WO2015019804A1

WO2015019804A1 - Flywheel regeneration system, and method of controlling same

Info

Publication number: WO2015019804A1
Application number: PCT/JP2014/068794
Authority: WO
Inventors: 真隆堀尾
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: JP2015034585A

Abstract

A flywheel regeneration system is provided: with a transmission; a flywheel engageable with the input shaft side of the transmission; and a flywheel clutch which is disposed between the flywheel and the transmission and which connects or disconnects power transmission between the flywheel and the transmission. When the vehicle decelerates, the flywheel clutch is engaged and regeneration is performed by rotating the flywheel with the kinetic energy during deceleration. The flywheel regeneration system is provided with a start control means that controls the engaged state of the flywheel clutch on the basis of the kinetic energy stored in the flywheel when the vehicle starts.

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 flywheel regeneration system described above, when the vehicle is started using the kinetic energy stored in the flywheel, if the flywheel clutch is engaged without considering the stored kinetic energy, the driver Unintended startability may occur. For example, when creeping is performed in a state where the kinetic energy stored in the flywheel is large, if the flywheel clutch is engaged, the driving force generated by the drive wheels increases, and the vehicle may start or accelerate suddenly.

This invention solves such a problem, and when starting using the kinetic energy preserve | saved at the flywheel, it aims at suppressing that the start property which a driver | operator does not intend arises. .

A flywheel regeneration system according to an aspect of the present invention includes a transmission provided between a drive source and a drive wheel, a flywheel that can be engaged with an input shaft side of the transmission, a flywheel, and a transmission. And a flywheel clutch that connects and disconnects the power transmission between the flywheel and the transmission. When the vehicle decelerates, the flywheel clutch is engaged, and the flywheel is rotated by the kinetic energy during deceleration. A flywheel regeneration system that performs regeneration and includes a start control unit that controls the engagement state of the flywheel clutch based on the kinetic energy stored in the flywheel when the vehicle starts.

A control method for a flywheel regeneration system according to another aspect of the present invention includes a transmission provided between a drive source and a drive wheel, a flywheel that can be engaged with an input shaft of the transmission, and a flywheel. Between the flywheel and the transmission, and a flywheel clutch that connects and disconnects the power transmission between the flywheel and the transmission. The flywheel clutch is engaged when the vehicle decelerates, and the flywheel is driven by the kinetic energy during deceleration. A flywheel regenerative system control method for controlling a flywheel regenerative system that regenerates by rotating a wheel, and calculates kinetic energy stored in the flywheel when the vehicle starts, and based on the calculated kinetic energy To control the engaged state of the flywheel clutch.

According to these aspects, since the engagement state of the flywheel clutch is controlled based on the kinetic energy of the flywheel when starting the vehicle, it is possible to suppress the startability unintended by the driver when starting the vehicle.

FIG. 1 is a schematic configuration diagram of a vehicle in the present embodiment. FIG. 2 is a flowchart for explaining the vehicle start control according to this embodiment. FIG. 3 is a time chart showing changes in the engagement torque capacity of the flywheel clutch when the vehicle starts.

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 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. 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 clutch that is engaged and released by operating the electric actuator 30, and electrically controls the engagement torque capacity. A hydraulic clutch capable of controlling the fastening torque capacity by the supplied hydraulic pressure may be used.

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 and the start 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 an engaged state (engaged, semi-engaged, and released) 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 engagement state of the flywheel clutch CLfw is changed by controlling the engagement torque capacity.

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 and the start clutch CL2 using the hydraulic pressure generated by the oil pump 10 as the original pressure, and the generated hydraulic pressure is supplied to the pulley of the CVT 3, the engine clutch CL1, and the start clutch CL2. Supply.

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 Signals from the brake sensor 27, the gradient sensor 28, etc. are detected.

The controller 8 performs various calculations based on the input signal, and controls the shift of the CVT 3, the clutch CL 1, CL 2, CLfw engagement state, 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. Hereinafter, starting the vehicle 100 using the kinetic energy stored in the flywheel 2 is referred to as flywheel start.

Since the flywheel 2 itself cannot control the kinetic energy to be released, when the flywheel starts, the flywheel 2 is driven from the flywheel 2 by controlling the fastening torque capacity of the flywheel clutch CLfw. The torque transmitted to the wheel 6 is controlled, and a desired driving force is generated by the driving wheel 6.

Here, the start control of the vehicle 100 will be described with reference to the flowchart of FIG.

In step S100, the controller 8 determines whether or not a flywheel start prohibition condition is satisfied. Specifically, the controller 8 is, for example, (a) when the select lever is operated from the N range, (b) when the road surface gradient is equal to or greater than a predetermined gradient, or (c) when the turn signal switch is operated. Or (d) When the hazard switch is operated, it is determined that the flywheel start prohibition condition is satisfied. The predetermined gradient is a gradient (uphill gradient) that may cause the vehicle 100 to slide down or the drive wheels 6 to slip when the flywheel starts. When the flywheel 2 releases kinetic energy, the flywheel 2 itself cannot control the released kinetic energy. When starting on an uphill road with a large gradient resistance, a large driving force is required. However, even if the amount of kinetic energy released from the flywheel 2 is increased and controlled by the flywheel clutch CLfw, the flywheel clutch CLfw The resolution is insufficient and cannot be controlled accurately. Therefore, if the flywheel starts on a road surface with a large gradient, the vehicle 100 may slide down, and the drive wheel 6 may slip when the road surface resistance is low, which is particularly noticeable in a front-wheel drive vehicle. . Therefore, when the road surface has a predetermined slope or more, flywheel start is prohibited. If the flywheel start prohibition condition is satisfied, the process proceeds to step S106. If the flywheel start prohibition condition is not satisfied, the process proceeds to step S101.

In step S101, the controller 8 determines whether or not to start flywheel. Specifically, the controller 8 determines whether or not the creep travel without the depression of the brake pedal 15 and the depression of the accelerator pedal 25 is requested, and when the creep travel is requested, the flywheel starts. If it is determined that the creep travel is not requested, it is determined that the flywheel is not started. If the flywheel start is performed, the process proceeds to step S102, and if the flywheel start is not performed, the process proceeds to step S106.

In step S102, the controller 8 calculates the kinetic energy of the flywheel 2 based on the signal from the rotational speed sensor 23.

In step S103, the controller 8 determines whether or not the calculated kinetic energy is equal to or less than a first predetermined value. The first predetermined value is a value that suppresses the deterioration of the flywheel clutch CLfw and the start clutch CL2 and suppresses the sudden start of the vehicle 100 when creep running is requested.

When the kinetic energy of the flywheel 2 is large, that is, when the rotational speed Nfw of the flywheel 2 is high, the flywheel clutch CLfw or the start clutch CL2 is semi-engaged (or fastened) to release the kinetic energy from the flywheel 2. The amount of heat generated by the flywheel clutch CLfw or the start clutch CL2 increases, and the durability of the flywheel clutch CLfw or the start clutch CL2 may be reduced.

Further, when the vehicle 100 creeps with the flywheel clutch CLfw half-engaged, the engagement torque capacity of the flywheel clutch CLfw must be controlled so that torque suitable for creep running is transmitted. In particular, when the kinetic energy of the flywheel 2 is large, it is necessary to control so that the torque is transmitted slightly by reducing the fastening torque capacity. However, since the resolution is insufficient in a region where the engagement torque capacity of the flywheel clutch CLfw is small, the engagement torque capacity of the flywheel clutch CLfw cannot be controlled to a value suitable for creep travel in such a case. When the power transmission in the clutch CLfw is larger than a desired value, a large driving force is generated in the vehicle 100 and the vehicle 100 may start suddenly.

As described above, even when creep driving is required, it may be better not to start the flywheel. The first predetermined value is set so as not to start the flywheel in such a case. If the calculated kinetic energy is less than or equal to the first predetermined value, the process proceeds to step S104. If the calculated kinetic energy is greater than the first predetermined value, the process proceeds to step S106.

In step S104, the controller 8 determines whether or not the calculated kinetic energy is equal to or less than a second predetermined value. The second predetermined value is a value that enables creep travel even if the flywheel clutch CLfw is not half-engaged and is engaged. When the calculated kinetic energy is less than or equal to the second predetermined value, the process proceeds to step S105, and when the calculated kinetic energy is greater than the second predetermined value, the process proceeds to step S107.

In step S105, the controller 8 determines whether or not the calculated kinetic energy is greater than a third predetermined value. The third predetermined value is a value set based on the oil amount balance limit. The CVT 3 and the starting clutch CL2 are operated by hydraulic pressure, and a predetermined hydraulic pressure is required to operate the CVT 3 and the starting clutch CL2 normally. The oil amount balance limit is a hydraulic pressure necessary for normal operation of the CVT 3, the starting clutch CL2, and the like. When the flywheel starts, the oil pump 10 is driven by the flywheel 2, so that the discharge pressure of the oil pump 10 depends on the kinetic energy (rotational speed) of the flywheel 2. Therefore, when the kinetic energy of the flywheel 2 is small (the rotational speed is low), the discharge pressure of the oil pump 10 is also small, which may be below the oil amount balance limit. The third predetermined value is set so that the discharge pressure of the oil pump 10 does not fall below the oil amount balance limit when the flywheel starts. If the calculated kinetic energy is less than or equal to the third predetermined value, the process proceeds to step S106, and if the calculated kinetic energy is greater than the third predetermined value, the process proceeds to step S108.

In step S106, the controller 8 starts the engine 1 with the flywheel clutch CLfw released, engages the engine clutch CL1 and the start clutch CL2, and starts the vehicle 100. When the flywheel start prohibition condition is satisfied, the controller 8 does not start the flywheel, the kinetic energy of the flywheel 2 is greater than the first predetermined value, or the kinetic energy of the flywheel 2 is equal to or less than the third predetermined value. In this case, the kinetic energy is not released from the flywheel 2, and the engine 1 is started to start the vehicle 100.

In step S107, the controller 8 semi-engages the flywheel clutch CLfw, engages the start clutch CL2, and starts the vehicle 100 using the flywheel 2. At this time, since the rotation of the flywheel 2 itself cannot be controlled, the controller 8 controls the engagement torque capacity of the flywheel clutch CLfw so as to perform creep running. Specifically, first, a target driving force determined from the vehicle speed VSP and the opening APO of the accelerator pedal 25 is calculated, and the target slip of the flywheel clutch CLfw is calculated from the target driving force and the current rotational speed and gradient of the flywheel 2. The amount is calculated, the engagement torque capacity of the flywheel clutch CLfw is determined, and feedback control is performed. In addition, when making it slip only with one clutch, the emitted-heat amount becomes large. Therefore, in order to share the heat generation amount, the starting clutch CL2 similarly calculates the engagement torque capacity from the clutch input side rotational speed, the output side rotational speed (vehicle speed VSP), and the opening degree APO of the accelerator pedal 25, and aims The hydraulic pressure is supplied from the hydraulic circuit 7 so that the fastening torque capacity is as follows.

In step S108, the controller 8 fastens the flywheel clutch CLfw, fastens the start clutch CL2, and starts the vehicle 100 using the kinetic energy of the flywheel 2. When the flywheel 2 has low kinetic energy and the flywheel clutch CLfw is engaged, a driving force equivalent to creep travel is generated. Therefore, the controller 8 engages the flywheel clutch CLfw to start the vehicle 100, and then the engine 1 Is started, the engine clutch CL1 is engaged, and the vehicle 100 is started by the driving force from the engine 1. Specifically, the engagement control of the flywheel clutch CLfw increases the engagement torque capacity by a predetermined increase amount determined based on the oil temperature and the rotational speed of the flywheel 2 after the piston stroke. Complete fastening is performed and the fastening control is terminated. In order to prevent unintended acceleration, the starting clutch CL2 is set to a semi-engaged state to control the vehicle speed VSP.

Next, changes in the engagement torque capacity of the flywheel clutch CLfw, the engine clutch CL1, and the start clutch CL2 when the vehicle 100 starts creeping and then the accelerator pedal 25 is depressed to start will be described with reference to the time chart of FIG. . In FIG. 3, the rotational speed of the flywheel 2 and the respective fastening torque capacities when the kinetic energy of the flywheel 2 at the time of starting is greater than the first predetermined value are indicated by solid lines (FIG. 3A). Further, the rotational speed of the flywheel 2 and the respective fastening torque capacities when the kinetic energy of the flywheel 2 is equal to or lower than the first predetermined value and larger than the second predetermined value are indicated by broken lines ((b) in FIG. 3). . Further, the rotational speed of the flywheel 2 and the respective fastening torque capacities when the kinetic energy of the flywheel 2 is equal to or lower than the second predetermined value and larger than the third predetermined value are indicated by alternate long and short dash lines ((c) in FIG. 3). ).

At time t0, the brake pedal 15 is not depressed and the vehicle 100 starts. Here, the accelerator pedal 25 is not depressed, and the vehicle 100 performs creep running.

When the kinetic energy of the flywheel 2 is larger than the first predetermined value, the engagement torque capacity of the flywheel clutch CLfw is maintained at zero at time t0 as shown in FIG. CLfw is released. Further, the engine 1 is started at time t0, the engagement torque capacity of the engine clutch CL1 is increased, the oil pump 10 is driven to generate hydraulic pressure, and the start clutch CL2 is engaged, so that the creep travel by the engine 1 is performed. Do. Thereafter, at time t2, when the accelerator pedal 25 is stepped on and an acceleration request is made, the creep travel is terminated.

When the kinetic energy of the flywheel 2 is equal to or lower than the first predetermined value and larger than the second predetermined value, the flywheel clutch CLfw is set to the vehicle speed VSP at time t0 as shown in FIG. The fastening torque capacity is appropriately controlled by the fastening torque capacity calculated from the rotational speed of the flywheel 2 and the opening degree APO of the accelerator pedal 25 to make a semi-fastened state, and the creep running by the flywheel 2 is performed. Similarly, in the starting clutch CL2, in order to share the heat generation amount, the engagement torque capacity is calculated from the clutch input side rotational speed, the output side rotational speed (vehicle speed VSP), and the opening degree APO of the accelerator pedal 25. It controls so that it may be in a half-fastened state with the fastened torque capacity. Note that the engagement torque capacity of the engine clutch CL1 is maintained at zero, and the engine clutch CL1 is released.

When the flywheel clutch CLfw is semi-engaged and the vehicle 100 is started, the kinetic energy of the flywheel 2 gradually decreases, and when the kinetic energy of the flywheel 2 falls below the second predetermined value at time t1, the flywheel clutch CLfw The fastening torque capacity is increased in order to completely fasten. Thereafter, at time t2, when the accelerator pedal 25 is stepped on and an acceleration request is made, the creep travel is terminated. Accordingly, flywheel clutch CLfw is released, engine clutch CL1 is engaged, and engine 1 is started to accelerate vehicle 100.

When the kinetic energy of the flywheel 2 is less than or equal to the second predetermined value and greater than the third predetermined value, as shown in (c) of FIG. The fastening torque capacity is increased by a predetermined amount determined based on the temperature and the rotational speed of the flywheel 2 to engage the flywheel clutch CLfw, and creep travel is performed by the flywheel 2. At this time, the starting clutch CL2 is set in a semi-engaged state so as to prevent an unintended acceleration feeling, and the vehicle speed VSP is controlled. Note that the engagement torque capacity of the engine clutch CL1 is maintained at zero, and the engine clutch CL1 is released.

Then, at time t2, when the accelerator pedal 25 is stepped on and an acceleration request is made, the creep running is terminated. Accordingly, flywheel clutch CLfw is released, engine clutch CL1 is engaged, and engine 1 is started to accelerate vehicle 100.

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

When starting, by controlling the engaged state of the flywheel clutch CLfw based on the kinetic energy of the flywheel 2, it is possible to suppress the occurrence of startability unintended by the driver.

When starting, if the kinetic energy of the flywheel 2 is greater than the first predetermined value, the flywheel clutch CLfw is released. Thereby, it can suppress that a big torque is transmitted from the flywheel 2 to the driving wheel 6, and it can suppress that the vehicle 100 starts suddenly. Moreover, it can suppress that calorific value of flywheel clutch CLfw etc. becomes large, and can suppress that durability, such as flywheel clutch CLfw, falls.

When starting, if the kinetic energy of the flywheel 2 is below the first predetermined value, the flywheel clutch CLfw is semi-engaged. As a result, a desired driving force can be generated in the vehicle 100 to achieve acceleration intended by the driver, and creep running can be performed using the kinetic energy of the flywheel 2.

When starting, if the kinetic energy of the flywheel 2 is less than or equal to the second predetermined value, the flywheel clutch CLfw is engaged. Accordingly, power loss in the flywheel clutch CLfw can be reduced, acceleration intended by the driver can be realized, and creep running can be performed using the kinetic energy of the flywheel 2.

If the road surface slope is greater than or equal to the predetermined slope, flywheel start is prohibited and the engine 1 starts. Since the engine 1 can control the torque to be generated, the vehicle 100 can be prevented from sliding down and the drive wheels 6 can be prevented from slipping even when the road surface has a large gradient.

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.

In the above-described embodiment, the flywheel is started when creep travel without depression of the accelerator pedal 25 is requested. However, the accelerator pedal 25 is depressed at the time of departure and the vehicle 100 is requested to accelerate. Even if it is a case, you may perform a flywheel start. Specifically, when the acceleration request can be achieved by the kinetic energy of the flywheel 2, the controller 8 determines whether the flywheel clutch CLfw is half-engaged or engaged based on the kinetic energy of the flywheel 2. , The vehicle 100 is accelerated by releasing kinetic energy from the flywheel 2. If the acceleration request cannot be achieved by the kinetic energy of the flywheel 2, the controller 8 engages the engine clutch CL <b> 1, starts the engine 1, and accelerates the vehicle 100 by the engine 1. Thereby, while satisfy | filling a driver | operator's acceleration request | requirement, since the kinetic energy of the flywheel 2 can be discharge | released and the vehicle 100 can be accelerated, the engine 1 can be stopped in the meantime, and the fuel consumption of the engine 1 is suppressed. , Fuel economy can be improved.

Further, in the above-described embodiment, the vehicle 100 that performs creep travel in a state where the brake pedal 15 is not depressed and the accelerator pedal 25 is not depressed is described. However, the brake pedal 15 is not depressed and the accelerator pedal 25 is depressed. There may be a vehicle 100 that does not start the vehicle 100 in a state where there is not. Such a vehicle 100 performs a start corresponding to creep travel when the accelerator pedal 25 is slightly depressed, but the start control of the above-described embodiment may be performed during such a start.

In the above embodiment, the vehicle 100 includes only the engine 1 as a power source, but may include the engine 1 and a motor as power sources, or may include only a motor instead of the engine 1.

Further, although 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.

Further, only the engine clutch CL1 is interposed between the engine 1 and the CVT 3, but a torque converter is provided between the engine 1 and the CVT 3, and the flywheel clutch CLfw is connected to the torque converter. May be.

This application claims priority based on Japanese Patent Application No. 2013-165217 filed with the Japan Patent Office on August 8, 2013, the entire contents of which are incorporated herein by reference.

Claims

A transmission provided between the drive source and the drive wheel;
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,
A flywheel regenerative system comprising start control means for controlling an engagement state of the flywheel clutch based on kinetic energy stored in the flywheel when the vehicle starts.
The flywheel regeneration system according to claim 1,
The start control means, when starting, if the kinetic energy stored in the flywheel is greater than a first predetermined value, the start control means sets the flywheel clutch in a disengaged state and starts the flywheel regeneration using the power of the drive source. system.
The flywheel regeneration system according to claim 2,
The start control means is a flywheel regeneration system in which the flywheel clutch is in a semi-engaged state when the kinetic energy stored in the flywheel is equal to or less than the first predetermined value at the start.
The flywheel regeneration system according to claim 2 or 3,
The start control means is a flywheel regeneration system that engages the flywheel clutch when the kinetic energy stored in the flywheel is less than a second predetermined value that is smaller than the first predetermined value during the start.
The flywheel regeneration system according to any one of claims 1 to 4,
Acceleration determination means for determining whether or not an acceleration request has been made,
The start control means includes:
When the acceleration request can be achieved by the kinetic energy stored in the flywheel, the flywheel is started,
When the acceleration request cannot be achieved by the kinetic energy stored in the flywheel, the flywheel regeneration system starts by the drive source.
The flywheel regeneration system according to any one of claims 1 to 5,
A flywheel regeneration system comprising prohibiting means for prohibiting start by the flywheel when the road surface slope is larger than a predetermined slope.
A transmission provided between the drive source and the drive wheel;
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 vehicle starts, calculate the kinetic energy stored in the flywheel,
A control method of a flywheel regenerative system that controls an engaged state of the flywheel clutch based on the calculated kinetic energy.