connected / disconnected by a flywheel clutch on the input shaft of the transmission, and when the vehicle decelerates, the flywheel clutch is engaged and the flywheel is rotated by the rotation input from the drive wheels, A flywheel regenerative system for converting vehicle kinetic energy into flywheel kinetic energy is disclosed.

In such a 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.

However, in the above flywheel regeneration system, if the flywheel clutch is not properly engaged and released, the flywheel may release kinetic energy even in a scene where regeneration is performed by the flywheel. For example, the vehicle may accelerate even though the driver has depressed the brake pedal to request deceleration. As described above, when the engagement and release of the flywheel clutch are not properly performed, there is a problem that the driver feels uncomfortable.

The present invention solves such problems, and aims to prevent the driver from feeling uncomfortable when regenerating with a flywheel.

A flywheel regeneration system according to an aspect of the present invention is provided between a flywheel that can be engaged with an input shaft side of a transmission, the flywheel and the transmission, and power between the flywheel and the transmission. A flywheel clutch that connects and disconnects transmission, and that engages the flywheel clutch when the vehicle decelerates and regenerates the flywheel by rotating the flywheel with the kinetic energy during deceleration. Clutch control means for releasing the flywheel clutch by determining the timing for releasing the flywheel clutch based on the amount of change in the rotation speed of the flywheel per unit time when the rotation speed of the flywheel is increased. Is provided.

A control method of a flywheel regeneration system according to another aspect of the present invention is provided between a flywheel that can be engaged with an input shaft side of a transmission, the flywheel and the transmission, and the flywheel and the transmission And a flywheel clutch that connects and disconnects the power transmission between the vehicle and the flywheel clutch that engages the flywheel clutch when the vehicle decelerates and controls the flywheel regeneration system that regenerates by rotating the flywheel with the kinetic energy during deceleration A method for controlling a wheel regeneration system, in which a flywheel clutch is engaged, and when the rotational speed of the flywheel increases, the flywheel clutch is released based on the amount of change in the rotational speed of the flywheel per unit time. Determine the timing and release the flywheel clutch based on the determined timing .

According to these aspects, when regeneration is performed by the flywheel, the flywheel clutch can be appropriately released based on the amount of change in the rotational speed of the flywheel, and the driver can be prevented from feeling uncomfortable. it can.

FIG. 1 is a schematic configuration diagram of a vehicle in the first embodiment. FIG. 2 is a diagram showing changes in the angular velocity and angular acceleration of the flywheel during regeneration. FIG. 3 is a flowchart for explaining the release control of the flywheel clutch in the first embodiment. FIG. 4 is a map showing the relationship between the required deceleration and the first predetermined angular acceleration. FIG. 5 is a flowchart for explaining the release control of the flywheel clutch in the second embodiment. FIG. 6 is a flowchart for explaining the release control of the flywheel clutch in the third embodiment. FIG. 7 is a map showing the relationship between the angular acceleration and angular velocity of the flywheel and the output power of the vehicle in the third embodiment. FIG. 8 is a map showing the relationship between the required deceleration and the second predetermined angular acceleration in the third embodiment.

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

FIG. 1 shows an overall configuration of a vehicle 100 including a flywheel regeneration system according to a first 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. 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.

A start clutch CL2 is provided between the CVT 3 and the final speed reducer 4 to transmit the rotation from the engine 1 or the flywheel 2 input through the CVT 3 to the final speed reducer 4 when starting. The starting clutch CL2 is a hydraulic clutch capable of controlling the fastening torque capacity by the supplied hydraulic pressure.

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 starting clutch CL2.

Further, the flywheel 2 can be engaged with the input shaft 3 in of the CVT 3 via a pair of reduction gear trains 11 and 12 and a flywheel clutch CLfw. 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, and connects and disconnects power transmission between the flywheel 2 and the input shaft 3in of the CVT 3. 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 start 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 start clutch CL 2 using the hydraulic pressure generated by the oil pump 10 as a source pressure, and the generated hydraulic pressure is generated by the pulley of the CVT 3, the engine clutch CL 1, and Supply to start clutch CL2.

The brake 14 is an electronically controlled brake in which the brake pedal 15 and the master cylinder 16 are mechanically independent. When the driver depresses the brake pedal 15, 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. Although not shown, 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.

During regeneration, the controller 8 controls the engagement torque capacity of the flywheel clutch CLfw so that a braking force (regenerative braking) corresponding to the required deceleration is obtained. 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.

When the vehicle 100 decelerates and regeneration by the flywheel 2 is performed, the rotational speed of the input shaft 3in of the CVT 3 is increased by changing the gear ratio of the CVT 3 to the low side, and the flywheel as shown in FIG. 2 is increased, and the kinetic energy stored in the flywheel 2 is increased. FIG. 2 is a diagram showing changes in angular velocity (rotational speed) and angular acceleration (amount of change in rotational speed per unit time of the flywheel 2) of the flywheel 2 since the start of deceleration. FIG. 2 shows, as an example, changes in the angular velocity and angular acceleration of the flywheel 2 with respect to three required decelerations.

The angular velocity of the flywheel 2 gradually increases when regeneration is started, and reaches the maximum angular velocity when the time t1 has elapsed. The timing at which the maximum angular velocity is reached is, for example, when the gear ratio of CVT 3 is at the lowest level. Since the vehicle 100 is decelerating, the rotational speed of the input shaft 3in of the CVT 3 may be made higher than the rotational speed when the speed becomes the lowest after the gear ratio becomes the lowest after the regeneration is started. Can not. Therefore, the angular speed of the flywheel 2 cannot be made higher than the angular speed when the gear ratio is at the lowest level. As described above, during regeneration, the angular velocity of the flywheel 2 becomes maximum at a certain timing and cannot be further increased. The angular acceleration gradually decreases when regeneration is started, and thereafter becomes negative when the angular velocity reaches the maximum angular velocity.

When the angular velocity of the flywheel 2 reaches the maximum angular velocity (after time t1), when the vehicle 100 further decelerates, the rotational speed of the input shaft 3in of the CVT 3 decreases, and thus the flywheel clutch CLfw is engaged. Will cause the flywheel 2 to rotate the input shaft 3in of the CVT 3, and the flywheel 2 will release kinetic energy. Therefore, although the vehicle 100 is requested to decelerate, the rotation of the flywheel 2 is transmitted to the drive wheels 6 via the CVT 3 and the vehicle 100 may be accelerated, which may cause the driver to feel uncomfortable. is there.

Therefore, in this embodiment, in order to suppress the occurrence of such a situation, release control of the flywheel clutch CLfw described below is performed. By performing release control of the flywheel clutch CLfw, before the angular acceleration of the flywheel 2 becomes negative, the fastening torque capacity of the flywheel clutch CLfw is made zero, and at the timing when the angular acceleration of the flywheel 2 becomes zero, the flywheel 2 The wheel clutch CLfw is completely released.

Next, release control of the flywheel clutch CLfw will be described using the flowchart of FIG. The process described below is repeatedly executed every predetermined short time (for example, 100 ms).

In step S100, the controller 8 detects the angular speed of the flywheel 2 based on the signal from the rotational speed sensor 23.

In step S101, the controller 8 calculates the angular acceleration of the flywheel 2 based on the detected angular velocity.

In step S102, the controller 8 calculates a first predetermined angular acceleration (predetermined amount) based on the requested deceleration. Specifically, the controller 8 calculates the first predetermined angular acceleration based on the requested deceleration from the map shown in FIG. The first predetermined angular acceleration increases as the required deceleration increases. The required deceleration is calculated based on the depression amount of the brake pedal 15 based on the signal from the brake sensor 27, and it is determined that the required deceleration is large when the depression amount of the brake pedal 15 increases. A plurality of maps shown in FIG. 4 are provided according to the vehicle speed VSP. The first predetermined angular acceleration may be calculated based on the depression speed of the brake pedal 15.

Here, the first predetermined angular acceleration will be described in detail.

The time required for releasing the flywheel clutch CLfw (hereinafter referred to as the clutch) than the time during which the angular acceleration of the flywheel 2 becomes zero during regeneration (for example, the time t1 in FIG. 2, hereinafter referred to as the clutch release completion time). The release time is referred to as “release time.” By starting the release of the flywheel clutch CLfw at an early timing (for example, time t0 in FIG. 2), the angular acceleration of the flywheel 2 is suppressed from becoming negative, and the kinetic energy from the flywheel 2 is reduced. Release can be suppressed. Therefore, it is possible to suppress the release of kinetic energy from the flywheel 2 by starting the release of the flywheel clutch CLfw in consideration of the clutch release time.

Further, in addition to the clutch release time, a timing that takes into account the measurement accuracy of the rotational speed sensor 23 and variations in the flywheel clutch CLfw (for example, a time earlier than a time t0 in FIG. 2 by a predetermined time (hereinafter referred to as margin time)). By starting the release of the flywheel clutch CLfw at t0 ′), it is possible to further suppress the release of kinetic energy from the flywheel 2.

In this way, it is possible to suppress the release of kinetic energy from the flywheel 2 by starting the release of the flywheel clutch CLfw when the angular acceleration becomes an angular acceleration considering the clutch release time and the margin time. it can.

Furthermore, in consideration of a mechanical delay when the required deceleration increases during deceleration, the kinetic energy is further prevented from being released from the flywheel 2 by adding a predetermined angular acceleration. Can do.

In the present embodiment, the angular acceleration is set in consideration of the clutch release time and the margin time, and the first predetermined angular acceleration is set by adding a predetermined angular acceleration to the set angular acceleration.

In step S103, the controller 8 determines whether or not the angular acceleration is equal to or lower than the first predetermined angular acceleration. If the angular acceleration is equal to or lower than the first predetermined angular acceleration, the process proceeds to step S104. If the angular acceleration is greater than the first predetermined angular acceleration, the current process ends.

In step S104, the controller 8 starts releasing the flywheel clutch CLfw. Thereby, before the angular acceleration of the flywheel 2 becomes negative, the engagement torque capacity of the flywheel clutch CLfw is made zero, the flywheel clutch CLfw is completely released, and kinetic energy is released from the flywheel 2 during deceleration. Can be suppressed.

The effect of the first embodiment of the present invention will be described.

決定 By determining the timing for releasing the flywheel clutch CLfw based on the angular acceleration of the flywheel 2, it is possible to prevent the driver from feeling uncomfortable when performing regeneration and decelerating.

By releasing the flywheel clutch CLfw before the angular acceleration of the flywheel 2 becomes negative, the vehicle 100 is prevented from accelerating despite a request for deceleration, and the driver feels uncomfortable. Can be suppressed.

When the angular acceleration of the flywheel 2 reaches the first predetermined angular acceleration, the release of the flywheel clutch CLfw is started, so that the flywheel clutch CLfw can be released before the angular acceleration of the flywheel 2 becomes zero, and the deceleration Despite being requested, the vehicle 100 can be prevented from accelerating, and the driver can be prevented from feeling uncomfortable.

By increasing the first predetermined angular acceleration as the required deceleration increases, the flywheel clutch CLfw can be released at an appropriate timing according to the required deceleration, and the vehicle 100 is prevented from accelerating when requested to decelerate. And it can suppress giving a driver a sense of incongruity.

Next, a second embodiment of the present invention will be described.

In the second embodiment, the release control of the flywheel clutch CLfw at the time of regeneration is different from the first embodiment. Here, the release control of the flywheel clutch CLfw during regeneration will be described with reference to the flowchart of FIG. The process described below is repeatedly executed every predetermined time.

In step S200, the controller 8 acquires parameter values necessary for predicting a change in the angular acceleration of the flywheel 2 in accordance with the current driving state of the vehicle 100. The parameters are, for example, the vehicle speed VSP, the flywheel 2 angular velocity, the required deceleration, the travel resistance estimation value (gradient resistance, air resistance, etc.), the flywheel 2 rotational resistance (windage loss, etc.), and the flywheel 2 inertia.

In step S201, the controller 8 calculates an estimation function for predicting a change in angular acceleration of the flywheel 2 in the current driving state of the vehicle 100 based on the acquired parameter value. The estimation function for predicting the change in the angular acceleration of the flywheel 2 is set in advance. Here, the change in the angular acceleration of the flywheel 2 in the current driving state of the vehicle 100 is predicted using the acquired parameter value. An estimation function is calculated.

In step S202, the controller 8 calculates a first time (predetermined time) tFWmax when the angular acceleration of the flywheel 2 becomes zero based on the calculated estimation function.

In step S203, the controller 8 calculates the second time tLow when the speed ratio becomes the lowest based on the current speed ratio.

In step S204, the controller 8 compares the first time tFWmax and the second time tLow, and sets the shorter time as the clutch release completion time.

In step S205, the controller 8 calculates the clutch release start time by subtracting the clutch release time and the margin time from the clutch release completion time.

In step S206, the controller 8 acquires the limit change amount of each parameter from a preset table or map. The limit change amount of each parameter is a change amount that can be determined to be an operation state in which the estimation function set in step S201 cannot be used. For example, when the vehicle is decelerating, the vehicle 100 is traveling. This is the amount of change that determines that the slope of the road surface has suddenly increased.

In step S207, the controller 8 compares the limit change amount of each parameter with the change amount of each parameter. If there is a change amount exceeding the limit change amount among the change amounts of each parameter, the process proceeds to step S209, and if the change amount does not exceed the limit change amount for all parameters, the process proceeds to step S208. move on.

In step S208, the controller 8 determines whether or not the time from the start of regeneration has reached the clutch release start time. If the time since the start of regeneration is the clutch release time, the process proceeds to step S209. If the time since the start of regeneration is not the clutch release time, the current process is terminated. Note that the time from the start of regeneration is measured by the controller 8.

In step S209, the controller 8 starts releasing the flywheel clutch CLfw.

The effect of the second embodiment of the present invention will be described.

A first time tFWmax at which the angular acceleration of the flywheel 2 becomes zero is calculated based on a parameter value corresponding to the current driving state of the vehicle 100 such as required deceleration, and a clutch release start time based on the first time tFWmax. Then, release of the flywheel clutch CLfw is started. Thereby, compared with the first embodiment, a map for calculating the first angular acceleration becomes unnecessary, and the storage capacity in the controller 8 can be reduced.

Also, depending on the driving state of the vehicle 100, the angular acceleration of the flywheel 2 may become negative and kinetic energy may be released from the flywheel 2 before the gear ratio of the CVT 3 becomes the lowest. In this embodiment, even in such a case, the flywheel clutch CLfw can be released before the angular acceleration of the flywheel 2 becomes negative, and the vehicle 100 is accelerated even though a deceleration request is made. Can be suppressed, and the driver can be prevented from feeling uncomfortable.

In the first embodiment, when calculating the first predetermined angular acceleration, the predetermined angular acceleration is added in consideration of a mechanical delay or the like when the required deceleration increases during deceleration. , Taking a big safety bill. For this reason, even if the flywheel 2 actually has room for storing kinetic energy, regeneration may end. In the present embodiment, a first time tFWmax for releasing the flywheel clutch CLfw is calculated using an estimation function that predicts a change in angular acceleration of the flywheel 2 in the current driving state of the vehicle 100, and based on the first time tFWmax. The flywheel clutch CLfw is released. For this reason, the safety allowance is reduced compared to the first embodiment without considering the mechanical delay when the required deceleration increases during deceleration, and the kinetic energy that can be stored in the flywheel 2 is the first. The size can be increased as compared with the embodiment.

The second time tLow when the gear ratio of the CVT 3 is the lowest is calculated, and the release of the flywheel clutch CLfw is started when the clutch release start time based on the second time tLow is reached. As a result, the gear ratio becomes the lowest, the flywheel clutch CLfw can be released before the angular acceleration of the flywheel 2 becomes negative, and the vehicle 100 accelerates despite the request for deceleration. Can be suppressed, and the driver can be prevented from feeling uncomfortable.

In the present embodiment, the second time tLow when the gear ratio of the CVT 3 becomes the lowest is calculated. However, the actual gear ratio is detected, and the flyback speed before the gear ratio becomes the lowest is calculated based on the detected gear ratio. Release of the wheel clutch CLfw may be started. Also by this, the same effect as this embodiment can be acquired.

Next, a third embodiment of the present invention will be described.

In the third embodiment, the release control of the flywheel clutch CLfw at the time of regeneration is different from the first embodiment. Here, the release control of the flywheel clutch CLfw during regeneration will be described using the flowchart of FIG. The process described below is repeatedly executed every predetermined time.

In step S300, the controller 8 calculates an estimation function of the angular acceleration of the flywheel 2. The estimation function of the angular acceleration of the flywheel 2 is calculated based on the equation of kinetic energy stored in the flywheel 2. The kinetic energy K _FW stored in the flywheel 2 can be expressed by Equation (1).

K _FW = (I _FW × ω _FW ² ) / 2 (1)

I _FW is the moment of inertia of the flywheel 2 and is preset. ω _FW is the angular velocity of the flywheel 2.

When the expression (1) is differentiated with respect to time, it becomes the input power P _FW of the flywheel 2 and can be _expressed by the expression (2).

P _FW = I _FW × ω _FW × Δω _FW Equation (2)

Here, the input power P _FW of the flywheel 2 during regeneration is equal to the output power P _car of the vehicle 100 assuming that there is no loss. Therefore, assuming that the input power P _{FW of the} flywheel 2 is equal to the output power P _car of the vehicle 100, Equation (2) is transformed into Equation (3).

Δω _FW = P _car / (I _FW × ω _FW ) (3)

In this way, the controller 8 calculates an estimation function of the angular acceleration Δω _FW of the flywheel 2. As shown in FIG. 7, the angular acceleration Δω _FW of the flywheel 2 decreases as the angular velocity ω _{FW of the} flywheel 2 increases, and increases as the output power P _car of the vehicle 100 increases. The output power P _car of the vehicle 100 is calculated based on the weight of the vehicle 100, the vehicle speed VSP, and the deceleration of the vehicle 100.

In step S301, the controller 8 calculates a second predetermined angular acceleration based on the required deceleration. Specifically, the controller 8 calculates the second predetermined angular acceleration based on the requested deceleration from the map shown in FIG. The second predetermined angular acceleration is a clutch release time and a margin time without considering a mechanical delay or the like when the required deceleration increases during deceleration with respect to the first predetermined angular acceleration of the first embodiment. Is set based on This is because in the present embodiment, an estimation function of the angular acceleration of the flywheel 2 corresponding to the current driving state of the vehicle 100 is calculated. For example, when the required deceleration increases during deceleration, This is because an estimation function corresponding to the increased deceleration is calculated.

In step S302, the controller 8 calculates a clutch release start time when the angular acceleration becomes the second predetermined angular acceleration from the equation (3) and the second predetermined angular acceleration.

In step S303, the controller 8 acquires the limit change amount of each parameter from a preset table or map. The limit change amount of each parameter is a change amount that can be determined as an operation state in which the estimation function cannot be used.

In step S304, the controller 8 compares the limit change amount of each parameter in the angular acceleration estimation function with the change amount of each parameter. If there is a change amount exceeding the limit change amount among the change amounts of each parameter, the process proceeds to step S306, and if the change amount does not exceed the limit change amount for all parameters, the process proceeds to step S305.

In step S305, the controller 8 determines whether the time from the start of regeneration is the clutch release start time. When the time since the start of regeneration is the clutch release start time, the process proceeds to step S306, and when the time since the start of regeneration is not the clutch release start time, the current process ends.

In step S306, the controller 8 starts releasing the flywheel clutch CLfw.

The effect of the third embodiment of the present invention will be described.

When the clutch release start time is calculated based on the estimation function of the angular acceleration of the flywheel 2 based on the input power P _FW of the flywheel 2 and the second predetermined angular acceleration based on the requested deceleration, the clutch release start time is reached. Release of the flywheel clutch CLfw is started. As a result, the release of the flywheel clutch CLfw can be started using an easy calculation formula, and the flywheel clutch CLfw can be released before the angular acceleration of the flywheel 2 becomes negative. Nevertheless, the acceleration of the vehicle 100 can be suppressed, and the driver can be prevented from feeling uncomfortable. In addition, the processing speed of the controller 8 can be increased.

By using the estimation function of the angular acceleration of the flywheel 2, the second predetermined angular acceleration can be set without considering the mechanical delay or the like when the required deceleration increases during deceleration. Compared with the embodiment, the kinetic energy that can be stored in the flywheel 2 can be increased.

In the present embodiment, the second predetermined angular acceleration is calculated in consideration of the clutch release time and the margin time. However, the second predetermined angular acceleration is calculated without taking these into account, and the calculated first equation (3) is calculated. (2) The clutch release start time may be calculated by subtracting the clutch release time and the margin time from the time calculated based on the predetermined angular acceleration. Also by this, the same effect as this embodiment can be acquired.

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

When the deceleration of the vehicle 100 is assumed to be constant, the controller 8 determines the lower limit kinetic energy that can be recovered from the vehicle 100 based on the kinetic energy that the vehicle 100 has, specifically, the CVT 3 by the oil pump 10. Even if the time until the kinetic energy corresponding to the vehicle speed that is the lower limit rotational speed of the input shaft 3in that can discharge the necessary hydraulic pressure with a pulley or the like is calculated and the clutch release start time is calculated based on the calculated time Good. Even if regeneration is possible by the flywheel 2, if the rotational speed of the input shaft 3in is low and the discharge pressure of the oil pump 10 is too low, it may not be possible to supply the necessary hydraulic pressure to the pulley of the CVT 3. Here, in such a case, by releasing the flywheel clutch CLfw, in addition to the effects in the above-described embodiment, it is possible to suppress the supply hydraulic pressure shortage to the pulley of the CVT 3 and the like.

The flywheel clutch CLfw may be released during regeneration by combining the above embodiments.

This application claims priority based on Japanese Patent Application No. 2013-165216 filed with the Japan Patent Office on August 8, 2013, the entire contents of which are incorporated herein by reference.

Claims

A flywheel engageable with the input shaft side of the transmission;
A flywheel clutch provided between the flywheel and the transmission, for connecting and disconnecting power transmission between the flywheel and the transmission, and fastening the flywheel clutch when the vehicle decelerates; A flywheel regeneration system that performs regeneration by rotating the flywheel with kinetic energy during deceleration,
When the flywheel clutch is engaged and the rotational speed of the flywheel increases, the timing for releasing the flywheel clutch is determined based on the amount of change in rotational speed per unit time of the flywheel, A flywheel regeneration system comprising clutch control means for releasing a flywheel clutch.
The flywheel regeneration system according to claim 1,
The said clutch control means is a flywheel regeneration system which releases the said flywheel clutch, before the variation | change_quantity of the rotational speed per unit time of the said flywheel becomes negative.
The flywheel regeneration system according to claim 1 or 2,
The flywheel regeneration system, wherein the clutch control means starts releasing the flywheel clutch when the amount of change in rotational speed per unit time of the flywheel reaches a predetermined amount.
The flywheel regeneration system according to claim 3,
The flywheel regeneration system, wherein the predetermined amount increases as the required deceleration increases.
The flywheel regeneration system according to any one of claims 1 to 4,
Based on at least the required deceleration, comprising a time calculation means for calculating a predetermined time when the amount of change in rotational speed per unit time of the flywheel becomes zero,
The said clutch control means determines the timing which releases the said flywheel clutch based on the said predetermined time, The flywheel regeneration system which releases the said flywheel clutch.
The flywheel regeneration system according to any one of claims 1 to 5,
A gear ratio detecting means for detecting or predicting that the gear ratio of the transmission is at the lowest level;
The clutch control means is a flywheel regeneration system that starts releasing the flywheel clutch when the gear ratio is detected or predicted to be the lowest.
The flywheel regeneration system according to any one of claims 1 to 6,
Rotation speed detection means for detecting the rotation speed of the flywheel;
Input power calculation means for calculating input power input to the flywheel;
Based on the rotational speed of the flywheel and the input power, the rotational speed change amount calculating means for calculating the amount of change in the rotational speed per unit time of the flywheel,
The said clutch control means determines the timing which releases the said flywheel clutch based on the said variation | change_quantity, The flywheel regeneration system which releases the said flywheel clutch.
The flywheel regeneration system according to any one of claims 1 to 7,
Kinetic energy calculating means for calculating the kinetic energy of the vehicle,
The said clutch control means determines the timing which releases the said flywheel clutch based on the said kinetic energy and the minimum energy recoverable from the said vehicle, The flywheel regeneration system which releases the said flywheel clutch.
A flywheel engageable with the input shaft side of the transmission;
A flywheel clutch provided between the flywheel and the transmission, for connecting and disconnecting power transmission between the flywheel and the transmission, and fastening the flywheel clutch when the vehicle decelerates; A flywheel regeneration system control method for controlling a flywheel regeneration system that performs regeneration by rotating the flywheel with kinetic energy during deceleration,
When the flywheel clutch is engaged and the rotational speed of the flywheel increases, the timing for releasing the flywheel clutch is determined based on the amount of change in the rotational speed per unit time of the flywheel,
A control method of a flywheel regeneration system that releases the flywheel clutch based on the determined timing.