WO2015146385A1

WO2015146385A1 - Flywheel regeneration system

Info

Publication number: WO2015146385A1
Application number: PCT/JP2015/054513
Authority: WO
Inventors: 加藤　芳章
Original assignee: ジヤトコ株式会社
Priority date: 2014-03-27
Filing date: 2015-02-19
Publication date: 2015-10-01
Also published as: JP2015190503A

Abstract

A vehicle (100) is provided with: a continuously variable transmission mechanism (3); a flywheel (2) that recaptures the travelling energy of the vehicle as rotational energy; a flywheel clutch (92); an engine clutch (91); and a motor generator (20) that is connected to the flywheel (2). At the time of switching from regenerative energy travelling, in which the flywheel clutch (92) is engaged and the engine clutch (91) is disengaged in order to use the rotational energy of the flywheel (2), to normal travelling, in which the engine clutch (91) is engaged and the flywheel clutch (92) is disengaged in order to use the driving force of the engine (1), a controller (8) controls the motor generator (20) and reduces a difference in the rotational speed of the engine clutch (91) before engagement of the engine clutch (91).

Description

Flywheel regeneration system

The present invention relates to a flywheel type regeneration system capable of executing mechanical regeneration in which kinetic energy at the time of deceleration of a vehicle is converted into rotational energy of a flywheel for regeneration.

Regenerative technology that regenerates and stores rotational energy of the drive shaft during braking of the vehicle and then reuses the stored energy as rotational energy of the drive shaft, that is, kinetic energy for running the vehicle, to increase energy efficiency. Has been developed. The energy regeneration in this case includes electrical regeneration that converts the rotational energy of the drive shaft into electrical energy and regenerates the battery, and mechanical regeneration that converts the rotational energy of the drive shaft into rotational energy of the flywheel and regenerates it. There is.

In both cases of electrical regeneration and mechanical regeneration, energy loss occurs when converting the rotational energy of the drive shaft into each energy, and the drive loss is greater than energy loss when converting the rotational energy of the drive shaft into electrical energy. The energy loss when converting the rotational energy of the shaft into the rotational energy of the flywheel is smaller. Further, the rotational energy of the flywheel has a characteristic that it gradually attenuates with time due to friction loss and the like.

Therefore, when converting the rotational energy of the drive shaft into the rotational energy of the flywheel, if the rotational energy of the flywheel is immediately converted into the kinetic energy of the vehicle, the total energy loss is less than when converting into electrical energy. However, if it takes longer time to convert the rotational energy of the flywheel to the kinetic energy of the vehicle, the total energy loss becomes larger than that of the electrical energy.

Therefore, for example, Patent Document 1 predicts whether or not the energy attenuation loss due to the attenuation of the rotational energy of the flywheel exceeds the allowable range, and when the energy attenuation loss is predicted to exceed the allowable range, the flywheel A technology has been proposed in which the rotational energy of the flywheel is transmitted to the motor generator, whereby the rotational energy of the flywheel is converted into electric energy by the motor generator and regenerated to the battery.

By the way, in the traveling state (regenerative energy traveling state) in which the rotational energy regenerated on the flywheel is used for traveling driving of the vehicle, the first frictional engagement element between the flywheel and the power transmission system of the vehicle is fastened. The transmission state is set, and the second frictional engagement element between the drive source such as the engine and the motor and the power transmission system of the vehicle is released to set the power cutoff state. As a result, it is possible to start and accelerate while the engine and the like are stopped, and it is possible to save fuel consumption and power consumption.

On the other hand, if the rotational energy of the flywheel decreases due to the regenerative energy running state, the driver's required driving force cannot be satisfied. Therefore, the first frictional engagement element is released and the power is cut off, and the second frictional engagement element is engaged. Then, the power transmission state is set, and the driving state is switched to the normal traveling state in which the vehicle is driven. However, when the frictional engagement elements are switched, if there is a difference in rotational speed between the frictional engagement elements to be engaged, an engagement shock may be caused, which may cause the driver to feel uncomfortable. On the other hand, if the frictional engagement element is tightened slowly in order to suppress the engagement shock, the increase of the driving force transmitted to the drive wheels becomes slow, and the driver's request cannot be satisfied, which may also give a sense of incongruity. .

JP 2011-038621 A

The present invention has been devised in view of such problems, so that the traveling of the vehicle can be smoothly and quickly switched from the regenerative energy traveling state using the rotational energy of the flywheel to the normal traveling state by the drive source. The purpose is to provide a flywheel regenerative system.

(1) A flywheel regeneration system according to the present invention is provided in a vehicle, and regenerates with a transmission having an input unit connected to a drive source and an output unit connected to a drive wheel, and the traveling energy of the vehicle as rotational energy. A flywheel, a first frictional engagement element interposed between the flywheel and the input unit, and a second frictional engagement element interposed between the drive source and the input unit, A motor generator connected to the flywheel so as to be able to transmit power, and the regenerative energy travel using the rotational energy of the flywheel, the first friction engagement element is engaged and the second friction engagement element is released. And control means for fastening the second frictional engagement element and releasing the first frictional engagement element during normal traveling using the driving force of the drive source, Times When running mode switching for switching from the energy traveling to the normal traveling, the controls of the motor generator, thereby reducing the rotational speed difference of the second friction engagement element before fastening the second friction engagement element.

(2) When the travel mode is switched, the control means is configured so that the rotational speed of the fastening element on the drive source side of the second frictional engagement element is the rotation of the fastening element on the input side of the second frictional engagement element. If it is lower than the speed, it is preferable to regenerate the motor generator.

(3) Preferably, the control means downshifts the transmission when the motor generator is regeneratively operated.

(4) It is preferable that the amount of downshift of the transmission corresponds to the amount of driving force reduced by regeneration of the motor generator.

(5) When the travel mode is switched, the control means is configured such that the rotational speed of the fastening element on the driving source side of the second frictional engagement element is the rotation of the fastening element on the input side of the second frictional engagement element. If it is higher than the speed, it is preferable to power-operate the motor generator.

(6) Preferably, the control means upshifts the transmission when the motor generator is powered.

(7) It is preferable that the amount of upshift of the transmission corresponds to the amount of driving force that increases due to the power running of the motor generator.

(8) It is preferable that the control means puts the transmission in a slip state when the motor generator is powered.

(9) The motor generator is directly connected to the flywheel, and a speed increasing mechanism that increases the speed of rotation of the transmission and transmits the speed to the flywheel between the flywheel and the input section of the transmission. Is preferably interposed. Here, the fact that the motor generator is directly connected to the flywheel means that the motor generator is connected to the flywheel without interposing a frictional engagement element.

(10) The motor generator is directly connected to the input unit of the transmission, and is connected to the flywheel via the first frictional engagement element. The input unit of the transmission, the motor generator, It is preferable that a speed increasing mechanism for increasing the speed of rotation of the transmission and transmitting it to the motor generator is interposed.

According to the flywheel type regenerative system of the present invention, the first frictional engagement element is fastened and the second frictional engagement element is released to drive the flywheel while traveling with regenerative energy using the rotational energy of the flywheel. When the rotational energy of the flywheel cannot satisfy the driver's required driving force due to a decrease in rotational energy, the first frictional engagement element is released and the second frictional engagement element is engaged to utilize the driving force of the drive source. Switching to normal driving satisfies the driver's required driving force.

At the time of switching from the regenerative energy traveling to the normal traveling, the motor generator is controlled so that the rotational speed difference of the second frictional engagement element to be engaged is reduced before the second frictional engagement element is engaged. Thus, since the second frictional engagement element is engaged in a state where the rotational speed difference of the second frictional engagement element is reduced, the engagement shock is suppressed even if the second friction engagement element is quickly engaged, and the driver feels uncomfortable. There is no. Moreover, since it can fasten rapidly, a driver | operator's driving force request | requirement can be satisfied.

It is a block diagram which shows the 1st structural example of the drive system of a vehicle provided with the flywheel regeneration system concerning one Embodiment of this invention. It is a block diagram which shows the 2nd structural example of the drive system of a vehicle provided with the flywheel regeneration system concerning one Embodiment of this invention. It is a shift diagram explaining the control by the flywheel regeneration system concerning one Embodiment of this invention. It is a 1st example of the time chart explaining control by the flywheel regeneration system concerning one embodiment of the present invention. It is a 2nd example of the time chart explaining control by the flywheel regeneration system concerning one Embodiment of this invention. It is a flowchart explaining control by the flywheel regeneration system concerning one Embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
In the flywheel regeneration system according to the present invention, when the frictional engagement element is engaged, the motor generator is controlled in advance so as to reduce the difference in rotational speed between the two elements of the frictional engagement element. There are various drive system configurations. In the present embodiment, two examples will be described as the configuration of a drive system of a vehicle applicable to the present invention, and then a flywheel regeneration system equipped in these vehicles will be described.

[1. First configuration example of vehicle equipped with flywheel regeneration system]
A vehicle 100 according to a first configuration example will be described with reference to FIG. As shown in FIG. 1, a vehicle 100 includes an engine 1 as a power source, a flywheel 2 that regenerates energy, and a continuously variable transmission mechanism (hereinafter referred to as a CVT variator or 3) and a continuously variable transmission (CVT) 3A having a sub-transmission mechanism 4 for shifting the output rotation of the CVT variator 3, and a final reduction device 5 for decelerating the output rotation of the sub-transmission mechanism 4 of the CVT 3A; It includes left and right drive wheels 6, a hydraulic circuit 7, and a controller (control means) 8. A differential device (not shown) is interposed between the final reduction gear 5 and the left and right drive wheels 6.

An engine clutch (second frictional engagement element) 91 is provided between the engine 1 and the input shaft (transmission input shaft) 21A of the CVT 3A. The engine clutch 91 is a hydraulic clutch whose fastening capacity can be controlled by the supplied hydraulic pressure. When the engine clutch 91 is in a fastening state, the driving force of the engine 1 is transmitted to the CVT 3A.

On the input side of the CVT 3A, a transmission input shaft (transmission input portion) 21A, a torque converter 25 with a lockup clutch, an intermediate shaft 21B, a gear pair 22, and a variator input shaft 31 are provided in the order of the input path. Therefore, the input side (pump impeller side) of the torque converter 25 is connected to the transmission input shaft 21A, and the output side (turbine runner side) is connected to the intermediate shaft 21B. The gear pair 22 reversely rotates the engine rotation and transmits it to the CVT variator 3, and is composed of gears having the same number of teeth. When the lockup clutch is engaged, the variator input shaft 31 is at the same speed as the transmission input shaft 21A. Rotate.

The CVT 3A of the first configuration example includes a torque converter 25, a CVT variator 3, and a subtransmission mechanism 4. The transmission input shaft 21A corresponds to the input portion of the CVT (transmission) 3A, and the output shaft of the subtransmission mechanism 4 Corresponds to the output part of the CVT (transmission) 3A.

Also, the transmission input shaft 21A is connected to an oil pump 10 that is driven by the rotation of the transmission input shaft 21A and generates hydraulic pressure. The oil pump 10 is constituted by, for example, a gear pump or a vane pump. The hydraulic pressure generated by the oil pump 10 is supplied to the CVT variator 3, the engine clutch 91, the auxiliary transmission mechanism 4 and the like via a hydraulic circuit 7 described later.

The flywheel 2 is further connected to the transmission input shaft 21 </ b> A via

reduction gear trains

23 and 24. The flywheel 2 is configured by accommodating a rotatable cylindrical body or a disk-shaped metal body in a container. The inside of the container is in a vacuum state or a reduced pressure state in order to reduce a decrease in rotation (also referred to as windage loss) due to air resistance or the like when the metal body rotates.

Between the reduction gear train 23 and the reduction gear train 24, a flywheel clutch (first friction engagement element) 92, which is a friction engagement element used in a flywheel type regeneration system described later, is provided. The flywheel clutch 92 is a hydraulic clutch whose fastening capacity can be controlled by supplied hydraulic pressure.

The fastening capacity of the flywheel clutch 92 is controlled by a hydraulic source capable of supplying hydraulic pressure regardless of the rotation of the transmission input shaft 21A. Specifically, unlike the oil pump 10, the hydraulic pressure generated by the electric oil pump 10 </ b> E driven by the electric motor is supplied to the flywheel clutch 92. Note that the fastening capacity of the flywheel clutch 92 may be controlled not by the electric oil pump 10E but by an electric actuator.

The input side of the torque converter 25 is connected to the engine 1 via the transmission input shaft 21 </ b> A and the engine clutch 91, and is connected to the flywheel 2 via the reduction gear train 23, the flywheel clutch 92 and the reduction gear train 24. Has been. The output side of the torque converter 25 is connected to the variator input shaft 31 via the intermediate shaft 21 </ b> B and the gear pair 22. The torque converter 25 provides a torque amplifying action for amplifying the input torque of the engine 1 and the flywheel 2 and a creep action allowing a difference in input / output rotational speed.

The sub-transmission mechanism 4 is a transmission mechanism of two forward speeds and one reverse speed connected to the output shaft (variator output shaft) 32 of the variator 3. The auxiliary transmission mechanism 4 is not shown in detail, but is connected to a Ravigneaux type planetary gear mechanism in which two planetary gear carriers are coupled, and a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism, and their linked state. And a plurality of frictional engagement elements (low brake, high clutch, reverse brake) for changing. When the hydraulic pressure supplied to each friction engagement element is adjusted and the engagement / release state of each friction engagement element is changed, the gear position of the subtransmission mechanism 4 is changed.

If any frictional engagement element in the auxiliary transmission mechanism 4 is not fastened, the CVT 3A, the final reduction gear 5 and the drive wheels 6 are powered off, and the low brake or high clutch used at the start also functions as a start clutch. To do.

The hydraulic circuit 7 is constituted 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 oil pump 10, the CVT variator 3, the engine clutch 91, and the auxiliary transmission mechanism 4 through an oil passage. The hydraulic circuit 7 generates the hydraulic pressure required by each pulley of the variator 3, the engine clutch 91 and the auxiliary transmission mechanism 4 using the hydraulic pressure generated by the oil pump 10 as a source pressure, and the generated hydraulic pressure is used for each pulley of the variator 3. , And supplied to the engine clutch 91 and the auxiliary transmission mechanism 4.

The output shaft 11 of the engine 1 is connected with an alternator 12 and an air conditioner compressor 13 as auxiliary machines via a power transmission member (belt / pulley mechanism) 14. The alternator 12 is electrically connected to the battery 15, and the battery 15 is charged by the electric power generated by the alternator 12. A starter motor 18 is connected to the output shaft 11 of the engine 1 via a gear pair 17, and the engine 1 is started by the output rotation of the starter motor 18 when the engine is started.

The flywheel 2 is directly connected to a motor generator (motor generator) 20. Here, the fact that the motor generator 20 is directly connected to the flywheel 2 means that the motor generator 20 is directly connected to the flywheel 2 without interposing a frictional engagement element. The motor generator 20 is connected to the battery 15 via the inverter 16.

The inverter 16 controls the operation of the motor generator 20 so that the flywheel 2 rotates at the set rotation speed. In the rotation control of the flywheel 2 in this case, the motor generator 20 is operated by powering when the rotation of the flywheel 2 is increased, and the motor generator 20 is regenerated (power generation operation) when decelerated. The battery 15 can be charged by the generated power when the motor generator 20 is regeneratively operated. Each rotation speed is also called a rotation speed because it is a rotation speed per unit time.

The vehicle 100 is equipped with a brake device 60 that brakes the driving wheels 6 and driven wheels (not shown). The brake device 60 is an electronically controlled brake in which a brake pedal 61 and a master cylinder 62 are mechanically independent. When the driver depresses the brake pedal 61, a brake actuator 63 operated by control of the controller 8 described later displaces the piston of the master cylinder 62, and the driver depresses the brake pedal 61, that is, a hydraulic pressure corresponding to the required deceleration. Is supplied to the wheel cylinder 64 of each wheel, and the brake caliper 65 pinches the brake disc 66 to generate a braking force. The brake device 60 uses a servo system that uses the negative pressure of the engine 1 and uses the negative pressure of the electric vacuum pump when the engine 1 is stopped.

The controller 8 includes a CPU, a RAM, an input / output interface, and the like. The controller 8 includes a rotational speed sensor 81 for detecting the rotational speed of the engine 1 (engine rotational speed) Ne, a rotational speed sensor 82 for detecting the rotational speed of the variator input shaft 31 (CVT input shaft rotational speed) Nin, and the flywheel 2. A rotation speed sensor 83 for detecting the rotation speed (flywheel rotation speed) Nfw, a vehicle speed sensor 84 for detecting the vehicle speed VSP, an accelerator opening sensor 86 for detecting the opening APO of the accelerator pedal 85, and the driver of the brake pedal 61 A signal from a brake sensor 87 or the like that detects the stepping force is input.

The controller 8 performs various calculations based on the input signal, and controls the CVT variator 3, the shift of the subtransmission mechanism 4, the engagement / release of the

clutches

91 and 92, and the brake actuator 63, respectively. In particular, when the driver depresses the brake pedal 61 and the vehicle 100 decelerates, the controller 8 engages the flywheel clutch 92 and accelerates the rotation input from the drive wheels 6 by the

reduction gear trains

23 and 24. By rotating the flywheel 2 and converting the kinetic energy of the vehicle 100 into the kinetic energy of the flywheel 2, the kinetic energy of the vehicle 100 is regenerated by the flywheel 2 and regenerative braking is performed.

[2. Second configuration example of a vehicle equipped with a flywheel regeneration system]
A vehicle 200 according to the second configuration example will be described with reference to FIG. 2, the same reference numerals as those in FIG. 1 denote the same components, and a part of the description is simplified. As shown in FIG. 2, the vehicle 200 includes an engine 1 as a power source, a flywheel 2 that regenerates energy, and a continuously variable transmission mechanism (hereinafter referred to as a CVT variator or 3) and a continuously variable transmission (CVT) 3B having a forward / reverse switching mechanism 104 that outputs the output rotation of the CVT variator 3 forward or reverse, and the output rotation of the forward / reverse switching mechanism 104. A final reduction gear 5 that decelerates, left and right drive wheels 6, a hydraulic circuit 7, and a controller (control means) 8 are provided. A differential device (not shown) is interposed between the final reduction gear 5 and the left and right drive wheels 6.

Between the engine 1 and the CVT variator 3, an auxiliary transmission mechanism 190 and a wet starting clutch (WSC) 27 are provided instead of the torque converter 25 and the engine clutch 91 of the first configuration example. Yes. The auxiliary transmission mechanism 190 includes a planetary gear type auxiliary transmission mechanism 191, a one-way clutch 192, and a direct clutch (second frictional engagement element) 193.

The CVT 3B of the second configuration example includes the sub-transmission 190, the WSC 27, the CVT variator 3, and the forward / reverse switching mechanism 104, and a transmission input shaft 121 described later corresponds to an input portion of the CVT (transmission) 3B. The output shaft 5a of the forward / reverse switching mechanism 104 corresponds to the output portion of the CVT (transmission) 3B.

The planetary gear type auxiliary transmission mechanism 191 includes a ring gear 191a, a planetary pinion 191c supported by the planetary carrier 191b, and a sun gear 191d. The output shaft 11 of the engine 1 is connected to the ring gear 191a. A transmission input shaft 121 is connected to the planetary carrier 191b. A gear 26a that meshes with the gear 26 connected to the flywheel 2 side is coupled to the planetary carrier 191b. The direct clutch 193 is interposed between the ring gear 191a and the planetary carrier 191b. Further, a one-way clutch 192 is connected to the sun gear 191d.

If the driving force from the flywheel 2 is not input and the driving force from the engine 1 is input, the one-way clutch 192 regulates the rotation of the sun gear 191d. At this time, if the direct clutch 193 is not engaged, the rotation of the ring gear 191a to which the driving force is transmitted from the engine 1 is decelerated through the planetary pinion 191c and transmitted to the planetary carrier 191b to set the first speed (low speed) stage. . Further, if the direct clutch 193 is engaged, the rotation of the ring gear 191a to which the driving force is transmitted from the engine 1 is transmitted directly to the planetary carrier 191b without being decelerated, and the second speed (high speed) stage is set. Here, since the sub-transmission mechanism 191 is provided with the first speed stage on the lower speed side than the second speed stage, the first speed stage can output a larger torque than the second speed stage. As a result, the auxiliary transmission mechanism 191 has a torque amplification function in the torque converter.

Further, when the driving force is input from the flywheel 2, the direct clutch 193 is released, and the driving force input from the flywheel 2 is output to the transmission input shaft 121 via the planetary carrier 191b.

Conversely, the one-way clutch 192 frees the rotation of the sun gear 191d during regenerative (or during braking) when reverse driving force is input from the drive wheels 6 to the engine 1 or flywheel 2 side. At this time, if the wet start clutch 27 is engaged and the direct clutch 193 is not engaged, the rotation of the planetary carrier 191 b is transmitted to the gear 26. If the direct clutch 193 is engaged, the rotation of the planetary carrier 191b is directly transmitted to the ring gear 191a, but the rotation is not transmitted to the ring gear 191a. Therefore, the direct clutch 193 has a function equivalent to that of the engine clutch 91 of the first configuration example.

The WSC 27 is interposed between the transmission input shaft 121 connected to the planetary carrier 191b of the auxiliary transmission mechanism 191 and the intermediate shaft 122 connected to the input shaft (variator input shaft) 31 of the CVT variator 3. The WSC 27 is controlled from the slip engagement state in which the transmission torque can be adjusted according to the hydraulic pressure supply to the complete engagement state. When the WSC 27 is in the slip engagement state, a creep action that allows a difference in input / output rotational speed is obtained, which is effective when starting.

The oil pump 110 and the motor generator 120 are connected to the transmission input shaft 121 of the auxiliary transmission mechanism 191 via

speed increasing mechanisms

121a and 121b. The oil pump 110 is constituted by, for example, a gear pump or a vane pump. The hydraulic pressure generated by the oil pump 110 is supplied to the CVT variator 3, the direct clutch (engine clutch) 193 of the auxiliary transmission 190, the WSC 27, the forward / reverse switching mechanism 104, and the like via a hydraulic circuit 7 described later.

In addition, a gear pair (counter gear pair) 22 is interposed between the intermediate shaft 122 connected to the WSC 27 and the variator input shaft 31, and connects the WSC 27 and the CVT variator 3. The gear pair 22 reversely rotates the engine rotation and transmits it to the variator input shaft 31. The gear pair 22 is composed of gears having the same number of teeth. When the WSC 27 is completely fastened, the variator input shaft 31 is at the same speed as the intermediate shaft 122. Rotate.

The gear 26 that meshes with the planetary carrier 191b is connected to the flywheel 2 via

reduction gear trains

23 and 24 in which a flywheel clutch (first frictional engagement element) 92 is provided. That is, one of the gears of the reduction gear train 23 is coupled to the rotation shaft of the gear 26, and the gear 26 and the flywheel 2 are power-coupled via the reduction gear train 23, the flywheel clutch 92, and the reduction gear train 24. Yes.

The flywheel clutch 92 is a hydraulic clutch whose fastening capacity can be controlled by the supplied hydraulic pressure, as in the first configuration example. The engagement capacity of the flywheel clutch 92 is controlled by a hydraulic source capable of supplying hydraulic pressure. Specifically, unlike the oil pump 110, the hydraulic pressure generated by the electric oil pump 10E driven by the electric motor is supplied to the flywheel clutch 92.

The forward / reverse switching mechanism 104 connected to the output shaft (variator output shaft) 32 of the CVT variator 3 uses a planetary gear, the variator output shaft 32 is connected to the ring gear, and the input shaft 5a to the final reduction gear 5 is used. Is connected to the sun gear, and although not shown in detail, the forward clutch 104a is connected between the planetary carrier and the sun gear, and the reverse brake 104b is connected to the planetary carrier. When the hydraulic pressure supplied to these frictional engagement elements (forward clutch 104a, reverse brake 104b) is adjusted and the engagement / release state of each frictional engagement element is changed, forward / reverse travel is changed. If any of the frictional engagement elements in the forward / reverse switching mechanism 104 is not fastened, the CVT variator 3, the final reduction gear 5 and the drive wheels 6 are powered off and function as a starting clutch.

Similar to the first configuration example, the hydraulic circuit 7 includes a solenoid valve that operates in response to a signal from the controller 8, and includes an oil pump 110, a CVT variator 3, a direct clutch (engine clutch) 193, a WSC 27, It is connected to the switching mechanism 104 via an oil passage. The hydraulic circuit 7 generates the hydraulic pressure required by each pulley of the CVT variator 3, the direct clutch 193, the WSC 27, and the forward / reverse switching mechanism 104 using the hydraulic pressure generated by the oil pump 110 as a source pressure. Supplied to each pulley of the variator 3, the direct clutch 193, the WSC 27, and the forward / reverse switching mechanism 104.

Although not shown in FIG. 2, as in the first configuration example, an alternator or the like is connected to the output shaft 11 of the engine 1 as an auxiliary machine, and the alternator is connected to the battery 15 and the battery 15 is charged. Further, a starter motor is connected to the output shaft 11 of the engine 1, and the engine 1 is started by the output rotation of the starter motor when the engine is started.

Incidentally, also in this configuration example, the motor generator 120 is connected to the battery 15 via the inverter 16. The inverter 16 can control the operation of the motor generator 120 so that the flywheel 2 rotates at the set rotation speed. In the second configuration example, the motor generator 120 is not directly connected to the flywheel 2, but if the flywheel clutch 92 is connected and the direct clutch 193 is powered off, the motor generator 120 and the flywheel 2 are driven and connected. And the rotation of the flywheel 2 can be controlled.

Also in this case, in the rotation control of the flywheel 2, when the rotation of the flywheel 2 is increased, the motor generator 120 is operated by powering, and when it is decelerated, the motor generator 120 is regenerated (power generation operation). The battery 15 can be charged by the generated power when the motor generator 120 is regeneratively operated.

Although not shown in FIG. 2, as in the first configuration example, the vehicle 200 is equipped with a brake device 60 that brakes the driving wheels 6 and the driven wheels (not shown). The brake device 60 is an electronically controlled brake in which the brake pedal 61 and the master cylinder are mechanically independent. When the driver depresses the brake pedal 61, a brake actuator 63 operated by the control of the controller 8 described later displaces the piston of the master cylinder, and the driver depresses the brake pedal 61, that is, the hydraulic pressure corresponding to the required deceleration. It is supplied to the wheel cylinder of each wheel, and the brake caliper pinches the brake disc to generate a braking force.

The controller 8 includes a CPU, a RAM, an input / output interface, and the like as in the first configuration example. The controller 8 includes a rotation speed sensor 81 for detecting the engine rotation speed Ne, a rotation speed sensor 82 for detecting the rotation speed (input shaft rotation speed) Nin of the transmission input shaft 121, and a rotation speed for detecting the flywheel rotation speed Nfw. Signals from a sensor 83, a vehicle speed sensor 84 that detects the vehicle speed VSP, an accelerator opening sensor 86 that detects the opening APO of the accelerator pedal 85, a brake sensor 87 that detects the force that the driver steps on the brake pedal 61, and the like are input. The

The controller 8 performs various calculations based on the input signal, and engages / releases the CVT variator 3, the direct clutch (engine clutch) 193, the flywheel clutch 92, the forward / reverse switching mechanism 104, and the WSC 27. Slip control and operation of the brake actuator 63 are controlled. In particular, when the driver depresses the brake pedal 61 and the vehicle 200 decelerates, the controller 8 fastens the flywheel clutch 92 and accelerates the rotation input from the drive wheels 6 by the

reduction gear trains

As in the first configuration example, in this second configuration example, the flywheel clutch 92 may have its fastening capacity controlled by an electric actuator instead of the electric oil pump 10E. Further, in the second configuration example, the electric oil pump or the like may not be provided, and the oil pump 110 may be driven by the motor generator 120 and controlled by the hydraulic pressure supplied by the oil pump 110.

In this case, since it is not necessary to newly provide an electric oil pump or the like, the cost can be reduced. The motor generator 120 and the oil pump 110 are cut off from the driving wheel 6 and power transmission by the WSC 27, the power transmission from the engine 1 is cut off by the direct clutch, and the power transmission from the flywheel 2 is cut off by the flywheel clutch 92. Therefore, if the WSC 27, the direct clutch 193, and the flywheel clutch 92 are released, even if the oil pump 110 is driven by the motor generator 120, the power of the motor generator 120 is transmitted to the drive wheels 6, the engine 1, and the flywheel 2. It will never be done.

[3. Overview of control of flywheel regeneration system]
In the first configuration example and the second configuration example, when regenerative braking is performed, the flywheel clutch 92 is engaged and the gear ratio of the CVT variator 3 (hereinafter referred to as the CVT gear ratio) is downshifted to the low side. By doing so, the rotational speed of the drive wheel 6 can be increased and input to the flywheel 2, and the rotational speed of the flywheel 2, that is, the magnitude of the stored kinetic energy can be increased.

During regeneration by the flywheel 2, the controller 8 controls the engagement capacity of the flywheel clutch 92 so as to obtain a braking force (regenerative braking) according to the driver's deceleration request. When regenerative braking cannot be generated before the flywheel clutch 92 is engaged, or when the driver's deceleration request cannot be satisfied by regenerative braking alone, the controller 8 operates the brake actuator 63 to apply the braking force of the brake 60. To increase the braking force according to the driver's deceleration request.

The kinetic energy regenerated by the flywheel 2 can be stored as the rotation of the flywheel 2 by releasing the flywheel clutch 92. By engaging the flywheel clutch 92 while the kinetic energy is stored in the flywheel 2, the kinetic energy stored in the flywheel 2 is transmitted from the transmission input shaft 21 to the variator input shaft 31, and the vehicle 200 It can be used for starting or accelerating energy.

In particular, by properly selecting the mass of the flywheel 2 and the reduction gear ratios of the

reduction gear trains

23 and 24, the

heavy vehicles

100 and 200 are started in a state where the flywheel 2 is sufficiently rotated. Sufficient energy can be stored.
Thus, when the

vehicles

100 and 200 are decelerated, the controller 8 engages the flywheel clutch 92 and the kinetic energy of the

vehicles

100 and 200 is regenerated to the kinetic energy of the flywheel 2.

On the other hand, the kinetic energy (regenerative energy) generated by the rotation regenerated on the flywheel 2 is used when the

vehicle

100 or 200 is subsequently started or accelerated. When performing regenerative energy traveling using the regenerative energy for driving the

vehicles

100 and 200, the

engine clutches

91 and 193 are turned off (disconnected), and the flywheel clutch 92 is turned on (engaged). As a result, the flywheel 2 can power the

vehicles

100 and 200 while releasing the regenerated energy.

In regenerative energy travel, while the speed VSP of the

vehicles

100 and 200 is increased, the rotational speed Nfw of the flywheel 2 is gradually decreased. At this time, the kinetic energy of the flywheel 2 can be smoothly converted into the kinetic energy of the

vehicles

100 and 200 by performing shift control for upshifting the CVT gear ratio from the Low side to the High side through the controller 8. .

However, when starting or accelerating from an extremely low vehicle speed, the rotational speed of the flywheel 2 is too high for the vehicle speed VSP, and a rotational speed state that does not hold even when the CVT gear ratio is at the lowest level occurs. At this time, the differential rotation can be absorbed by the torque converter 25 in the first configuration example and the slip control of the WSC 27 by the controller 8 in the second configuration example.

Thus, when the regenerative energy traveling is performed, the rotational energy of the flywheel 2 is not satisfied with the rotational energy of the flywheel 2 due to a decrease in the rotational energy of the flywheel 2. In this case, the regenerative energy travel is switched to the normal travel in which the vehicle is travel-driven using the driving force of the engine 1 that is a drive source.

During regenerative energy traveling, the

engine clutches

91 and 193 are turned off and the flywheel clutch 92 is turned on. However, during normal traveling, the

engine clutches

91 and 193 are turned on and the flywheel clutch 92 is turned off. It is necessary to. That is, the

clutches

91 and 193 and the clutch 92 need to be replaced. In order to quickly engage the

clutches

91 and 193 when the clutch is switched, a control peculiar to the present system is used.

[4. Control when switching the travel mode of the flywheel regeneration system]
When the controller 8 switches the traveling mode from the regenerative energy traveling to the normal traveling, the motor 8 reduces the rotational speed difference between the elements engaged in the

engine clutches

91 and 193 immediately before the

engine clutches

91 and 193 are engaged. The

generators

20 and 120 are controlled. This is the control unique to this system.

The controller 8 converts the regenerative energy travel to the normal travel by converting the flywheel rotational speed Nfw detected by the rotational speed sensor 83 into the rotational speed (input shaft rotational speed) Nin of the transmission input shafts 21 and 121. (Flywheel input shaft equivalent rotational speed) Nfwin is compared with the input shaft rotational speed Nin, and when the flywheel input shaft equivalent rotational speed Nfwin decreases to the input shaft rotational speed Nin, the above-described travel mode switching is performed.

Here, the flywheel input shaft equivalent rotational speed Nfwin is used for the following reason. That is, the

reduction gear trains

23, 24 and the like are interposed between the flywheel 2 and the transmission input shafts 21, 121, and when the flywheel clutch 92 is engaged, the rotation of the flywheel 2 is reduced. , 24, etc., and transmitted to the transmission input shafts 21, 121. Therefore, in order to compare the rotational speed of the flywheel clutch 92 with the transmission input shafts 21 and 121, it is necessary to convert the flywheel clutch rotational speed Nfw to the rotational speed Nin of the transmission input shafts 21 and 121. In particular, in the drive systems of the

vehicles

100 and 200, since the input shaft rotational speed Nin is the center of each control, the flywheel input shaft equivalent rotational speed Nfwin is used.

The controller 8 controls the CVT gear ratio so that the input shaft rotation speed Nin corresponds to the vehicle speed according to the shift line of the shift diagram as shown in FIG. The shift line is determined according to the accelerator opening as shown by a two-dot chain line in FIG. For example, the shift line corresponding to the accelerator opening at that time is shown by a broken line in FIG. 3, and when the flywheel input shaft conversion rotational speed Nfwin decreases as the vehicle speed increases as shown by a one-dot chain line in FIG. And the change line of the flywheel input shaft equivalent rotational speed Nfwin indicated by the alternate long and short dash line intersect the flywheel input shaft equivalent rotational speed Nfwin up to the input shaft rotational speed Nin on the gear shift diagram. Will be reduced.

The controller 8 sets the rotation speed Nengin0 at the intersecting point as a rotation speed (engine start index rotation speed) as an index for starting the engine 1, and the flywheel input shaft conversion rotation speed Nfwin and the input shaft rotation speed Nin This is performed at a timing when the engine start index rotational speed Nengin0 is reduced to a rotational speed (Nengin0 + α) obtained by adding a minute amount α. The engine start index rotational speed Nengin0 and the engine input shaft conversion rotational speed Nengin described later are also values obtained by converting the engine rotational speed Ne into the rotational speeds of the input shafts 21 and 121.

Since the start of the engine 1 is performed by driving the starter motor 18 and fuel injection, there is a time lag from the start of the engine 1 to the completion of the start. Even during this time lag, the flywheel input shaft equivalent rotational speed Nfwin and the input shaft rotational speed Nin decrease. Accordingly, the engine 1 is started at the timing when the minute amount α corresponding to the decreasing rotational speed is added to the engine start index rotational speed Nengin0 and the rotational speed (Nengin0 + α) obtained by adding the small amount α to the engine start index rotational speed Nengin0. When the command is issued, the engine 1 is completely started when the flywheel input shaft conversion rotational speed Nfwin and the input shaft rotational speed Nin are reduced to the engine start index rotational speed Nengin0. Can be adapted to

When the flywheel input shaft conversion rotational speed Nfwin and the input shaft rotational speed Nin decrease to the engine start index rotational speed Nengin0, first, the rotational speed difference between the elements engaged in the

engine clutches

91 and 193 is changed before the clutch changeover. Is controlled to reduce. This is the control unique to this system. That is, in the first configuration example, the rotational speed difference between the two

engagement elements

91a and 91b of the engine clutch 91 is determined. In the second configuration example, the two engagements of the engine clutch (direct clutch) 193 are determined. The rotational speed difference between the

elements

193a and 193b is reduced.

Here, the control for reducing the rotational speed difference will be described with reference to the time charts of FIGS. Here, a case where the second configuration example is used is illustrated. As shown in FIGS. 4 and 5, at time points t ₁₁ and t ₂₁ , the vehicle starts to start or accelerate when the brake pedal is switched from on to off and the accelerator pedal is switched from off to on. At this time, the engine 1 is stopped, the flywheel clutch 92 is turned from off to on, the engine clutch 193 is kept off, and regenerative energy traveling is performed.

By engagement of the flywheel clutch 92, transmission input shaft 121 is gradually increased at once rotational speed at the time t _12, t _22, the input shaft rotation speed Nin matches the flywheel input shaft conversion speed Nfwin. By slip-engaging the WSC 27 at these times t ₁₂ and t ₂₂ , the rotation of the flywheel 2 is transmitted to the drive wheels 6 via the CVT 3 and the like, and the vehicle speed increases. The slip engagement of the WSC 27 is controlled based on the driver's required driving force. The higher the required driving force is, the shorter the time from the start of the WSC 27 engagement to the completion of the engagement is controlled, thereby reducing the required driving force. Satisfy.

When the WSC 27 is completely fastened at time points t ₁₃ and t ₂₃ , the CVT gear ratio is subsequently shifted from the low side to the high side. The shift speed from the Low side to the High side in the CVT variator 3 is controlled based on the driver's required driving force, and the higher the required driving force, the faster the gear shifting speed, so that the rotational energy is quickly released from the flywheel 2. To satisfy the required driving force. Eventually, at time points t ₁₄ and t ₂₄ , the flywheel input shaft conversion rotational speed Nfwin and the input shaft rotational speed Nin become the rotational speed (Nengin0 + α) obtained by adding a small amount α to the engine start index rotational speed Nengin0. Command to start.

The engine 1 is eventually cranked by the starter motor, and in parallel with this, the flywheel input shaft conversion rotational speed Nfwin and the input shaft rotational speed Nin decrease, and the engine start index rotational speed Nengin0 decreases at time points t ₁₅ and t _25. To do.

As shown in FIG. 4, this point t _15, if the engine input shaft converted rotational speed Nengin is exceeds the flywheel input shaft conversion speed Nfwin and the input shaft rotation speed Nin, the flywheel input motor generator 120 is power running operation The shaft conversion rotational speed Nfwin and the input shaft rotational speed Nin are increased to approach the input shaft conversion rotational speed Nengin. At this time, the driving force transmitted to the driving wheel 6 is increased by the power running of the motor generator 12, which gives the driver a sense of incongruity.

However, by performing upshift control of the CVT gear ratio while powering the motor generator 12, the driving force output from the CVT 3 can be reduced, and the above-mentioned uncomfortable feeling can be suppressed. The amount of upshift of this CVT 3 is assumed to be the amount of driving force that increases due to the power running of the motor generator 120. Accordingly, during a period from the time t ₁₅ of FIG. 4 to the time t _16, unlike the change in the speed ratio up to the point t _15, more shifting to the High side is performed. Further, between the time t ₁₅ the time t _16, as shown by two-dot chain line in place of the upshift CVT 3, or WSC27 may be used as a slip state in addition. Thereby, the driving force transmitted to the driving wheel 6 can be reduced similarly to the case where the CVT 3 is upshifted, and the above-mentioned uncomfortable feeling can be suppressed.

On the other hand, as shown in FIG. 5, when the engine input shaft equivalent rotational speed Nengin falls below the flywheel input shaft equivalent rotational speed Nfwin and the input shaft rotational speed Nin at time t ₂₅ , the motor generator 120 is regenerated to fly. The wheel input shaft equivalent rotational speed Nfwin and the input shaft rotational speed Nin are lowered to approach the engine input shaft equivalent rotational speed Nengin. At this time, since the driving force transmitted to the driving wheel 6 is reduced by the power generation (regeneration) of the motor generator 120, the driver feels uncomfortable. However, the CVT gear ratio is downshift controlled while the motor generator 12 is generating power. The amount of downshift of the CVT variator 3 is the amount of driving force that is reduced by the power generation of the motor generator 120. Accordingly, during a period from the time t ₂₅ of FIG. 5 to time t _26, unlike the change in the speed ratio up to the point t _25, the shift to the Low side it is performed.

After that, when the flywheel input shaft equivalent rotational speed Nfwin and the input shaft rotational speed Nin approach the engine input shaft equivalent rotational speed Nengin at time points t ₁₆ and t ₂₆ , the engine clutch 193 is turned on from off, At time t ₁₇ and t ₂₇ when the engine clutch 193 is turned on, the flywheel clutch 92 is switched from on to off. During this time, although controlling the CVT speed ratio to match the rotational speed of the input shaft 121 side and the driving wheels 6, return the CVT speed ratio at the time point t _18, t ₂₈ to the control along the shift line in FIG. 3 Let

[5. Action and Effect]
[5-1. flowchart]
Next, the control at the time of driving mode switching of this flywheel regeneration system will be described using the flowchart of FIG.

As shown in FIG. 6, the controller 8 first determines whether or not it is power running (regenerative energy travel) due to kinetic energy release of the flywheel 2 (step S10). Here, if it is not regenerative energy driving | running, the process of this control period will be complete | finished and it will start from the process of step S10 with the next control period. On the other hand, in the case of regenerative energy travel, it is determined whether or not the flywheel input shaft equivalent rotational speed Nfwin has decreased to the rotational speed at which the engine 1 is started (engine start index rotational speed Nengin0 + α) (step S20).

Here, if the flywheel input shaft conversion rotational speed Nfwin is not reduced to the rotational speed (Nengin0 + α) at the start timing of the engine, the determination process of step S20 is performed in units of control cycles. When the flywheel input shaft conversion rotational speed Nfwin decreases to the rotational speed (Nengin0 + α) for starting the engine, the engine 1 is started (step S30).

Then, it is determined whether or not the flywheel input shaft conversion rotational speed Nfwin has decreased to the engine start index rotational speed Nengin0 (step S40). If the flywheel input shaft conversion rotational speed Nfwin has not decreased to the engine start index rotational speed Nengin0, the determination process of step S40 is performed in units of control cycles. When the flywheel input shaft equivalent rotational speed Nfwin decreases to the engine start index rotational speed Nengin0, it is determined at this point whether or not the flywheel input shaft equivalent rotational speed Nfwin is larger than the engine input shaft equivalent rotational speed Nengin. (Step S50).

If the flywheel input shaft conversion rotational speed Nfwin is larger than the engine input shaft conversion rotational speed Nengin, the

motor generators

20 and 120 are regenerated to convert the flywheel input shaft conversion rotational speed Nfwin together with the input shaft rotational speed Nin to the engine input shaft conversion. The rotational speed is reduced to Nengin (step S60).

If the flywheel input shaft equivalent rotational speed Nfwin is equal to or lower than the engine input shaft equivalent rotational speed Nengin, the

motor generators

20 and 120 are powered to operate the flywheel input shaft equivalent rotational speed Nfwin together with the input shaft rotational speed Nin and the engine input shaft equivalent rotational speed. The speed is increased to Nengin (step S70).

In the process of step S60 or step S70, in parallel with this, the CVT gear ratio is corrected according to the driving force (the amount of change in driving force) that changes due to regeneration and power running of the

motor generators

20, 120. Further, when the

motor generators

20 and 120 are powered, the WSC 27 is slip-controlled (step S80).

Then, it is determined whether or not the flywheel input shaft equivalent rotational speed Nfwin matches the engine input shaft equivalent rotational speed Nengin (step S90), and the flywheel input shaft equivalent rotational speed Nfwin is equal to the engine input shaft equivalent rotational speed Nengin. If not, the processes in steps S50 to S90 are repeated for each control cycle. If the flywheel input shaft equivalent rotational speed Nfwin matches the engine input shaft equivalent rotational speed Nengin, the

engine clutches

91 and 193 are turned from off to on. The flywheel clutch 92 is switched from on to off (step S100).

During this time, the CVT gear ratio is controlled so that the rotational speeds on the drive wheel 6 side and the input shaft 121 side are matched, and thereafter, the CVT gear ratio is returned to the control along the gear line in FIG. 3 (step S110).

The determination in step S40 determines whether or not the flywheel input shaft equivalent rotational speed Nfwin is larger than a certain range including the engine input shaft equivalent rotational speed Nengin. It is determined whether or not the converted rotational speed Nfwin is within a certain range including the engine input shaft converted rotational speed Nengin, and the flywheel input shaft converted rotational speed Nfwin is constant close to the engine input shaft converted rotational speed Nengin. You may control so that it may approach in the area | region.

As described above, according to the control of the present system, if the driver's required driving force cannot be satisfied with the rotational energy of the flywheel 2 due to a decrease in rotational energy of the flywheel 2 during traveling with regenerative energy traveling, However, when the

engine clutch

91, 193 is engaged when switching from regenerative energy traveling to normal traveling, the rotational speed difference between the engaging elements is eliminated or reduced, so that the required driving force is satisfied. Even if it is fastened, the fastening shock is suppressed and the driver does not feel uncomfortable. Moreover, since it can fasten rapidly, a driver | operator's driving force request | requirement can be satisfied.

In addition, when shifting from regenerative energy traveling to normal traveling, the flywheel input shaft equivalent rotational speed Nfwin can be larger or smaller than the engine input shaft equivalent rotational speed Nengin. If the rotational speed is larger than the input shaft conversion speed Nengin, the electric energy generated by the regenerative operation of the

motor generators

20 and 120 can be stored in the battery 15, and the energy efficiency is improved.

Further, when the rotational speed difference is controlled to be reduced, a change in the driving force transmitted to the drive wheels 6 by the control of the CVT gear ratio and the slip control of the WSC 27 is suppressed, so that the driver can be prevented from feeling uncomfortable. .

Further, when the flywheel 2 is configured to be small, it is necessary to perform high rotation in order to accumulate large kinetic energy. However, the rotation on the CVTA3 side is performed between the CVT 3A and the flywheel 2 as in the first configuration example. A speed-up mechanism (deceleration gear trains 23 and 24) that speeds up and transmits the speed to the flywheel 2 is provided, and the flywheel 2 can be rotated at a high speed, so that the flywheel 2 can be downsized. Improves mountability and lowers costs.

By providing such a speed increasing mechanism, when the motor generator 20 eliminates or reduces the difference in rotational speed of the engine clutch 91, high-precision rotation control is possible, which is advantageous in reducing the fastening shock. . That is, when the

reduction gear trains

23 and 24 are not provided, in order to slightly change the rotation speed of the fastening element 91b, it is necessary to finely control the rotation speed of the motor generator 20, and the control logic becomes complicated. However, when the rotational speed of the fastening element 91b is slightly changed by the rotational speed of the motor generator 20 being reduced by the

reduction gear trains

23 and 24 and transmitted to the fastening element 91b as in the first configuration example, the motor generator It is not necessary to finely control the rotational speed of 20, and the control logic is not complicated, and the fastening element 91b can be easily controlled to the intended rotational speed.

The motor generator 120 is regenerated by being rotated from the drive wheels 6 or the engine 1 of the drive source. However, since the speed increasing mechanism 121b is provided as in the second configuration example, the speed is increased even in the low vehicle speed region. The motor generator 120 can be rotated by the rotation increased by the mechanism 121b, and power generation can be performed in a wide driving scene.

Also, by providing such a speed increasing mechanism 121b, when the

engine clutches

91 and 193 are synchronized by the motor generator 120, high-precision rotation control is possible, which is advantageous in reducing the fastening shock. That is, when the speed increasing mechanism 121b is not provided, in order to slightly change the rotation speed of the fastening element 193b, it is necessary to finely control the rotation speed of the motor generator 120, and the control logic becomes complicated. However, as in the second configuration example, when the rotational speed of the motor generator 120 is decelerated by the speed increasing mechanism 121b and transmitted to the fastening element 193b, when the rotational speed of the fastening element 193b is slightly changed, It is not necessary to finely control the rotation speed, the control logic is not complicated, and the fastening element 193b can be easily controlled to the intended rotation speed.

[5. Others]
As mentioned above, although embodiment of this invention was described, this invention can be implemented by changing each embodiment suitably or employ | adopting a part in the range which does not deviate from the meaning.

A vehicle to which the present invention can be applied includes at least a transmission not limited to a CVT, a flywheel, a first frictional engagement element interposed between the flywheel and an input portion of the transmission, and a drive source. And a second frictional engagement element interposed between the motor and the input unit, a motor generator connected directly or indirectly to the flywheel so that power can be transmitted, and control means for controlling each frictional engagement element. Any configuration may be used, and the configuration is not limited to that described in the above embodiment.

Further, the transmission can be applied not only to CVT (continuously variable transmission) but also to a stepped transmission.

Claims

A transmission mounted on a vehicle, having an input connected to a drive source and an output connected to drive wheels;
A flywheel for regenerating the running energy of the vehicle as rotational energy;
A first frictional engagement element interposed between the flywheel and the input unit;
A second frictional engagement element interposed between the drive source and the input unit;
A motor generator connected to the flywheel to transmit power;
During regenerative energy travel using the rotational energy of the flywheel, the first friction engagement element is fastened and the second friction engagement element is released, and during normal travel using the driving force of the drive source Comprises a control means for fastening the second frictional engagement element and releasing the first frictional engagement element,
The control means controls the motor generator to switch the rotational speed of the second frictional engagement element before engaging the second frictional engagement element when switching the travel mode from the regenerative energy travel to the normal travel. Reduce the difference,
Flywheel regenerative system.
The control means is configured such that when the travel mode is switched, the rotational speed of the fastening element on the drive source side of the second frictional engagement element is higher than the rotational speed of the fastening element on the input portion side of the second frictional engagement element. The flywheel regeneration system according to claim 1, wherein if it is low, the motor generator is regeneratively operated.
3. The flywheel regeneration system according to claim 2, wherein the control means downshifts the transmission when the motor generator is regenerated.
The flywheel type regeneration system according to claim 3, wherein the downshift amount of the transmission corresponds to a driving force reduced by regeneration of the motor generator.
The control means is configured such that when the travel mode is switched, the rotational speed of the fastening element on the drive source side of the second frictional engagement element is higher than the rotational speed of the fastening element on the input portion side of the second frictional engagement element. The flywheel regeneration system according to any one of claims 1 to 4, wherein if the height is high, the motor generator is operated by powering.
The flywheel regeneration system according to claim 5, wherein the control means upshifts the transmission when the motor generator is operated in a powering operation.
The flywheel regeneration system according to claim 6, wherein the upshift amount of the transmission corresponds to a driving force increased by powering of the motor generator.
The flywheel regeneration system according to any one of claims 5 to 7, wherein the control means puts the transmission into a slip state when the motor generator is powered.
The motor generator is directly connected to the flywheel,
The speed increasing mechanism for increasing the speed of rotation of the transmission and transmitting it to the fly wheel is interposed between the flywheel and the input section of the transmission. The flywheel type regeneration system according to item.
The motor generator is directly connected to the input portion of the transmission, and is connected to the flywheel via the first frictional engagement element.
9. The speed increasing mechanism for increasing the speed of rotation of the transmission and transmitting the speed to the motor generator is interposed between the input section of the transmission and the motor generator. The flywheel regenerative system described in 1.