WO2018055422A1

WO2018055422A1 - Flywheel-drive for continuous drive of a wheeled vehicle and method for ensuring the continuous operation of such a flywheel-drive

Info

Publication number: WO2018055422A1
Application number: PCT/HU2017/050033
Authority: WO
Inventors: László BACSKÓ
Original assignee: Bacsko Laszlo
Priority date: 2016-09-23
Filing date: 2017-08-09
Publication date: 2018-03-29
Also published as: HU230864B1; HUP1600544A2

Abstract

The invention relates to a flywheel-drive for continuous drive of a wheeled vehicle, which vehicle contains engine (2), the flywheel-drive contains a first drive chain between the flywheel (12) and the driven wheel (4, 5), in which drive chain a first continuously variable transmission (13) is installed with input shaft (15) on the flywheel (12) side and output shaft (16) on the driven wheel (4, 5) side, providing a bidirectional driving connection between the flywheel (12) and the driven wheel (4, 5), characterized by that it contains a second drive chain arranged between the engine (2) and the flywheel (12), a second continuously variable transmission (33) is provided in the second drive chain, which second continuously variable transmission (33) suitable for transferring drive at least to the flywheel (12), and the flywheel-drive contains a control system that is in operational connection with the first and second transmission (13, 33), and with the engine (2). The invention further relates to a method for ensuring the continuous operation of such a flywheel-drive.

Description

FLYWHEEL-DRIVE FOR CONTINUOUS DRIVE OF

A WHEELED VEHICLE AND METHOD FOR ENSURING THE CONTINUOUS

OPERATION OF SUCH A FLYWHEEL-DRIVE

The invention relates to a flywheel-drive for continuous drive of a wheeled vehicle, which vehicle contains engine, the engine and the vehicle's driven wheel are in a driving connection with a flywheel, the flywheel-drive furthermore contains a first drive chain between the flywheel and the driven wheel, in which drive chain a first continuously variable transmission is installed with input shaft on the flywheel side and output shaft on the driven wheel side, providing a bidirectional driving connection between the flywheel and the driven wheel. The invention further relates to a method for ensuring the continuous operation of such a flywheel-drive.

In case of conventional powered vehicles, the travel speed is controlled by the operation of the throttle and the transmission or the brake, the power regulation is effected by changing the power of the engine, so during acceleration and constant speed, the output power of the drive is the same as the performance of the engine. The energy required for acceleration and constant speed must always be produced by the engine in real time, during braking the vehicle's energy is reduced by friction forces, while the solid material, leaving the friction surfaces, enters the air. This solution is energy-wasting and environmentally-polluting. As we know, after the first oil crisis in 1973, but mostly in the last 20 years due to the tightening of the environmental regulations, there were forceful efforts in the vehicle industry to reduce the fuel consumption. As a part of this, several attempts have been made to recycle the braking energy, which - from the initial letters of the „Kinetic Energy Recovery System" phrasing - known as KERS technology. In case of hybrid drives, the energy required for the operation of the vehicle is produced by more than one energy converters operating on different principles. In practice, the internal combustion engine + electric motor / generator type of hybrid drives are spread, at which the construction - depending on the relationship and cooperation of the two motors and the electric power storage unit - can be different. At each of them, the significant difference compared to conventional vehicle drives, that they are able to recycle certain percentage of the braking energy, depending on the power of the electric motor / generator. The amount of recyclable braking energy in principle is the same as the generator-battery charging capacity, but the storing and recycling of the kinetic energy as electric energy, by the presently known state of technology, the process efficiency is max. 81 %. The disadvantage of the hybrid drive that the space requirement of the energy storage unit reduces the usable space and / or increases the size, its mass appears as excess weight, which reduces the energy saving. The electric-powered vehicle is driven by electric motor(s), operated by electric energy that is accumulated in the integrated energy storage (battery or capacitor). Its driving chain much simpler than the hybrid cars have, however, their production cost is higher. The major limitations of the spread of electric vehicles - in addition to the price - the range and the charging time. In case of fast charging, the required time of 80% charging of a car with 100 km-range is approx. half an hour, from 80% to 100% charging time can be severalfold of it, and the charging time is increasing with the capacity of the energy storage. It is valid for the electric- powered vehicles too that the efficiency of energy storage / recycling max. 81 % and the batteries can be taken into account from viewpoint of bulky application, after their lifetimes constitute hazardous waste.

One of the solutions inside the KERS technology - nearest to this invention - is the fully mechanics KERS-unit with flywheel, which has been developed out by the Flybrid Automotive Limited. The practical application of the KERS technology was resolved only at racing cars for a long time, where the electromechanical units were prevalent. From the major automakers, the Volvo equipped one S60 type of passenger car with a mechanical KERS unit developed by the Automotive Limited Flybrid, which was tested in practice too. By the public data of the tests, during testing the fuel consumption was reduced with 25% while the output power of the vehicle also was increased significantly. As another practical application, for London city buses the Williams Hybrid Power Ltd has developed flywheel KERS, which is essentially the same as the Flybrid system.

Common features of the implemented applications and the known development trends, that in each case the KERS-unit is connected parallel with the conventional driving chain formed by the engine, gearbox and other driving elements, it is linked to the driving chain after the gearbox, and it is connected to the driving chain only during braking and acceleration. The speed and the control of the output power is still done by changing the engine power, and the use of KERS has no significant effect on the engine and the construction of the drive chain. Therefore, to accommodate a KERS unit, providing substantial power - especially at passenger cars - necessary to alter the body of the vehicle. The power of the KERS unit is significantly smaller than the drive output power, and the recyclable braking energy is proportional to the storage capacity of the KERS- unit.

In the state of the technique, several solutions known, at which the recycling of the braking energy is solved by the application of a flywheel.

The GB 1379271 patent specification describes a substantially non-controlled flywheel-drive, which has many operational problems. The flywheel described herein is connected to the wheels of the vehicle through a continuously variable transmission. The driver controls the gear ratio and the speed of the gear ratio change directly by operating the control pedal, which determines the travel speed and the instantaneous performance of the vehicle. When the gear ratio is reduced, the flywheel accelerates the vehicle, when the gear ratio is increased, the vehicle brakes and the kinetic energy from the vehicle accelerates the flywheel. The energy loss on the flywheel should be recharged by the engine, which is connected to the flywheel by constant accelerating gear ratio. The engine operation is controlled automatically. When the angular velocity of the flywheel is reduced to the minimum value, the engine starts, when it reaches the maximum value, then the engine stops. The biggest disadvantages of the solution are summarized below.

Due to the constant accelerating gear ratio between the flywheel and the engine, the stationary flywheel practically can not be accelerated, so the drive can not be brought into operational condition. If we ignore this, the engine's performance can not be adjusted to the energy needs of the flywheel.

The engine starts at the minimum angular velocity of the flywheel, and it stops at its maximum angular velocity. If the engine starts during acceleration, its angular velocity decreases with the flywheel and after certain time it becomes inoperable. If the flywheel reaches the maximum angular velocity at a high-speed range and directly after this braking occurs, the flywheel can be over accelerated dangerously.

The power of the drive is proportional to the speed of the gear ratio change, but the maximum rate of the gear ratio change is not limited.

When the conventional brake is operated, the flywheel-drive prevents the braking effect from increasing.

For constant speed, the driver must continually change the gear ratio, which is not desirable for the purpose of handling the vehicle. The US 2003/0098185 patent specification discloses a vehicle drive comprising a main drive and a flywheel auxiliary drive. The auxiliary drive is coupled to the drive chain in parallel with the main drive, primarily with the aim of offsetting the torque reduction at the gear shift. The main drive is operated by an internal combustion engine that connects to the front wheels via a multi-speed gearbox. The flywheel auxiliary drive that is capable of storing or delivering energy and thus capable to supply accelerating or braking torque is connected to the rear wheels.

The torque control is solved by adjusting the gear ratio of the gearbox in the drive chain and by controlling the compressive force acting on the frictional elements of disengaging clutches. The disadvantage of the described solution is that, during operation, the frictional elements of the disengaging clutches slide on each other causing energy loss. According to the description, if the flywheel braking torque is insufficient, the missing part is added by the operation of the conventional service brake, which is a false idea, as if the conventional brake and the flywheel brake are operated simultaneously, they work against each other. This important circumstance is totally ignored in the description. The technical solution disclosed in the US 8359145 patent specification describes a vehicle drive that likewise contains main drive and auxiliary drive in parallel connection. The main drive is powered by an internal combustion engine the auxiliary drive is operated by a flywheel. The biggest disadvantage in the case of this solution too, that it does not even know the problem of the co-operative operation of the flywheel brake and the conventional braking system.

The technical solution disclosed in the EP 0175124 patent specification essentially is the same as that described in the GB 1379271 , and it has essentially the same operating problems. It has been recognized by us that, the braking effect of the flywheel brake and the conventional service brake can not be summed up on the wheels connected to the flywheel-drive.

It has been recognized by us also that, if the vehicle's conventional service brake and the flywheel brake are operated simultaneously, they will work against each other, so in case of operation of the service brake, the flywheel-drive must be disconnected from the driven wheels.

It has been recognized by us further that, the rigidity of the flywheel-drive is significantly greater than that of the conventional drives, so after the service brake operation has been completed, the safe reconnection of the flywheel-drive can only be solved by applying appropriate regulation.

It has been recognized by us further that, the continuous operation of the flywheel-drive can be achieved by the regulation of the engine performance and the gear ratio of the continuously variable transmission in the drive chain between the engine and the flywheel that ensures to keep the angular velocity of the flywheel near to the necessary value depending on the travel speed.

It has been recognized by us further that, in the case of a flywheel-drive, the most efficient recycling of the braking energy can be achieved by establishing a bidirectional drive connection between the flywheel and the driven wheels with a continuously variable transmission. The object of the invention is to provide flywheel-drives and processes which are free from the disadvantages of prior technique solutions. The task was solved by the flywheel-drive according to the claim 1 of the invention.

The object of the present invention is further solved by the method of ensuring the continuous operation of the flywheel-drive according to claim 23. Some preferred embodiments of the invention are defined in the dependent claims.

Further details of the invention will now be described by examples. They are on the drawings

Figure 1 is a schematic arrangement of a preferred embodiment and control system of the flywheel-drive according to the invention, the

Figure 2 is a schematic diagram of the main structural assemblies involved in the process of the cooperative operation of the service brake and the flywheel brake of a wheeled vehicle, the

Figure 3 is a schematic arrangement of the main structural units involved in the method for ensuring the continuous operation of the flywheel-drive according to the invention, the

Figure 4 is a schematic arrangement of the main structural units involved in the process for regulating the power of the flywheel-drive.

Figure 1 is a schematic illustration of a preferred embodiment of a flywheel- drive according to the invention, which flywheel-drive is preferably used for vehicles with front and rear wheels 4, 5, and service braking system. Under the service brake, in the context of the present invention must be understood a brake system commonly used in land wheeled vehicles, such as hydraulically or pneumatically actuated disc brakes, drum brakes, etc. as it is apparent to the skilled of art. The flywheel-drive is connected to the body 1 of the vehicle. Under body 1 must be understood all those structural elements and units (for example chassis, bodywork, etc.) that are basically essential to ensure structural stability and to solve operation, safety and comfort of the vehicle.

In the flywheel-drive according to the invention, the engine 2 and the wheel 4, 5 of the vehicle are in driving connection with the flywheel 12. In this embodiment, both of the first wheel 4 and the rear wheel 5 of the vehicle are in driving connection with the flywheel 12, but it is also possible to provide an embodiment wherein only the first wheel 4 or only the rear wheel 5 is in driving connection with the flywheel 12. Under the driving connection, in the context of the present invention it is understood a mechanical connection that suitable for transferring mechanical energy, that is capable of transmitting a drive. A first drive chain is arranged between the flywheel 12 and the driven wheel 4, 5, in which drive chain a first continuously variable transmission 13 is installed with input shaft 15 on the flywheel 12 side and output shaft 16 on the driven wheel 4, 5 side, providing a bidirectional driving connection between the flywheel 12 and the driven wheel 4, 5. Under the continuously variable gear ratio, in the context of the present invention it is understood that the gear ratio between the input shaft 15 and the output shaft 16 of the transmission 13 can be varied continuously and stepless, as it is apparent to the skilled of art.

In a preferred embodiment, the first drive chain comprises additional power transmission elements known to the skilled of art, such as drive shaft 17, auxiliary gear-box 1 1 , front differential gear 8, rear differential gear 9, front half axes 6, and rear half axles 7.

By means of the bidirectional driving connection of the present invention, mechanical energy can be transferred from the flywheel 12 to the direction of the wheel 4, 5 or from the wheel 4, 5 to the flywheel 12. In a preferred embodiment, the base unit of the first transmission 13 is a planetary drive, the gear ratio of which is varied by a continuously variable regulatory drive with proper efficiency that may be for example an up-to-date Variomatic drive with a drive belt made from steel elements. In this embodiment, the input shaft 15 drives the lever that is connected to the planetary gear wheels of the planetary drive the, output shaft 16 of the first transmission 13 is driven from the shaft of the sun gear wheel. The regulatory drive is driven by the input shaft 15 and that regulates the revolution number of the ring gear wheel. The revolution number of the ring gear wheel varies depending on the gear ratio of the regulatory drive, in the function of which the gear ratio of the first transmission 13 will be changed as well.

The above design of the first transmission 13 allows reversing the travel direction of the vehicle without any additional change gear. In the regulatory path controlling the revolution number of the ring gear wheel, the resultant of the gear ratios is chosen such that, at a certain privileged intermediate gear ratio the planetary gear wheels are rolling around the stationary sun gear wheel independently of the input shaft 15 revolution number, so at this gear ratio of the regulatory drive, the revolution number of the output shaft 16 is zero independently of the input shaft 15 revolution number, and the gear ratio of the first transmission 13 is infinite. In case of altering the gear ratio of the regulatory drive from the privileged intermediate value, the output shaft 16 starts to rotate, changing the direction of the alteration, the output shaft 16 changes the direction of rotation. So the gear ratio of the first transmission 13 can be varied between a minimum value and infinite in both travel directions.

In a preferred embodiment, the first transmission 13 is provided with a first gear ratio control device 14 with an actuating element and an actuating motor to adjust the gear ratio and the speed of the gear ratio change of the first transmission 13. The first drive chain of the flywheel-drive according to the invention comprises a first disengaging clutch 18 capable of interrupting and re-establishing a drive connection between the flywheel 12 and the driven wheel 4, 5, which may be, for example, a friction clutch known to a person skilled in art. In a particularly preferred embodiment, the disengaging clutch 18 is arranged between the output shaft 16 of the first transmission 13 and the drive shaft 17 being in driving connection with the driven wheel 4, 5, so that the driving connection between the output shaft 16 and the drive shaft 17 can be terminated by releasing the disengaging clutch 18.

The flywheel-drive according to the invention comprises a second drive chain between the engine 2 and the flywheel 12, in which a second continuously variable transmission 33 is installed that is capable to transfer drive at least in the direction of the flywheel 12. The engine 2 can be any type of resources for producing mechanical energy, for example, may be an internal combustion engine or an electric motor. In a preferred embodiment, the second transmission 33 is constructed as a known linked planetary drive with a continuously variable regulatory drive, which second transmission 33 is preferably comprises a two- position regulatory path changer 35 that has a first and second switching positions. In the first switching position of the regulatory path changer 35, the gear ratio of the second transmission 33 from the engine 2 to the flywheel 12 can be varied stepless between zero and a finite maximum value, and in the second switching position between a minimum value and infinite. In a particularly preferred embodiment, the second transmission 33 is constructed to create a bidirectional drive connection between the engine 2 and the flywheel 12, i.e. by the second transmission 33 can be established driving connection not only from the engine 2 to the flywheel 12 but also from the flywheel 12 to the engine 2.

Preferably, the second transmission 33 comprises a second gear ratio control device 34 that supplies possibility to regulate the gear ratio and the speed of the gear ratio change of the second transmission 33.

In a preferred embodiment, the flywheel-drive according to the invention comprises a secondary drive motor 48 that is in driving connection with the flywheel 12 through the second transmission 33, and which secondary drive motor 48 is preferably realized as an electric motor that can be connected to an electric network. In this embodiment, the second transmission 33 is preferably provided with a motor selector 49 for switching the driving connection between the secondary drive motor 48 and the flywheel 12 or between the engine 2 and the flywheel 12. In other words, with the motor selector 49, it is possible to have a driving connection between the engine 2 and the flywheel 12 or between the secondary drive motor 48 and the flywheel.

The flywheel-drive according to this invention comprises a control system that is in operational connection with the first transmission 13, the second transmission 33, the engine 2 and the first disengaging clutch 18. Within the context of the present invention, under the control system it is understood all of the hardware and software components that are suitable of processing data and capable of controlling at least the first transmission 13, the second transmission 33, the engine 2 and the disengaging clutch 18.

In a preferred embodiment, the control system comprises a first revolution counter 19 for measuring the instantaneous revolution number of the flywheel 12, a second revolution counter 20 for measuring the instantaneous revolution number of the output shaft 16 and a power control unit 24 that is in data connection with the first and second revolution counter 19, 20. In this embodiment, the power control unit 24 is in operational connection with the first gear ratio control device 14 of the first transmission 13. In the context of the present invention, a data connection is understood to mean a wired and / or wireless connection through which one way or bidirectional data exchange can be accomplished. Under operational connection it is understood the known wired and / or wireless connection, by which regulation and / or controlling can be realized.

The power control unit 24 may be, for example, a computer, microcontroller, or other hardware device capable of processing the data measured by the revolution counter 19, 20 and controlling the operation of the first gear ratio control device 14. In a preferred embodiment, the control system comprises a control element

32, such as a control pedal, replacing the conventional throttle pedal that can be actuated by the driver, and comprises a control unit of travel speed and driving power 25 that is in data connection with the control element 32 and the second revolution counter 20. The control unit of travel speed and driving power 25 is in operational connection with the first gear ratio control device 14 of the first transmission 13. The control unit of travel speed and driving power 25 comprises a sensor for sensing the position of the control element 32 as is apparent to the person skilled in art. The control unit of travel speed and driving power 25 may be, for example, a computer, microcontroller or other hardware device capable of processing the data measured by the second revolution counter 20 and the control unit of travel speed and driving power 25 and capable of controlling the operation of the first gear ratio control device 14. The operation and function of the control unit of travel speed and driving power 25 will be described in detail later.

In a preferred embodiment, the control system comprises a torquemeter 22 suitable for measuring the instantaneous torque of the output shaft 16, a torque adjuster 46 operable by the driver and a torque limiting unit 43 that is in data connection with them. The torquemeter 22 may be, for example, a magnetic torque measuring device with Hall sensors known to a person skilled in art. The torque adjuster 46 is preferably configured as a manually operable gear lever with multiple switching positions capable of producing different output signals for the different switching positions. The torque limiting unit 43 is in operational connection with the first gear ratio control device 14 of the first transmission 13. The torque limiting unit 43 may be, for example, a computer, microcontroller or other hardware suitable for processing data from the first torquemeter 22 and torque adjuster 46 and for controlling the operation of the first gear ratio control device 14. The operation and function of the torque limiting unit 43 will be described in detail later. In a preferred embodiment, the vehicle service brake is constructed as a hydraulic brake system with brake fluid tank, master cylinder and brake cylinders, and the control system comprises a brake-operation control unit 28 for controlling the connection of the master cylinder and the brake cylinders. In a particularly preferred embodiment, the brake-operation control unit 28 comprises a two- position direction control valve, which two-position direction control valve normally locks the brake tubes 29 connected to the master cylinder, and connects the brake tubes 30 of the brake cylinders to the brake fluid tank, thus preventing the service brake being operated. In the actuated position, the two-position direction control valve connects the master brake cylinder and the brake cylinders, so the service brake is operable. The brake-operation control unit 28 is preferably provided with at least two pressure gauge sensors for determining the pressure in the brake tubes 29 and 30.

In a preferred embodiment, the control system comprises a travel-direction changer 31 operable by the driver, a third revolution counter 21 for measuring the instantaneous revolution number of the drive shaft 17, and an idle control unit 26 that is in data connection with the travel-direction changer 31 , the third revolution counter 21 and the second revolution counter 20. The travel-direction changer 31 is a manually operable gear lever with preferably multiple, more preferably three switching positions (forward, reverse, idle), which is suitable to produce different output signals for the different switching positions.

The idle control unit 26 is in operational connection with the first gear ratio control device 14 of the first transmission 13, the first disengaging clutch 18 and the brake-operation control unit 28.

The idle control unit 26 may be, for example, a computer, microcontroller, or other hardware device suitable of processing the data from the travel-direction changer 31 , the third revolution counter 21 and the second revolution counter 20, and capable of controlling the operation of the first gear ratio control device 14, the first disengaging clutch 18 and the brake-operation control unit 28. The operation and function of the torque limiting unit 43 will be described in detail later.

In a preferred embodiment of the flywheel-drive according to the present invention, the control system comprises a braking-mode switching unit 27 in data connection with the brake-operation control unit 28, the second revolution counter 20 and the first torquemeter 22, which receives the instantaneous revolution number of the output shaft 16, the torque acting on the output shaft 16 and the pressure in the brake tubes 29, 30 as input data, and processes them. The braking-mode switching unit 27 is in operational connection with the idle control unit 26 and the brake-operation control unit 28. In other words, the braking-mode switching unit 27 is configured to be suitable for controlling the idle control unit 26 and the brake-operation control unit 28.

In a preferred embodiment, the control system comprises an adjusting device 47 operable by the driver, for adjusting the braking effect of the flywheel 12. Preferably, the adjusting device 47 has multiple switching positions and it is configured as a manually adjustable gear lever, a rotary knob or, optionally, a pedal operable by leg, which is capable of producing different output signals for the different switching positions. Preferably, the control system also comprises a flywheel-brake control unit 44 in data connection with the brake-operation control unit 28 and the adjusting device 47, the function of which will be described in detail later. The flywheel-brake control unit 44 is in operational connection with the braking-mode switching unit 27 and the first gear ratio control device 14 of the first transmission 13.

As previously mentioned, the engine 2 is preferably realized as an internal combustion engine such as a gasoline or diesel engine. In this embodiment, the engine 2 is provided with a usually applied, preferably electrically operated starter motor 3 and fuel supplier equipment 37 for controlling the fuel delivery of the engine 2. The control system comprises an engine revolution counter 41 suitable for measuring the instantaneous revolution number of the engine 2 and which is arranged at the crankshaft of the engine 2. In a preferred embodiment, the control system is provided with an engine-operation control unit 38 for controlling the operation and performance of the engine 2 and indirectly adjusting the angular velocity of the flywheel 12, which engine-operation control unit 38 is in data connection with the first revolution counter 19 and the second revolution counter 20, and it is in operational connection with the fuel supplier equipment 37. In a preferred embodiment, the engine-operation control unit 38 is in data connection with a multi-position speed range switch 45 that can be actuated by the driver, and which is capable to produce different output signals for the different switching positions. The operation and function of the engine-operation control unit 38 will be described in detail later.

In a preferred embodiment, the control system comprises an engine- parameter control unit 39 for optimizing the revolution number and the torque of the engine 2, which engine-parameter control unit 39 is connected to the engine torquemeter 42 and the engine revolution counter 41 in data connection, and it is in operational connection with the second gear ratio control device 34 of the second transmission 33. The engine-parameter control unit 39 may be, for example, a computer, microcontroller, or other hardware device capable of processing the data from the engine torquemeter 42 and the engine revolution counter 41 , and controlling the operation of the second gear ratio control device 34.

The control system comprises a motor-starter control unit 40 for initiating the engine 2 and the secondary drive motor 48 and for controlling the gear ratio of the second transmission 33. The motor-starter control unit 40 is in data connection with the two-position motor selector 49 and the engine-operation control unit 38, and it is operational connection with the fuel supplier equipment 37, the starter motor 3, the secondary drive motor 48, the two-position regulatory path changer 35 and the second gear ratio control device 34 of the second transmission 33. The motor-starter control unit 40 may be, for example, a computer, microcontroller, or other hardware device suitable of processing the data from the first revolution counter 19, the two-position motor selector 49 and the engine-operation control unit 38, and capable of controlling the operation of the fuel supplier equipment 37, the starter motor 3, the secondary drive motor 48, the two-position regulatory path changer 35 and the second gear ratio control device 34. The operation and function of the motor-starter control unit 40 will be described in detail later.

We note that although the power control unit 24, the control unit of travel speed and driving power 25, the idle control unit 26, braking-mode switching unit 27, the engine-operation control unit 38, the engine-parameter control unit 39, the motor-starter control unit 40, the torque limiting unit 43, the flywheel-brake control unit 44 is shown as separate units, but they may optionally be realized as a single central control unit (e.g., a single computer or microcontroller). Hereinafter, referring now to Figure 1 , the operation of the flywheel-drive is illustrated, according to this invention.

The energy required for the continuous operation of the flywheel-drive according to the invention is provided by the engine 2. The engine 2 can be any energy converter that can produce the desired performance and the vehicle is able to transport the energy source that is necessary for the travel in the desired range. In a practical embodiment, the engine 2 is an internal combustion engine.

The second transmission 33 serves to allow the kinetic energy flow at least from the engine 2 to the flywheel 12. In a particularly preferred embodiment, the energy flow is bidirectional, i.e. not only the engine 2 is capable to drive the flywheel 12, but optionally the flywheel 12 can also transfer kinetic energy to the engine 2.

In a preferred embodiment, the second transmission 33 comprises a planetary drive, the gear ratio of which is varied by a continuously variable regulatory drive that may be for example an up-to-date Variomatic drive with drive belt made from steel elements. In this embodiment, the input shaft of the second transmission 33 driven by the engine 2 is coupled to shaft of the sun gear wheel the output shaft of the second transmission 33 is driven by the lever connected to the planetary gear wheels of the planetary drive.

In this embodiment, the normal operation of the second transmission 33 is considered, when the engine 2 charges the flywheel 12 - which is rotating in the operating speed range - with energy, or when the flywheel 12 starts the engine 2 from the stopped state. Under the operating speed range, it is understood the range between the predetermined minimum and maximum revolution number of the flywheel 12. When the engine 2 charges the flywheel 12, which is rotating in the operating speed range, the minimum required gear ratio of the second transmission 33 from the engine 2 to the flywheel 12 is the quotient of the idling revolution number of the engine 2 and the maximum revolution number of the flywheel 12, the required maximum gear ratio is the quotient of the maximum revolution number of the engine 2 and the minimum revolution number of the flywheel 12.

When starting the engine 2, the minimum gear ratio of the second transmission 33 is zero for solving the non-slip connection. Therefore, for the normal operation, the minimum required gear ratio of the second transmission 33 from the engine 2 to the flywheel 12 is zero the required maximum gear ratio is the quotient of the maximum revolution number of the engine 2 and the minimum revolution number of the flywheel 12. In normal operation, the regulatory drive of the second transmission 33, which controls the revolution number of the ring gear wheel, is driven by the output shaft of the second transmission 33.

The extraordinary operating condition of the second transmission 33 is considered in the present invention when the stationary or very slowly rotating flywheel 12 has to be accelerated. In this case, the non-slip connection is advantageously can be solved if the gear ratio of the second transmission 33 can be varied between infinite and a minimum value. To achieve this, the regulatory drive of the second transmission 33 is driven from the input shaft.

In a preferred embodiment, the gear ratio range corresponding to the normal and extraordinary mode is realized so, that the second transmission 33 is provided with a preferably two-position regulatory path changer 35, in the first switching position of which the regulatory drive of the second transmission 33 is driven from the output shaft of the second transmission 33 and its gear ratio can be varied between zero and the finite value defined above, in the second switching position of which the regulatory drive of the second transmission 33 is driven from the input shaft of the second transmission 33 and its gear ratio can be varied between infinite and a minimum value that is the quotient of the maximum revolution number of the engine 2 and the minimum revolution number of the flywheel 12.

In normal operation, the two-position regulatory path changer 35 is in the first switching position, when the stationary or very slowly rotating flywheel 12 has to be accelerated it switches into the second switching position. In the first switching position, the maximum gear ratio of the second transmission 33 is equal to the minimum gear ratio for the second switching position, which greatly facilitates the shift. The input side of the second transmission 33 is preferably configured so, that beside the engine 2, a secondary drive motor 48 can also be installed, which may be an electric motor that can be connected to a household electric network. In this embodiment, the two-position motor selector 49 described above sets, that the engine 2 or the secondary drive motor 48 will drive the flywheel 12. The basic position of the two-position motor selector 49 in the present invention is considered when the engine 2 is connected to the second transmission 33. In a preferred embodiment, when the actuating circuit of the secondary drive motor 48 is connected to an electric network, the mains current activates the two-position motor selector 49, which disconnects the engine 2 and connects the secondary drive motor 48 to the second transmission 33.

In a preferred embodiment, the control system is provided with an engine- operation control unit 38, the task of which to regulate the actual angular velocity of the flywheel 12 closing continuously to the value according to a predetermined function by adjusting the operation and performance of the engine 2. The engine- operation control unit 38 measures the travel speed of a vehicle as a reference signal from which determines the required flywheel angular velocity according to a predetermined function, and as a control signal, it measures the effective angular velocity of the flywheel 12, and regulates the operation of the engine 2 (start, stopping) in accordance with the difference between the two angular velocities, and when the engine 2 operates, regulates the fuel supplier equipment 37 which adjusts up the power of the engine 2.

In a preferred embodiment, the engine parameters (revolution number, torque) of the engine 2 are optimized by the engine-parameter control unit 39. The engine-parameter control unit 39 changes the gear ratio of the second transmission 33 through the second gear ratio control device 34.

The engine-parameter control unit 39 measures the torque of the engine 2 as the reference signal, and measures the revolution number of the engine 2 as the control signal. The actuating signal of the engine-parameter control unit 39 is the sign-correct difference of the reference signal and the control signal. The direction of the gear ratio change depends on the sign of the actuating signal the speed of the gear ratio change depends on the absolute value of the actuating signal. As a result of positive actuating signal, the engine-parameter control unit 39 increases the gear ratio of the second transmission 33 by controlling the second gear ratio control device 34 (thereby decreasing the engine torque and increasing the engine revolution number), as a result of negative actuating signal, the engine- parameter control unit 39 decreases the gear ratio of the second transmission 33 (thereby increasing the engine torque and decreasing the engine revolution number). The engine-parameter control unit 39 controls the torque and the revolution number of the engine 2 so, that the quotient of the instantaneous engine torque and the engine torque for the maximum engine power is equal to the quotient of the instantaneous engine revolution number and the engine revolution number for the maximum engine power.

In an exemplary embodiment, the engine 2 is realized as an internal combustion engine. In this case, if the energy (revolution number) of the flywheel 12 is above a predetermined minimum value, the starting of the engine 2 is preferably solved with the flywheel 12. If the energy of the flywheel 12 is insufficient, i.e. when the energy is below a predetermined minimum value, the engine 2 is started with the starter motor 3.

When the engine 2 is started, the torque on the engine crankshaft is negative, which does not allow the engine-parameter control unit 39 to function properly. In a preferred embodiment, therefore, the control system includes a motor-starter control unit 40 which sets the conditions for starting the engine 2 and controls the gear ratio of the second transmission 33 during the start-up process.

In addition, besides the starting of the engine 2, which is realised as an internal combustion engine, the motor-starter control unit 40 is also responsible for starting of the secondary drive motor 48 that suitable to drive the flywheel 12. In a particularly preferred embodiment, the motor-starter control unit 40 includes various programs referring for the different cases of the motor starting, from which the motor-starter control unit 40 preferably selects the executable program by the received information from the type of the propulsion engine (engine 2 or secondary drive motor 48) and the instantaneous revolution number of the flywheel 12. The motor-starter control unit 40, for each program, takes over the control of the gear ratio of the second transmission 33, when the engine 2 is started, it also takes over the control of the fuel supplier equipment 37 and adjusts the connection between the drive motor and the flywheel 12 in accordance with the program used.

The flywheel driven vehicle according to the invention does not substantially differ from those currently ordinary ones, and on the other hand, it is at least as safe as the current state-of-the-art vehicles. One of the tasks of the regulation is that the responses for the interventions of the driver to the control element 32 such as a control pedal, to the greatest possible extent meet the cases that can be experienced at the conventional-drive automated vehicle during the interventions on the throttle pedal. In a preferred embodiment, when the control element 32, as a control pedal, is pressed, the vehicle accelerates, when it is released, the vehicle slows down, and keeping the control pedal at a certain position, the vehicle keeps a constant speed.

The control is performed by the control unit of travel speed and driving power 25, in the basic position of which the speed of the gear ratio change and so the drive power of the continuously variable first transmission 13 is zero and its gear ratio is infinite. Then the vehicle is standing. In a preferred embodiment, the driver exerts a signal to the control unit of travel speed and driving power 25 by depressing or releasing the control pedal, which operates the servo control that implements the gear ratio change. The control unit of travel speed and driving power 25 controls the travel speed of the vehicle by varying the gear ratio of the continuously variable first transmission 13, while controls the speed of the gear ratio change to be equal or less than a predetermined maximum value. This is essentially the simultaneous solutions of two different regulatory tasks:

- Controlling the travel speed of the vehicle. - While adjusting the speed, controlling the power of the drive.

The control unit of travel speed and driving power 25 measures a basic signal that proportional to the displacement of the control element 32, as the reference signal, and it measures the revolution number change of the output shaft 16 of the first transmission 13, as the control signal. The reference and control signals are preferably compared for example, by a differential servo element that generates the actuating signal according to the value of the two signals, as it is known to those skilled in art. The actuating signal is different for the two control tasks (actuating-signal-1 and actuating-signal-2).

For the control of the vehicle's travel speed, the actuating-signal-1 is the sign-correct difference of the reference and the control signal. Non-zero actuating- signal-1 operates the control that varies the gear ratio of the transmission 13 in the direction corresponding to the algebraical sign of the actuating-signal-1 . If the reference signal of the acceleration is positive, for the effect of positive actuating- signal-1 the control decreases, for the effect of negative actuating-signal-1 the control increases the gear ratio of the transmission 13. The control is operated until the value of the reference signal and the control signal will be the same. Since the vehicle speed is directly proportional to the revolution number of the output shaft 16 of the first transmission 13, the control unit of travel speed and driving power 25 - irrespective of the revolution number of the flywheel 12 - for a certain output signal of the control element 32 (for example control pedal position) always sets the same travel speed, or always assigns the same speed change for the same displacement of the control pedal.

If the control pedal is retained in a certain position, the value of the reference signal will be zero, but if the vehicle is subjected to an external force that would change the vehicle's state of motion, a non-zero control signal is generated that results a non-zero actuating-signal-1 , for the effect of which the control unit of travel speed and driving power 25 changes the gear ratio of the first transmission 13 so that is controlling the travel speed of the vehicle at a constant value.

From the perspective of controlling instantaneous power, the actuating- signal-2 is the absolute value of the difference between the instantaneous value of the reference signal and the instantaneous value of the control signal. The reference signal and the control signal are changed according to the time. The growth rate of the reference signal is determined by the speed of the movement of the control pedal, the growth rate of the control signal is proportional to the speed of the revolution number change of the output shaft 16 of the transmission 13. If the speed of the displacement of the control element 32 as the control pedal is reduced, the rate of increase of the reference signal and the control signal are getting closer together, and the value of the actuating-signal-2 will become smaller and smaller, which reduces the speed of the gear ratio change, and the alter of the speed proportional to the displacement of the control pedal occurs over a long period of time, with little performance.

If the same displacement of the control pedal is realized in a very short time, while the reference signal reaches the maximum value, the value of the control signal increases in a minimum, the actuating-signal-2 and accordingly the speed of the gear ratio change will be a great value that is proportional to the thus formed large difference.

In the case of a flywheel-drive according to the invention, the output P power on the output shaft 16 can be described as follows:

P=M_KL * <¾/ , where: Mu is the torque measured on the output shaft 16 of the first transmission 13, <¾ is the angular velocity of the output shaft 16.

The power of the flywheel-drive is independent of the power of the engine 2 and ideally equates to the PL performance of the flywheel 12, expressed by the following equation:

PL= ®_l * βι * ωι , where: 0L is the inertial moment of the flywheel 12, βι is the angular acceleration of the flywheel 12, <% is the angular velocity of the flywheel 12. The in gear ratio instantaneous value of the continuously variable first transmission 13 is the quotient of the <%, instantaneous angular velocity of the input shaft 15 and the <¾ instantaneous angular velocity of the output shaft 16, i.e.:

_ ^ωι

As the result of the rearrangement of the above formula: a>L=a>ki * in ]

Based on the above equations, the relationship between the change in time of the COL, flywheel 12 angular velocity and the change of the gear ratio is: dco, * ^DIH

dt where: t is the time. Because d o_L _ _a di_H

dt dt "

(where v, is the speed of the gear ratio change)

so

from which

®L * ¾ If the power is constant, then the result of the multiplication of Vi *coki*co, that is the βL *coL, is constant, so the PL power of the flywheel-drive is independent of the COL angular velocity (or revolution number) change of the flywheel 12.

If the value of the constant PL power is the chosen PLmax maximum power, then the maximum value of the speed of the gear ratio change is resulted according to the following equation:

p

If the maximum possible speed of the gear ratio change is regulated accordingly to the function

(OL) , the power of the flywheel-drive can not be increased above the selected imax maximum power, so we get a solution for both of the problems of the flywheel-drive power:

- the power of the flywheel-drive is independent of the angular velocity change of the flywheel 12,

- the maximum power of the flywheel-drive corresponds to the selected .Pimax maximum power. The regulation is performed by the power control unit 24 which measures the angular velocity of the flywheel 12 and the angular velocity of the output shaft 16 of the first transmission 13, and as a function of them, regulates the gear ratio between the actuating motor and the executive element of the first gear ratio control device (14) of the first transmission (13) so, that if the actuating motor operates at the maximum possible speed, then the speed of the gear ratio change to be corresponded to the function

ωι).

The actual operating speed of the actuating motor is determined by the instantaneous value of the actuating-signal-2 that is crucial for controlling of the instantaneous power. The actual instantaneous operating speed of the actuating motor is proportional to the maximum possible speed as the instantaneous value of the actuating-signal-2 is proportional to its possible maximum value.

In a preferred embodiment, in the case when the vehicle stands and so the power control unit 24, instead of the real value, calculates with a suitably selected, close to zero, but greater than zero <¾ angular velocity value.

It has been recognized by us, that the power control unit 24 alone does not adequately solves the protection of the structural elements of the drive against overload, and it does not provide a satisfactory solution for energy efficiency and road safety either. In a preferred embodiment, if in the case of the continuously variable transmission 13 the maximum speed of the gear ratio change corresponds to the function

ωι), in the case of constant power, the torque at the output shaft 16 of the first transmission 13 will be hyperbola depending on the angular velocity of the output shaft 16, the asymptotes of which are the coordinate axes. Approaching to the zero angular velocity of the output shaft 16, the torque approaches to infinite, so there may be torque peaks that can cause structural damage, and there is a specified value of the angular velocity, below which the accelerating / braking force associated with the maximum torque set by the power control unit 24 can no longer be transmitted to the surface of the road. Sliding or over-spinning of the driven wheels 4, 5 would cause loss of energy and, secondly, risks the control of the vehicle. There is a need for a control which in this range limits the maximum value of the Mu torque acting on the output shaft 16 of the first transmission 13 to the Mbizt high torque value calculated from the adhesive force that can be safely transferred to the road surface. The control is performed in a preferred embodiment by the torque limiting unit 43, which receives the predetermined Mbizt torque value as the reference signal, and measures the torque value Mu on the output shaft 16 of the first transmission 13 as the control signal.

The torque limiting unit 43 preferably operates in a narrow range. If the torque value for the lower limit of the control range is marked with &, until Mu≤ Msz, the control does not intervene. If the output torque increases and exceeds the lower limit of the control range (M > &), the control starts to operate, and reduces the speed of the gear ratio change in such a way, that when the Mbiz_t torque is reached, the growth rate of the MM output torque will be zero.

The Mbizt value can vary widely in different road and / or weather conditions. Their most characteristic values can be determined with sufficient accuracy based on practical data. In a preferred embodiment, the torque limiting unit 43 has a torque adjuster 46 by the operation of which the driver can manually adjust the Mbizt torque value corresponding to the current road and / or weather conditions.

In a particularly preferred embodiment, in the realization of the control, we take into consideration those important feature of flywheel-drive, that the rigidity of the drive is considerably greater than that of conventional drives. If the drive is necessary to interrupt while driving the vehicle and the flywheel-drive must be switched on again, then if the revolution numbers of the disconnected shafts are different, the adherence of the driven wheels would be lost. The safe reconnection of the flywheel-drive is possible if the revolution numbers of the disconnected shafts are synchronized. In a preferred embodiment, this task is accomplished by the idle control unit 26, which in case of operation disconnects the flywheel-drive from the driven wheels 4, 5 by operating the first disengaging clutch 18, and when the vehicle is in motion, solves the synchronization of the revolution numbers of the output shaft 16 and the drive shaft 17 disconnected by the first disengaging clutch 18.

The idle control unit 26 receives the revolution number value of the drive shaft 17 measured by the third revolution counter 21 as the reference signal, and receives the revolution number value of the output shaft 16 measured by the second revolution counter 20 as the control signal. The actuating signal is the sign-correct difference of the reference signal and the control signal. As a result of a positive actuating signal, the idle control unit 26 decreases, as a result of a negative actuating signal, it increases the gear ratio of the first transmission 13, so it keeps the revolution number of the drive shaft 17 and the output shaft 16, disconnected by the first disengaging clutch 18, on identical value.

A further subject of the present invention is a method for cooperative operation of the service brake and the flywheel brake of the vehicle that is driven by flywheel-drive with flywheel 12.

As is known, the flywheel-drive acts as a flywheel brake by turning the direction of energy flow. However, we recognized that if the flywheel brake and the conventional service brake are operated at the same time, the following processes take place. The maximum braking force of the flywheel brake accelerates the flywheel 12 with the torque generated on the driven wheels 4, 5. Then, by operating the service brake, the braking effect does not increase, because it happens, that the braking torque proportional to the braking force exerted by the service brake reduces the accelerating torque of the flywheel 12 on the driven wheels 4, 5, and the braking power of the flywheel brake decreases proportionally to the increase of the braking power generated by the service brake.

When the deceleration proportional to the braking force generated by the service brake is the same as the maximum deceleration of the flywheel brake, the power of the flywheel brake is reduced to zero. If the braking force generated by the service brake increases further, then the flywheel-drive changes the direction of the energy flow, that is the flywheel-drive switches from braking to driving operation, and from then it works against the braking force produced by the service brake. As the braking force increases, the drive power of the flywheel-drive increases proportionally that reduces the braking effect, and sets the deceleration to the value which corresponds to the maximum power of the flywheel-drive. So the two braking modes can therefore only be operated alternately, which requires proper regulation. After the operation of the conventional service brake, it is also necessary to regulate the safe reconnection of the flywheel-drive.

In a preferred embodiment, for the most efficiently recycling of the braking energy, we realize such a regulation, which resolves, that the service braking of the vehicle is only operated, if the braking effect of the flywheel brake is no longer sufficient. However, when the conventional service brake is activated, the flywheel-drive is disengaged from the driven wheels 4, 5. In a particularly preferred embodiment the switching between the two braking modes is achieved so, that even at the moment of the starting of switching does not reduce the braking effect, and when the pressure of the service braking system is reduced, ensures the secure re-coupling of the flywheel-drive and the driven wheels 4, 5. In this embodiment, the changeover between the two braking modes is resolved by the braking-mode switching unit 27. The braking-mode switching unit 27 measures the braking pressure in the conventional service braking system, from which it determines, that the service brake how high deceleration would be able to achieve with the given brake pressure, and it measures the revolution number and the braking torque on the output shaft 16 of the first transmission 13, from which determines the flywheel braking power. When the flywheel braking torque or power reaches the maximum permissible value, and with the given brake pressure, the conventional braking system can achieve the same or greater deceleration than the deceleration associated with the maximum power of the flywheel-drive, records the brake pressure of the conventional braking system, and starts the switching from the flywheel brake to the conventional service brake. At the moment of starting of switching, the brake pressure is temporarily lowered in the traditional service braking system, since the brake-linings are not pressed with sufficient force to the brake disks / brake drums, so the flywheel-drive can not be switched off yet, because it would cause the decrease of the braking effect. The flywheel-drive can only be switched off from the drive chain by the braking-mode switching unit 27, when the brake pressure in the service braking system reaches again the recorded value. The braking-mode switching unit 27 solves the disengaging of the flywheel-drive by operating the idle control unit 26, which during operation of the conventional service brake, synchronizes the revolution numbers of the drive shaft 17 and the output shaft 16 disconnected by the disengaging clutch 18.

When the brake pedal is released, and so the braking pressure of the service braking system falls below the recorded pressure value for the braking mode change, the braking-mode switching unit 27 sends a signal to the idle control unit

26, which causes the flywheel-drive to be reconnected, and then again blocks the operation of the conventional service brake.

In a preferred embodiment, the driver can manually set, using the adjusting device 47, what can be the value of the braking effect caused by the release of the control pedal, between the possible extreme values. The possible minimum value approximately is the same as the engine braking effect of the conventional vehicles, the maximum value is the braking effect for the maximum power of the flywheel-drive. The adjusting device 47 sends a signal to the flywheel-brake control unit 44, being in data connection with it, which - as a result of this - regulates the power of the flywheel-drive at the releasing of the control element 32 according to the switching position of the adjusting device 47. When the brake pedal is operated, the flywheel-brake control unit 44 detects the increase of the brake pressure, and it proportionally increases the power of the flywheel brake. When the power of the flywheel brake reaches the maximum value, the flywheel- brake control unit 44 sends an actuating signal to the braking-mode switching unit

27, which in the event of the formation of the corresponding brake pressure, puts the conventional service brake into operation.

Hereinafter, the method of the invention will be illustrated with reference to Figures 1 and 2. During the process, a disconnectable drive connection between at least one wheel 4, 5 of the wheeled vehicle and the flywheel 12 is provided.

Preferably, between the flywheel 12 and the at least one wheel 4, 5 a drive connection is created with the first transmission 13. In a preferred embodiment the drive chain between the flywheel 12 and the driven wheels 4, 5 contains structural units known to the person skilled in the art, which are essentially the same as those of conventional, state-of-the-art drive chain elements.

In the embodiment shown in Figure 2, between the auxiliary gear-box 1 1 and the flywheel 12, the first transmission 13, the output shaft 16, the drive shaft 17, the first disengaging clutch 18 and a disengaging clutch 23 provide a drive connection. The drive shaft 17 is the driving shaft of the auxiliary gear-box 1 1 , by which the flywheel-drive is related to the remaining elements of the conventional drive chain. The revolution counter 20 measures the revolution number of the output shaft

16, the revolution counter 21 measures the revolution number of the drive shaft

17, and the torquemeter 22 measures the MM torque value on the output shaft 16.

The regulation of the gear ratio and the speed of the gear ratio change of the first transmission 13 is performed by the first gear ratio control device 14, which receives an actuating signal from the idle control unit 26.

In the second step of the method of the invention, the vehicle is braked by the flywheel brake, and if the maximum braking effect of the flywheel brake is less than the maximum braking effect of the service brake, then the braking effect, that greater than the maximum braking effect of the flywheel brake is ensured so, that the vehicle will be braked by operating the service brake, and the drive connection between at least one wheel 4, 5 and the flywheel 12 is interrupted. In other words, during vehicle braking, up to the maximum braking effect of the flywheel brake, the vehicle is essentially only braked by the operation of the flywheel brake, so the braking energy of the vehicle can be stored (recovered) as much as possible. In the context of the present invention, the maximum braking effect of the flywheel brake is that highest braking effect that can be produced by the flywheel-drive with maximum power. The maximum braking effect of the flywheel brake is therefore, in an analogous manner to the power function, depends on the vehicle's instantaneous travel speed. After reaching the maximum braking effect of the flywheel brake, the conventional service brake is activated. When the conventional service brake is capable of exerting a braking effect equal to or greater than the maximum braking effect of the flywheel brake, the value of the brake pressure in the conventional braking system is recorded, the traditional service brake is activated, and the drive connection between the wheels 4, 5 and the flywheel 12 is interrupted advantageously by the operation of the disengaging clutch 18. In a preferred embodiment, the brake-operation control unit 28 normally locks the brake tubes 29 connected to the master cylinder, and connects the brake tubes 30 connected to the brake cylinders to the brake fluid tank. In this state, the service brake can not be operated. The braking-mode switching unit 27 receives the revolution number of the output shaft 16 from the revolution counter 20, as an input signal, receives the value of the Mu torque on the output shaft 16, from which ones determines the output power of the drive, and measures the brake pressure in the brake tubes 29 and 30. From the instantaneous value of the brake pressure in the brake tubes 29, it determines, that the conventional braking system, what a deceleration would be able to achieve with the given brake pressure.

When the power of the drive reaches the maximum value, and with the given brake pressure the conventional service braking system would be able to achieve an even or greater deceleration than the deceleration for the maximum power of flywheel-drive, the braking-mode switching unit 27 records the brake pressure in the brake tubes 29, and operates the brake-operation control unit 28, which connects the brake pipes 29 and 30 to each other. When the braking pressure of the brake tubes 30 is equal to the brake pressure corresponding to the recorded value, the braking-mode switching unit 27 operates the idle control unit 26, which disconnects the flywheel-drive from the drive chain by releasing the disengaging clutch 18.

When the driver reduces or discontinues the braking, and thus the braking pressure in the brake tubes 30 falls below the recorded value, the braking-mode switching unit 27 sends a signal the idle control unit 26 and the brake-operation control unit 28. The idle control unit 26, as a result of this, closes the disengaging clutch 18, and restores the drive connection between the flywheel 12 and the wheel 4, 5, and the brake-operation control unit 28, due to the signal received from the braking-mode switching unit 27, will stop the operation of the conventional service brake.

In a particularly preferred embodiment, the idle control unit 26 adjusts the revolution number of the output shaft 16 to the revolution number of the drive shaft 17, by controlling the gear ratio of the first transmission 13, thus the adhesion termination of the wheels 4, 5 can be avoided. In a preferred embodiment, a travel-direction changer 31 is provided with preferably three switching positions, which can be operated by the driver. The travel-direction changer 31 sends a signal to the gear ratio control device 14, based on that, the gear ratio control device 14 sets the direction of the gear ratio change of the first transmission 13. If the travel-direction changer 31 is set to the centre position (idle operation), the idle control unit 26 disconnects the disengaging clutch 18, thereby separates the flywheel-drive from the drive shaft 17. The idle control unit 26 also switches the brake-operation control unit 28, with which allows the operation of the service brake system, and operates the gear ratio control device 14 of the first transmission 13, by which synchronizes the revolution numbers of the output shaft 16 and the drive shaft 17. For the operation of the idle control unit 26 the reference signal is supplied by the third revolution counter 21 , the control signal is supplied by the second revolution counter 20, and it regulates the gear ratio of the first transmission 13 in the function of them. In addition, it receives an input actuator signal from the braking-mode switching unit 27 at the braking mode change.

The maximum power of the flywheel-drive is the same in acceleration and braking, i.e. flywheel braking mode. When the driver steps down from the control element 32 as the control pedal, without regulation, the flywheel-drive would brake with maximum power, which is unusual compared to traditional drives and could be disturbing. The flywheel-brake control unit 44 allows that, the driver, using the adjusting device 47, can adjust, what will be the value of the flywheel brake effect for the release of the control element 32, between the possible extreme values. The adjusting device 47 sends a signal to the flywheel-brake control unit 44 from the adjusted value, which, in the event of a flywheel brake operation, accordingly adjusts the braking torque value by operating the first gear ratio control device 14. The flywheel-brake control unit 44 also receives the braking pressure in the brake tubes 29 as an input signal. When the brake pressure in the brake tubes 29 is greater than zero and the set brake effect of the flywheel brake is less than the maximum possible value, it increases the braking effect of the flywheel brake proportionally to the increase of the brake pressure. When the flywheel brake braking effect reaches the maximum value, it sends a signal to the braking-mode switching unit 27, which, in the event of the formation of the corresponding brake pressure, actuates the conventional service brake.

The invention further provides a method for ensuring the continuous operation of a flywheel-drive for a flywheel driven vehicle. The task of the engine 2 is creating the serviceable condition of the flywheel-drive and during operation recharging the energy losses in the closed system of the driving side. The purpose of the procedure is that the engine 2, with the lowest possible energy consumption, be able to keep the revolution number of the flywheel 12 always at such a value, which can provide the continuous, undisturbed operation of the flywheel-drive.

Hereinafter, the method for ensuring the continuous operability of the flywheel-drive, according to the invention, will be described with reference to Figures 1 a, 1 b and 3.

In the method of the present invention are provided a continuously variable second transmission 33 that is in drive connection with the flywheel 12, furthermore an engine 2, which is in drive connection with the second transmission 33, and suitable to produce kinetic energy. In a preferred embodiment, into the drive chain between the engine 2 and the flywheel 12, between the second transmission 33 and the flywheel 12, a second disengaging clutch 36 is installed. The engine revolution counter 41 measures the revolution number of the crankshaft of the engine 2, and the engine torquemeter 42 measures the torque on the crankshaft of engine 2.

In the method of the present invention a maximum flywheel angular velocity value is determined, which corresponds to the planed maximum travel speed of the vehicle. Under maximum flywheel angular velocity value, in the context of the present invention, the angular velocity value is understood, starting with which, the flywheel is able to accelerate the vehicle from the standing position to the desired maximum speed with maximum power, in case of flat terrain and full load.

In the method of the present invention will be measured furthermore the instantaneous travel speed of the vehicle and the instantaneous angular velocity of the flywheel 12. Based on the vehicle's instantaneous speed, total mass, inertia moment of flywheel 12 and the loss of energy until the instantaneous travel speed, the required flywheel angular velocity function is determined that depends on the speed of the vehicle. Under loss of energy, in the context of the present invention, we mean the amount of energy, which is necessary to overcome as the travelling resistances (air resistance, rolling and friction losses, etc.) in case, if the vehicle with maximum load is accelerated from standing position, on flat terrain, with maximum power.

Under the required maximum flywheel angular velocity value { imax) is understood the angular velocity of the flywheel 12, which is sufficient to accelerate the vehicle from standing position to the desired maximum speed in flat terrain, without engine, with full load, with maximum power. In a preferred embodiment, the required flywheel angular velocity value is calculable by the following angular velocity function:

where: COL_SZ is the required flywheel angular velocity value, <%max is the maximum flywheel angular velocity value, m is the total mass of the vehicle, v the vehicle's instantaneous travel speed, ®L is the flywheel 12 inertia moment, and Ev(v) is the loss energy of the running resistors.

If the measured instantaneous angular velocity of the flywheel 12 is less than the required flywheel angular velocity belonging to the instantaneous travel speed corresponding to the

function, then the instantaneous angular velocity of the flywheel 12 is increased by the operation of the engine 2, through the second transmission 33, at most up to the value, corresponding to the amount of the required flywheel angular velocity value and a predetermined upper deviation Aon . In a preferred embodiment, the value of the upper deviation (Δ<%/) may be a predetermined constant value, independent of the vehicle's instantaneous travel speed, or a percent deviation relative to the required flywheel angular velocity value.

In a preferred embodiment, if the instantaneous angular velocity of the flywheel 12 is less than the difference of the required flywheel angular velocity and a predetermined lower deviation Αω∑_α, then the instantaneous angular velocity of the flywheel 12 is increased through the second transmission 33, by the operation of the engine 2 with maximum power. Thereby, in case of increased vehicle load (for example, uphill climbing) can be ensured, that the instantaneous angular velocity of the flywheel 12 will be returned near the required flywheel angular velocity value, as quickly as possible. In a preferred embodiment, the value of the lower deviation (Δ<¾_Ω) may be a predetermined constant value, independent of the vehicle's instantaneous travel speed, or a percent deviation relative to the required flywheel angular velocity value.

In a particularly preferred embodiment, if the difference of the required angular velocity and the instantaneous angular velocity of the flywheel 12 is smaller than the predetermined lower deviation, the instantaneous angular velocity of flywheel 12 is increased by the operation of the engine 2, with the power corresponding to the following equation:

where: PM is the instantaneous power of the engine 2, Po is the idle power of the engine 2, ΡΜΏ_ΜΧ. is the maximum power of the engine 2, COL_SZ is the required angular velocity of the flywheel 12, <% is the instantaneous angular velocity of the flywheel 12, Δ<¾_Ω is the lower and Ac¾/ is the upper deviation. If the instantaneous angular velocity of the flywheel 12 is equal to or exceeds the angular velocity value corresponding to the sum of the required flywheel angular velocity and the predetermined upper deviation, the engine 2 is preferably stopped.

Because at the end of using of the vehicle, the revolution number of the flywheel 12 is always greater than zero, and the energy loss of the flywheel 12 is proportional to the revolution number, it is not negligible for the energy efficiency of the flywheel-drive, that how much the revolution number of the flywheel 12 during operation and at the stopping. This value preferably can be minimized by optimizing the operation of the flywheel 12, that is, that in the flywheel 12 as few times as possible and in smallest quantities could be accumulated such energy, which does not do a useful job. We have recognized that this will be achieved, if the revolution number of the flywheel 12 is always kept to a minimum value, which is still just sufficient in the given circumstances to ensure the undisturbed operation of the flywheel-drive.

In a preferred embodiment, for the optimization of the operation of the flywheel 12, speed ranges are designated, primarily on the basis of the permitted speed limits of the public roads, for which the required angular velocity ranges of the flywheel 12 are determined by calculation. For setting speed ranges, a speed range switch 45 is provided, with which - if the planed travel speed is smaller than the maximum speed of the vehicle - can be manually set the maximum angular velocity of the flywheel 12, corresponding to the planned travel speed. In other words, using the speed range switch 45, the maximum value of the required angular velocity of the flywheel 12 can be set, which will be modified by the engine-operation control unit 38 in the function of the vehicle travel speed. As the vehicle speed increases, the required angular velocity of the flywheel 12 decreases according to the function

The input side of the second transmission 33 may also be formed, that beside the engine 2, a one-phase electric motor can be installed, which can be connected to a household electric power supply. In this embodiment, a secondary drive motor 48 and preferably a two-position motor selector 49 is provided, which two-position motor selector 49 is suitable to change the drive connection of the secondary drive motor 48 and flywheel 12, or the engine 2 and flywheel 12. The two-position motor selector 49 is suitable to adjust, that the engine 2 or the secondary drive motor 48 will be in drive connection with the flywheel 12. In the basic position of the two-position motor selector 49 the engine 2 is connected to the second transmission 33. When the secondary drive motor 48 is connected to the mains, the mains current operates the two-position motor selector 49, which at that time interrupts the drive connection of the engine 2 and the flywheel 12, and couples the secondary drive motor 48 to the second transmission 33. The instantaneous angular velocity of the flywheel 12 can be then increased by the secondary drive motor 48. The invention also relates to a method for controlling the power of a flywheel- drive for vehicles rolling on wheels 4, 5, which vehicle's driven wheel 4, 5 is in drive connection with the flywheel 12. In the following, the method of controlling the power of the flywheel-drive according to the invention is illustrated with reference to the Figures 1 a, 1 b and 4.

In the method of the present invention, a first drive chain between the flywheel 12 and the driven wheel 4, 5, and a first continuously variable transmission 13 installed into the first drive chain, is provided. The first transmission 13 has an input shaft 15 on the flywheel 12 side and has an output shaft 16 on the driven wheel 4, 5 side, and it provides a bidirectional drive connection between the flywheel 12 and the driven wheel 4, 5. The first transmission 13 is provided with a first gear ratio control device 14. The control of the gear ratio and the speed of gear ratio change of the first transmission 13 are performed by the first gear ratio control device 14.

In the method of the present invention, the instantaneous angular velocity of the flywheel 12 is preferably measured by the first revolution counter 19, and the instantaneous angular velocity of the output shaft 16 of the first transmission 13 is preferably measured by the second revolution counter 20. The gear ratio of the first transmission 13 - in a preferred embodiment, the gear ratio between the actuating motor and the executive element of the first gear ratio control device 14 - is controlled so, that in case of maximum operating speed value of the actuating motor of the first gear ratio control device 14, the speed of gear ratio change of the first transmission 13 corresponds to the following equation: ν_ίΠΗχ = /(<¾^■ , ⁾ _L) = ^^Lmax— where: v_max is the maximum value of the gear ratio change-speed of the transmission 13, ^Lmax is the selected maximum power of the flywheel-drive, 0_L is the inertia moment of the flywheel 12, <% is the instantaneous angular velocity of the flywheel 12, and <%/ is the instantaneous angular velocity of the output shaft 16.

the power of the flywheel-drive can not be increased above the selected Pimax maximum power, so we get a solution for both of the problems of the flywheel-drive power hence: 1 ) the power of the flywheel-drive will be independent of the angular velocity change of the flywheel 12,

2) the maximum power of the flywheel-drive corresponds to the selected Pimax maximum power. In the case when the vehicle stands, and so

function, instead of the coh=0 value, an advantageously selected, close to zero, but greater than zero <%/ angular velocity value is used. That is, in this case, the power control unit 24, instead of the angular velocity value measured by the second revolution counter 20, preferably uses a small positive value, stored in the power control unit 24.

In a particularly preferred embodiment, a control element 32 is provided that is in data connection with the control unit of travel speed and driving power 25 and it is operable by the driver. In the embodiment shown in Figure 4, the control element 32 is configured as a control pedal, the displacement of which is preferably measured by a sensor. In the method of the present invention, a reference signal proportional to the displacement of the control element 32, and a control signal proportional to the instantaneous angular velocity of the output shaft 16 are produced, as is known to those skilled in the art.

Using the reference and the control signal, a first actuating signal is generated by the control unit of travel speed and driving power 25 so, that the first actuating signal is the sign-correct difference of the reference signal and the control signal. In case, when the first actuating signal is positive - that is when the driver presses the control element 32 - the gear ratio of the first transmission 13 is reduced by the control unit of travel speed and driving power 25. In this case, the flywheel 12 transmits kinetic energy to the driven wheels 4, 5 of the vehicle, so the vehicle accelerates or keeps constant speed.

In case of negative actuating signal - when the driver releases or steps down from the control element 32 - the gear ratio of the first transmission 13 is increased by the control unit of travel speed and driving power 25. In this case, the flywheel-drive will operate as a flywheel brake, i.e. from the driven wheels 4, 5 of the vehicle the kinetic energy flows to the flywheel 12, and the angular velocity of the flywheel 12 increases. Furthermore, in the method of the invention, using the reference and the control signal, a second actuating signal is produced by the control unit of travel speed and driving power 25. The second actuating signal is the absolute value of the difference between the instantaneous value of the reference signal and the instantaneous value of the control signal. The speed of gear ratio change of the first transmission 13 is varied proportionally to the value of the second actuating signal thereby the power of the flywheel-drive is controlled.

In a preferred embodiment, the first gear ratio control device 14 of the first transmission 13 includes an actuating motor, the instantaneous operating speed of which, i.e. the speed of the gear ratio change of the first transmission 13, is regulated by the control unit of travel speed and driving power 25, based on the second actuating signal. The second actuating signal is controlled by the driver by operating the control element 32. In the case of a control, corresponding to the function

if the output power of the flywheel-drive is less than the maximum power of the flywheel-drive, the instantaneous value of the gear ratio change speed of the first transmission 13 corresponds to the following equation:

where: v, is the instantaneous value of the gear ratio change speed of the transmission 13, PL is the instantaneous power of the flywheel-drive, 0_L is the inertia moment of the flywheel 12, <¾ is the instantaneous angular velocity of the flywheel 12, and <%/ is the instantaneous angular velocity of the output shaft 16.

It has been recognized by us that limiting the speed of the gear ratio change of the first transmission 13, thus limiting the maximum power of the flywheel-drive, does not resolve properly the protection of the flywheel-drive structural elements against overload, and it does not provide a satisfactory solution for energy efficiency and traffic safety either. In the case of the continuously variable transmission 13, if the speed of the gear ratio change of the first transmission 13 corresponds to the function

in case of constant power, the torque function curve on the output shaft 16 of the first transmission 13, in the function of the angular velocity of the output shaft 16, is a hyperbola, the asymptotes of which are the coordinate axes. Approaching to the zero angular velocity, the torque approaches to endless, so there may be torque peaks, which can cause structural damage, and there is a specific value of the angular velocity, below which the acceleration / braking force associated with the torque set by the power control unit 24 can no longer be transmitted to the road surface.

Sliding or over-spinning of the driven wheels 4, 5, on the one hand, would cause loss of energy, and, secondly, risks the control of the vehicle. Therefore, in a particularly preferred embodiment, for the torque, applied on the output shaft 16 of the first torque converter 13, one or more pre-selected maximum value is determined, which preferably can be set manually by the driver with the torque adjuster 46, which torque adjuster 46 is in data connection with the torque limiting unit 43. The torque adjuster 46 may be, for example, a multiple-position manual gear lever, as shown in Fig. 4. In the method according to the invention the output torque on the output shaft 16 of the first transmission 13 is measured, and when the output torque approximates the set maximum torque value, the torque limiting unit 43 is actuated, and reduces the instantaneous value of the speed of the gear ratio change so, that when the output torque is equal to the set maximum torque value, the growth rate of the output torque is equal to zero.

In a preferred embodiment, the maximum torque value on the output shaft 16 is determined based on a secure torque value calculated from the adhesive force that can be safely transferred to the road surface. The regulation is performed by the torque limiting unit 43, which receives the predetermined safe torque value as the input reference signal, and it measures the instantaneous torque value on the output shaft of the first transmission 13 as the control signal. The torque limiting unit 43 preferably operates in a narrow range. Marking the torque value for the lower limit of the control range with &, until Mu≤Ms_z, the control does not activate. If the output torque increases and exceeds the lower limit of the control range MM > &) the control is activated, and reduces the speed of the gear ratio change so, that when the output torque reaches the value of the safe torque, the growth rate of the output torque on the output shaft 16 will be zero. The safe torque values can be greatly different depending on the different road and / or weather conditions. The most characteristic values of them can be determined with sufficient precision based on experience data. By operating the manual torque adjuster 46, the driver can set the safe torque value that corresponds to the current road and / or weather conditions. In a preferred embodiment, the possible maximum values of the torque acting on the output shaft 16 are determined based on the characteristics of the vehicle and the weather and / or road conditions, which are:

- the mass of the vehicle, - the size of the driven wheels of the vehicle,

- the value of the gear ratio between the shaft of the driven wheels and the output shaft of the first transmission,

- the value of the adherent coefficient of friction under the given

circumstances. It is obvious, that for the person skilled in the art, alternative solutions are also imaginable comparing to the embodiments presented here, but which belong within the scope of the claims as defined herein.

Claims

1. Flywheel-drive for continuous drive of a wheeled vehicle, which vehicle contains engine (2), the flywheel-drive contains a first drive chain between the flywheel (12) and the driven wheel (4, 5), in which drive chain a first continuously variable transmission (13) is installed with input shaft (15) on the flywheel (12) side and output shaft (16) on the driven wheel (4, 5) side, providing a bidirectional driving connection between the flywheel (12) and the driven wheel (4, 5), characterized by that it contains a second drive chain arranged between the engine (2) and the flywheel (12), a second continuously variable transmission (33) is provided in the second drive chain, which second continuously variable transmission (33) suitable for transferring drive at least to the flywheel (12), and the flywheel-drive contains a control system that is in operational connection with the first and second transmission (13, 33), and with the engine (2). 2. The flywheel-drive according to claim 1 , characterized by that the first transmission (13) is provided with a first gear ratio control device (14).

3. The flywheel-drive according to claims 1 or 2, characterized by that the second transmission (33) is provided with a second gear ratio control device (34). 4. The flywheel-drive according to any of claims 1 to 3, characterized by that the gear ratio of the first transmission (13) can be varied between a predetermined first minimum value and infinity.

5. The flywheel-drive according to any of claims 1 to 4, characterized by that the second transmission (33) comprises a two-position regulatory path changer (35) that has a first and a second switching positions, and in the first switching position of the regulatory path changer (35) the gear ratio of the second transmission (33) from the engine (2) to the flywheel can be varied between zero and a predetermined first maximum value (12), and in its second switching position the gear ratio can be varied between a predetermined second minimum value and infinity.

6. The flywheel-drive according to any of the claims 1 to 5, characterized by that a secondary drive motor (48) is in driving connection with the flywheel (12), which is preferably an electric motor that can be connected to an electric network.

7. The flywheel-drive according to any of the claims 1 to 6, characterized by that both of the first and second transmission (13, 33) contains a planetary gear and a continuously variable regulatory drive for regulating the gear ratio of the planetary gear, being preferably a Variomatic type of regulatory drive. 8. The flywheel-drive according to any of the claims 1 to 7, characterized by that the driving connection of the engine (2) and the flywheel (12) is a bidirectional driving connection.

9. The flywheel-drive according to any of the claims 1 to 8, characterized by comprising a first disengaging clutch (18) which is preferably installed between the output shaft (16) of the first transmission (13) and the drive shaft

(17), which drive shaft (17) is in driving connection with the driven wheel (4, 5).

10. The flywheel-drive according to any of the claims 2 to 9, characterized by that the control system comprises a first revolution counter (19) suitable for measuring the instantaneous revolution of the flywheel (12), a second revolution counter (20) suitable for measuring the instantaneous revolution of the output shaft (16) and a power control unit (24) being in data connection with the first and second revolution counters (19, 20) and being in operational connection with the gear ratio control device (14) of the first transmission (13).

11. The flywheel-drive according to claim 10, characterized by that the control system comprises a control element (32) which can be operated by the driver and also comprises a control unit of travel speed and driving power (25) being in data connection with the control element (32) and the second revolution counter (20), which control unit of travel speed and driving power

(25) is in operational connection with the first gear ratio control device (14) of the first transmission (13).

The flywheel-drive according to any of the claims 2 to 9, characterized by that the control system comprises a torquemeter (22) suitable for measuring the instantaneous driving torque of the output shaft (16), a torque adjuster (46) which can be adjusted manually by the driver, and a torque limiting unit (43) being in data connection with the torquemeter (22) and the torque adjuster (46), which torque limiting unit (43) is in operational connection with the first gear ratio control device (14) of the first transmission (13).

The flywheel-drive according to any of the claims 1 to 9, characterized by that the service brake is a hydraulic brake system with master cylinder and brake working cylinders, and the control system contains a brake-operation control unit (28) which regulates the connection of the master cylinder and the brake working cylinders.

The flywheel-drive according to claim 13, characterized by that the control system comprises a travel-direction changer (31 ) which can be adjusted manually by the driver, a third revolution counter (21 ) suitable for measuring the instantaneous revolution of the drive shaft (17), and an idle control unit

(26) being in data connection with the travel-direction changer (31 ), the second revolution counter (20) and the third revolution counter (21 ), which idle control unit (26) is in operational connection with the first gear ratio control device (14) of the first transmission (13), with the first disengaging clutch (18) and with the brake-operation control unit (28).

The flywheel-drive according to claim 13 or 14, characterized by that the control system comprises a braking-mode switching unit (27) which is in data connection with the brake-operation control unit (28), the second revolution counter (20) and the first torquemeter (22); and the braking-mode switching unit (27) is in operational connection with the idle control unit (26) and the brake-operation control unit (28).

16. The flywheel-drive according to claim 15, characterized by that the control system comprises:

- an adjusting device (47) suitable for adjusting the braking power of the flywheel-drive, which adjusting device (47) can be actuated by the driver and

- a flywheel-brake control unit (44) being in data connection with the brake- operation control unit (28) and the adjusting device (47), and being in operational connection with the first gear ratio control device (14) of the first transmission (13). 17. The flywheel-drive according to any of the claims 1 to 16, characterized by that the engine (2) is an internal-combustion engine which is preferably provided with starter motor (3) and fuel supplier equipment (37) suitable for delivering fuel for the engine (2), the control system comprises an engine revolution counter (41 ) for measuring the instantaneous revolution of the engine (2), and an engine torquemeter (42) for measuring the instantaneous driving torque of the engine (2).

18. The flywheel-drive according to any of the claims 6 to 17, characterized by that the second transmission (33) comprises a two-position motor selector (49) suitable to change the driving connection between the engine (2) and the flywheel (12) and between the secondary drive motor (48) and the flywheel (12).

19. The flywheel-drive according to claims 17 or 18, characterized by that the control system comprises an engine-operation control unit (38) for controlling the operation and the power of the engine (2) and the revolution of the flywheel (12), which engine-operation control unit (38) is in data connection with the first revolution counter (19) and the second revolution counter (20), and it is in operational connection with the fuel supplier equipment (37).

20. The flywheel-drive according to claim 19, characterized by that the engine- operation control unit (38) is in data connection with a multi-position speed range switch (45) which can be operated manually by the driver.

The flywheel-drive according to any of the claims 17 to 20, characterized by that the control system contains an engine-parameter control unit (39), which engine-parameter control unit (39) is in data connection with the engine revolution counter (41 ) and the engine torquemeter (42), and it is in operational connection with the second gear ratio control device (34) of the second transmission (33).

The flywheel-drive according to any of the claims 19 to 21 , characterized by that the control system comprises a motor-starter control unit (40) for starting the engine (2) or the secondary drive motor (48), which motor-starter control unit (40) is in data connection with the first revolution counter (19), the engine-operation control unit (38) and the two-position motor selector (49), and it is in operational connection with

- the fuel supplier equipment (37),

- the starter motor (3),

- the secondary drive motor (48),

- the two-position regulatory path changer (35), and

- the second gear ratio control device (34) of the second transmission (33).

Method for ensuring the continuous operation of the flywheel-drive according to claims 1 to 22, characterized by

- determining a maximum value of a flywheel angular velocity (<¾_max) corresponding to a desired maximum speed of the vehicle,

- measuring the instantaneous speed (v) of the vehicle,

- measuring the instantaneous angular velocity (<%) of the flywheel (12),

- calculating moment of inertia (0L) of the flywheel (12),

- determining total mass of the vehicle (m), - determining energy loss due to running resistances of the vehicle {Ev(v)) during acceleration from a stationary state to the instantaneous speed (v),

- determining an equation describing necessary flywheel angular velocity {(OL_SZ) as a function of the instantaneous speed (v), the total mass (m) of the vehicle, and the energy loss related to running resistances {Ev(v)) during acceleration, and

- if the measured flywheel angular velocity (<¾) is smaller than the necessary flywheel angular velocity (COL_SZ) belonging to the instantaneous speed (v), then increasing the instantaneous flywheel angular velocity (COL) by operating the engine (2) through the second transmission (33) up to a value which is less than or equal to the sum of the necessary flywheel angular velocity (COL_SZ) and a predetermined upper deviation (Δ<¾/).

The method according to claim 23, characterized by that the equati describing the necessary flywheel angular velocity (COL_SZ) is the following: m * v² + 2 * E_v(v)

¾ =

25. The method according to claims 23 or 24, characterized by that if the measured flywheel angular velocity (<¾) is smaller than the necessary flywheel angular velocity (<¾_ίΖ) minus a predetermined lower deviation (Acoifl), then increasing the instantaneous flywheel angular velocity (COL) via the second transmission (33) using the engine (2) at its maximum power.

26. The method according to any of the claims 23 to 25, characterized by that if the difference of the necessary flywheel angular velocity (COL_SZ) and the instantaneous flywheel angular velocity (<¾) is smaller than the predetermined lower deviation (Δ<¾_Ω), then accelerating the flywheel (12) by the engine (2) using an engine (2) power corresponds to the following equation: max

where is the idle power.

27. The method according to any of the claims 23 to 26, characterized by stopping the engine (2) when the instantaneous angular velocity (COL) of the flywheel (12) is equal to or exceeds the angular velocity value corresponding to the sum of the necessary flywheel angular velocity {COL_SZ) and the predetermined upper deviation (Δ<¾/).

28. The method according to any of the claims 23 to 27, characterized by providing a multi-position speed range switch (45) by which the maximum value of the flywheel angular velocity (<¾max) - corresponding to a planned travel speed - can be set manually if the planed travel speed is less than the maximum speed of the vehicle.

29. The method according to any of the claims 23 to 28, characterized by providing a secondary drive motor (48) being in driving connection with the flywheel (12), and also providing a two-position motor selector (49) suitable to change the driving connection between the engine (2) and the flywheel (12) and between the secondary drive motor (48) and the flywheel (12),

- disconnecting the driving connection between the engine (2) and the flywheel (12), and

- increasing the instantaneous angular velocity (<¾) of the flywheel (12) with the secondary drive motor (48).

30. The method according to any of the claims 23 to 29, characterized by

- providing a continuously variable first transmission (13) having a first gear ratio control device (14),

- measuring the instantaneous angular velocity (<¾) of the output shaft (16) of the transmission (13),

- determining the selected maximum power ( imax) of the flywheel-drive, determining a maximum value of the gear change speed ( v_imax ) of the first transmission (13) according to the following equation:

V i. max =

and adjusting the instantaneous power of the flywheel-drive (PL) - being smaller than the maximum power

of the flywheel-drive - by setting the instantaneous value of the gear change speed ( _; ) using the following equation: v^. =

The method according to claim 30, characterized by that the control system contains a power control unit (24) being operational connection with the first gear ratio control device (14) of the first transmission (13), and in the case, when the vehicle is stationary whereby <¾=0, the power control unit (24) uses a very small, but non-zero positive value for the <%/ in the equation

The method according to claims 30 or 31 , characterized by

- providing a control element (32) operable by the driver,

- creating a reference signal using the control element (32),

- creating a control signal which is proportional to the instantaneous angular velocity (<¾) of the output shaft (16),

- creating a first actuating signal with the control unit of travel speed and driving power (25) using the reference signal and the control signal such that the first actuating signal is the sign-correct difference of the reference signal and the control signal, and if the first actuating signal is positive decreasing the gear ratio of the first transmission (13) and in case of negative actuating signal increasing the gear ratio of the first transmission (13) with the control unit of travel speed and driving power (25),

- creating a second actuating signal with the control unit of travel speed and driving power (25) using the reference signal and the control signal such that the second actuating signal is the absolute value of the difference of the reference signal instantaneous value and the control signal instantaneous value, and setting the gear change speed of the first transmission (13) proportionally to the second actuating signal. 33. The method according to any of the claims 30 to 32, characterized by determining maximum allowable values ( _max) for the output torque (Mki) exerted on the output shaft (16) of the first transmission (13) which maximum allowable values (Mmax) can be set manually on the torque limiting unit (43) by the operation of the torque adjuster (46), measuring the value of the output torque (M_ki) exerted on the output shaft (16) of the first transmission

(13), and when the value of the output torque (Mki) approaches to the set maximum torque value (Mmax), activating the torque limiting unit (43), and decreasing the instantaneous value of the gear change speed ( v. ) such as to provide zero growth rate of the output torque (Mki) when the value of the output torque (Mki) is equal to the set maximum torque value (Mmax).

34. The method according to claim 33, characterized by determining the possible maximum values (M_max) of the output torque (Mki) taking into account characteristics of the vehicle and characteristics of weather and/or road conditions, which are: - mass of the vehicle (m),

- size of the driven wheels of the vehicle,

- value of the gear ratio between the shaft of the driven wheels and the output shaft (16) of the first transmission (13),

- value of adhesive friction coefficient in the given circumstances. 35. Method according to any of the claims 30 to 34, characterized by that the wheeled vehicle comprising a service brake, and

- providing driving connection between the flywheel (12) and at least one wheel (4, 5) with the first transmission (13), - switching the flywheel-drive into flywheel brake mode by controlling the gear change direction of the first transmission (13), and braking the vehicle by the flywheel (12), and

- if the maximum braking effect of the flywheel brake belonging to the maximum value ( v_imax ) of the gear change speed ( v_; ) of the first transmission (13) is smaller than the maximum braking effect of the service brake, then providing a braking effect higher than the maximum braking effect of the flywheel brake by braking the vehicle with the service brake while disconnecting the driving connection of the flywheel (12) and the at least one wheel (4, 5).

The method according to claim 35, characterized by

- braking the vehicle primarily with the flywheel brake,

- if we increase the braking effect on the wheel (4, 5) that is in driving connection with the flywheel (12), when the maximum braking effect of the flywheel-drive is reached, the conventional service brake begins to work, and when the conventional service brake is capable of exerting or having a greater braking effect than the maximum braking effect of the flywheel brake, the brake pressure of the conventional braking system is recorded, and the driving connection between the wheel (4, 5) and the flywheel (12) is interrupted,

- reconnecting the driving connection between the wheel (4, 5) and the flywheel (12) in case the brake pressure in the conventional braking system falls below the recorded value, and stopping the operation of the conventional service brake.

The method according to claims 35 or 36, characterized by that during braking of the vehicle until the maximum braking effect of the flywheel brake is achieved the vehicle is essentially solely braked by the flywheel brake, and after achieving the maximum braking effect of the flywheel brake, the vehicle is essentially solely braked by the service brake.