Flywheel energy storage power assisting device for new energy vehicle and control method of flywheel energy storage power assisting device

Abstract

The invention relates to the technical field of new energy vehicles, in particular to a flywheel energy storage power assisting device for a new energy vehicle and a control method thereof.The flywheel energy storage power assisting device comprises a planet row mechanism, a flywheel module and a control module; the planet row mechanism comprises a planet carrier, a sun gear and a gear ring, the planet carrier is in transmission connection with an output shaft of the main power source and an input shaft of the transmission through a two-stage buffering transmission assembly, and an output shaft of the transmission is in transmission connection with the input end of the main speed reducer. The output end of the main speed reducer is connected with the input end of the differential mechanism, the output end of the differential mechanism is correspondingly connected with driving wheels through vehicle half shafts, and the sun gear is in transmission connection with the flywheel module. And meanwhile, the smoothness of the power transmission process is remarkably improved, and the vehicle starting acceleration performance is optimized.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a flywheel energy storage assist device for new energy vehicles and its control method. Background Technology

[0002] Power and economy are core performance indicators of automobiles. Although new energy vehicles have improved the emission problems of traditional fuel vehicles by using power batteries, the existing power systems of new energy vehicles still have significant technical defects in terms of energy utilization efficiency and power output stability. Flywheel energy storage technology, with its advantages of directly storing and releasing energy in the form of kinetic energy, fast response speed of high power output, and long cycle life, provides a feasible path to solve the above-mentioned technical pain points of new energy vehicles.

[0003] However, the application of existing flywheel energy storage technology in the field of new energy vehicles still faces key technical bottlenecks. First, there is a lack of transmission integration solutions that are highly compatible with the power systems of new energy vehicles. The existing connection methods between flywheel devices and power systems make it difficult to achieve flexible switching between energy storage and assist states, resulting in a mismatch between flywheel speed and vehicle driving conditions, such as low-speed start-up, high-speed constant speed, and emergency braking, which fails to fully utilize the energy regulation function of the flywheel. Second, there is a lack of precise control strategies based on the actual operating state of the vehicle and the energy state of the flywheel. The collaborative control logic has not been constructed for different operating conditions such as vehicle start-up, braking, constant speed, and acceleration, and it is impossible to dynamically dispatch flywheel energy according to the driver's driving intentions. As a result, the flywheel energy storage assist function cannot be effectively integrated into the power system of new energy vehicles, making it difficult to truly improve the power and economy of new energy vehicles. At present, there is a need for a flywheel energy storage assist device and its control method for new energy vehicles. Summary of the Invention

[0004] To address the issues of poor compatibility between existing flywheel energy storage technology and power systems, lack of precise control strategies, and difficulty in simultaneously improving vehicle power and economy, this invention provides a flywheel energy storage assist device for new energy vehicles and its control method.

[0005] In a first aspect, the present invention provides a flywheel energy storage assist device for new energy vehicles, which adopts the following technical solution: A flywheel energy storage assist device for new energy vehicles, comprising: Planetary gear mechanism, flywheel module, and control module; The planetary gear mechanism includes a planet carrier, a sun gear, and a ring gear. The planet carrier is connected to the output shaft of the main power source and the input shaft of the transmission via a two-stage buffer transmission assembly. The output shaft of the transmission is connected to the input end of the main reducer. The output end of the main reducer is connected to the input end of the differential. The output end of the differential is connected to the drive wheel via the vehicle half-shaft. The sun gear is connected to the flywheel module. The control module includes a control motor, an electromagnetic clutch, a one-way overrunning clutch, a multi-mode brake, a composite sensor assembly, and an integrated electronic control unit. The gear ring is connected to the output shaft of the control motor and the braking end of the multi-mode brake via coaxial dual output flanges. The power of the control motor comes from the vehicle's power battery. The integrated electronic control unit is connected to the electromagnetic clutch, the composite sensor assembly, the vehicle's power battery, the control motor, and the main power source motor via electrical connection signal lines. The flywheel module consists of a flywheel body and a flywheel shaft. The flywheel shaft is a stepped, slender shaft structure. One end of the flywheel shaft is provided with a spline shaft section that matches the spline hole of the flywheel body, and the other end of the flywheel shaft is provided with a cylindrical shaft section that mates with the inner ring of the one-way overrunning clutch. The flywheel shaft and the sun gear form a transmission mating structure.

[0006] Furthermore, the dual-stage buffer transmission assembly includes a flexible coupling and a hydraulic torque converter connected in series. The electromagnetic clutch is connected in series between the flexible coupling and the hydraulic torque converter. The input end of the flexible coupling is fixedly connected to the output shaft of the active power source. The output end of the flexible coupling is connected to the input end of the electromagnetic clutch. The output end of the electromagnetic clutch is connected to the input end of the hydraulic torque converter. The output end of the hydraulic torque converter is fixedly connected to the input shaft of the transmission. The hydraulic torque converter has a built-in lock-up clutch. The integrated electronic control unit is controlled and connected to the lock-up clutch.

[0007] Furthermore, the one-way overrunning clutch is connected to both the flywheel module housing and the flywheel body, allowing the flywheel body to rotate only in one direction. A heat dissipation and protection assembly is provided on the outer side of the one-way overrunning clutch. This assembly includes a metal heat sink shell fitted onto the outer ring of the one-way overrunning clutch, a thermally conductive silicone pad embedded in the inner wall of the metal heat sink shell, and heat dissipation fins evenly distributed along the outer circumference of the metal heat sink shell. One end of the metal heat sink shell is fixedly connected to the transmission device housing by bolts, and the other end of the metal heat sink shell is provided with a dustproof end cap. A lip seal is provided between the inner ring of the dustproof end cap and the flywheel shaft. The thermally conductive silicone pad is tightly fitted to the outer ring of the one-way overrunning clutch and the inner wall of the metal heat sink shell to conduct the heat generated during operation of the one-way overrunning clutch to the metal heat sink shell.

[0008] Furthermore, the composite sensor assembly and the integrated electronic control unit are connected via an electrical connection signal line for communication. The composite sensor assembly includes an embedded speed and temperature integrated sensor and a torque and speed dual acquisition sensor. The torque and speed dual acquisition sensor is mounted between the output shaft of the control motor and the coaxial dual output flange. The torque and speed dual acquisition sensor uses the non-contact magneto-electric induction principle to acquire data.

[0009] Furthermore, the flywheel body is made of high-strength alloy material to form a disc structure. The edge of the disc of the flywheel body is provided with a thickened counterweight ring, and the center of the disc is provided with a spline hole and is interference-fitted with the flywheel shaft through the spline hole. The flywheel body is provided with a cylindrical mounting hole in the radial direction near the edge. The embedded speed and temperature integrated sensor is fixed in the cylindrical mounting hole, and an insulating sleeve is provided in the mounting hole.

[0010] Furthermore, the multi-mode brake includes a brake disc, a fixed brake caliper, a movable brake caliper, and a proportional electromagnet. The brake disc is fixedly connected to a coaxial dual-output flange. The fixed brake caliper is fixed to the transmission device housing by bolts. The transmission device housing is a fixed component connected to the flywheel shaft via a one-way overrunning clutch. The movable brake caliper is fixedly connected to the telescopic end of the proportional electromagnet. The fixed end of the proportional electromagnet is connected to the transmission device housing. The proportional electromagnet is electrically connected to the output end of an integrated electronic control unit. By adjusting the current of the proportional electromagnet, the clamping force of the movable and fixed brake calipers on the brake disc is controlled, thereby achieving full braking, partial braking, and free rotation of the gear ring.

[0011] Secondly, a control method for a flywheel energy storage assist device for new energy vehicles includes: Vehicle status and initial parameter acquisition: The integrated electronic control unit receives data from the composite sensor assembly, including the main power source speed, flywheel module speed and temperature, and control motor torque and speed. Combined with preset planetary gear set characteristic parameters, it determines whether the vehicle is in an ignition-but-not-started, about to shut down and stop, or starting state. Initial operating condition control: Based on the judgment of the vehicle status, corresponding operations such as flywheel energy storage, control motor power generation, or starting assistance are executed, and real-time operating parameters of each component are recorded simultaneously. The driver's intention is coupled with the flywheel energy state for identification. After the vehicle starts, the braking force and driving force signals from the torque and speed dual acquisition sensors are used to determine the driver's braking, constant speed and acceleration intentions. The flywheel module speed is combined to calculate the real-time energy storage value of the flywheel, and then the flywheel energy state is determined. Multi-parameter collaborative operating condition control, based on the recognition results of the coupling between the driver's intention and the flywheel energy state, regulates the on / off state of the electromagnetic clutch, the clamping force of the multi-mode brake, and the operating state of the motor through the integrated electronic control unit, to complete flywheel energy storage, braking energy recovery, constant speed energy maintenance and acceleration assistance; Closed-loop feedback correction compares the deviations of the actual operating parameters of each component with the preset target parameters in real time, and dynamically adjusts the control commands through the PID feedback algorithm.

[0012] Furthermore, the corresponding operations of flywheel energy storage, motor power generation control, or starting assistance specifically include: When the vehicle is in the ignition but not started state, the flywheel energy storage operation is performed. The integrated electronic control unit outputs a power-off command to the electromagnetic clutch. At the same time, the rated maximum current is supplied to the proportional electromagnet of the multi-mode brake to brake the gear ring to 0 speed. The active power source inputs energy to the planet carrier of the planetary gear mechanism through the two-stage buffer transmission component to increase the speed of the flywheel module to complete the energy storage. When the vehicle is about to be turned off and parked, the integrated electronic control unit keeps the electromagnetic clutch disengaged, releases the multi-mode brake from the gear ring, the flywheel module decelerates and transmits energy to the planetary gear via the sun gear, and controls the motor to switch to generator mode, which drives the motor rotor to generate electricity through the gear ring. The electrical energy is then processed and stored in the vehicle's power battery. When the vehicle is starting, the starting assist operation is performed. The integrated electronic control unit controls the electromagnetic clutch to engage and release the multi-mode brake; the control motor switches to electric motor mode, outputting torque opposite to the active power source and transmitting it to the ring gear. At the same time, the flywheel transmits energy to the planetary gear set via the sun gear; the planetary carrier collects the energy and then transmits the assist torque to the transmission input shaft. The torque of the planetary gear set mechanism satisfies the following relationship: ; Where 'a' is the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. For the sun gear torque, For gear ring torque, This represents the planetary carrier torque.

[0013] Furthermore, the driver's intent is coupled with the flywheel energy state for identification, including: Driver intent recognition: The integrated electronic control unit receives braking force signals transmitted from dual torque and speed sensors. With driving force signal Set braking threshold Uniform driving force range [ , ],when ≥ At that time, it was determined that the driver's intention was to brake. ∈[ , When [the driver's] intention is determined to be constant speed; when > At that time, it was determined that the driver's intention was to accelerate; Flywheel energy state determination: The real-time rotational speed of the flywheel module is obtained, the integrated electronic control unit calls the preset flywheel moment of inertia J, and calculates the real-time energy storage value of the flywheel based on the flywheel moment of inertia J; Coupled recognition output: Based on the driver's intention and the real-time energy storage value of the flywheel, the flywheel energy state is adapted, including adapting braking intention to a non-maximum energy storage state, acceleration intention to a non-minimum energy storage state, and constant speed intention to any energy storage state. The formula for calculating the real-time energy storage value of the flywheel is: ; in, The minimum driving force required for the vehicle to maintain a constant speed. The maximum driving force for the vehicle to travel at a constant speed. The preset flywheel moment of inertia, ω is the flywheel angular velocity.

[0014] Furthermore, the regenerative braking energy recovery includes two coordinated stages based on the rotation direction of the gear ring: the first stage involves controlling the motor to a generator state, with the integrated electronic control unit collecting the required braking force signal from the torque and speed dual acquisition sensors. ,according to The target control motor torque is calculated, and the output torque of the control motor is adjusted to apply the target braking force to the input shaft of the transmission by the planetary carrier. The braking kinetic energy is transmitted to the gear ring through the planetary carrier and planetary gears in sequence, and then output to the control motor through the coaxial dual output flange. The control motor converts the kinetic energy into electrical energy for storage, completing the first stage of energy recovery. The second stage controls the motor to switch to motor mode, according to... The target control motor torque is calculated, and the control motor outputs this torque, causing the control motor to input energy to the gear ring through the coaxial dual output flange. This energy is then transferred to the sun gear via the planetary gears, and finally output to the flywheel module through the sun gear. This serves as a signal to curb demand.

[0015] In summary, the present invention has the following beneficial technical effects: 1. This invention provides a two-stage buffer transmission assembly consisting of an elastic coupling and a hydraulic torque converter between the planetary carrier and the main power source, and connects them in series with an electromagnetic clutch to achieve power on / off control. The elastic coupling can absorb torque fluctuations from the main power source through its own material properties, while the hydraulic torque converter can buffer the power impact during vehicle start-up through fluid transmission. Furthermore, the lock-up clutch built into the hydraulic torque converter can switch to a rigid connection under constant speed conditions to reduce transmission losses, effectively avoiding mechanical damage to the main power source caused by instantaneous torque impacts. At the same time, it significantly improves the smoothness of the power transmission process and optimizes the vehicle's starting acceleration performance.

[0016] 2. This invention utilizes the coordinated control of a multi-mode brake and a control motor to divide the brake energy recovery process into two coordinated stages. In the first stage, when the gear ring rotates forward, the control motor switches to generator mode, calculates the target torque based on the required braking force, and converts the braking kinetic energy into electrical energy for storage. In the second stage, when the gear ring rotates in reverse, the control motor switches to motor mode, recalculates the target torque, inputs energy into the gear ring, and then transmits it to the flywheel module through the planetary gear mechanism to achieve energy storage. The required braking force is dynamically calculated based on the brake pedal opening, real-time vehicle speed, and road surface adhesion coefficient, ensuring that the braking force matches the driver's intention. Figure 1 Compared to traditional single-stage motor braking energy recovery methods, this significantly improves braking energy recovery efficiency and can avoid braking energy waste by generating electricity through a secondary power source or coordinating with mechanical braking when the flywheel is fully charged.

[0017] 3. This invention integrates a speed and temperature sensor embedded in the flywheel body to collect the flywheel's speed and temperature data in real time. It also introduces a temperature correction coefficient to calculate the flywheel's real-time energy storage value, enabling accurate judgment of the flywheel's energy state. At the same time, a one-way overrunning clutch restricts the flywheel to rotate only in the preset energy storage direction, avoiding energy loss and structural damage caused by reverse rotation of the flywheel. This effectively avoids safety risks caused by overheating and overspeeding of the flywheel, extends the cycle life of the flywheel module, and has better durability compared to traditional automotive energy storage components.

[0018] 4. This invention constructs a closed-loop feedback control system through a composite sensor assembly and an integrated electronic control unit. The composite sensor assembly can collect flywheel operating parameters, control motor parameters, and electromagnetic shift fork position information respectively. Based on the collected data, the integrated electronic control unit dynamically corrects the control commands through a PID feedback algorithm, ensuring that flywheel speed, multi-mode brake clamping force, control motor operating parameters, etc., can accurately match the target values. This technology significantly improves the control accuracy and operational stability of the system under different working conditions such as energy storage, power assist, and energy recovery, ultimately achieving a synergistic improvement in the power performance and economy of new energy vehicles. Attached Figure Description

[0019] Figure 1 This is an overall connection diagram of a flywheel energy storage assist device for new energy vehicles according to an embodiment of the present invention; Figure 2 This is a structural diagram of a flywheel energy storage assist device for new energy vehicles according to an embodiment of the present invention; Figure 3 This is a structural diagram showing the connection between the flywheel module and the one-way overrunning clutch; Figure 4 This is a simplified diagram of the connection structure between the control motor and the brake. Figure 5This is a flowchart of a control method for a flywheel energy storage assist device for new energy vehicles according to an embodiment of the present invention; Figure 6 This is a speed analysis diagram of the vehicle before starting and during braking in an embodiment of the present invention, wherein, Figure 6 (a) shows the speed analysis diagram before starting. Figure 6 (b) A graph showing the rotational speed during braking; Figure 7 This is a speed analysis diagram of vehicle start-up and acceleration in an embodiment of the present invention; Figure 8 This is a rotational speed analysis diagram of the vehicle at a constant speed according to an embodiment of the present invention; The components are as follows: 1. Main power source; 2. Ring gear; 3. Planetary gears; 4. Planetary carrier; 5. Sun gear; 6. Main power source clutch; 7. Transmission device; 8. Main reducer; 9. Differential; 10. Control motor; 11. Flywheel module; 12. Temperature sensor; 13. Hall effect speed sensor; 14. One-way overrunning clutch; 15. Speed ​​and torque sensor; 16. Brake; 17. Vehicle power battery; 18. Integrated electronic control unit; 19. Electrical connection signal line; 20. Drive wheel; 21. Vehicle half-shaft. Detailed Implementation

[0020] The present invention will be further described in detail below with reference to the accompanying drawings.

[0021] Example 1 Reference Figure 1 This embodiment of a flywheel energy storage assist device for new energy vehicles includes: Planetary gear mechanism, flywheel module 11, and control module; The planetary gear mechanism includes a planet carrier 4, a sun gear 5, and a ring gear 2. The planet carrier 4 is connected to the output shaft of the main power source 1 and the input shaft of the transmission via a two-stage buffer transmission assembly. The main power source clutch 6 is located between the elastic coupling and the hydraulic torque converter of the two-stage buffer transmission assembly. The output shaft of the transmission is connected to the input end of the main reducer 8. The output end of the main reducer 8 is connected to the input end of the differential 9. The output end of the differential 9 is connected to the drive wheel 20 via the vehicle half-shaft 21. The sun gear 5 is connected to the flywheel module 11. If the main power source 1 is a motor, the vehicle power battery 17 supplies power to it via the electrical connection signal line 19. The control module includes a control motor 10, a power source clutch 6, a one-way overrunning clutch 14, a multi-mode brake 16, a composite sensor assembly, and an integrated electronic control unit 18. The power source clutch is an electromagnetic clutch. The gear ring 2 is connected to the output shaft of the control motor 10 and the braking end of the multi-mode brake 16 via coaxial dual output flanges. The power of the control motor 10 comes from the vehicle power battery 17. The integrated electronic control unit 18 is connected to the electromagnetic clutch, the composite sensor assembly, the speed and torque sensor 15, the vehicle power battery 17, the control motor 10, and the power source motor 1 via an electrical connection signal line 19. The flywheel module 11 consists of a flywheel body and a flywheel shaft. The flywheel shaft is a stepped, slender shaft structure. One end of the flywheel shaft is provided with a spline shaft section that matches the spline hole of the flywheel body, and the other end of the flywheel shaft is provided with a cylindrical shaft section that mates with the inner ring of the one-way overrunning clutch 14. The flywheel shaft and the sun gear 5 form a transmission mating structure.

[0022] Specifically, it includes the following: like Figure 1 As shown, the flywheel energy storage assist device for new energy vehicles in this embodiment consists of three core parts: a planetary gear set mechanism, a flywheel module, and a control module. The planetary gear set mechanism, as the core of power distribution, plays the role of energy transfer between the main power source 1, the flywheel module, and the control module. The flywheel module stores energy in the form of kinetic energy and is a key actuator for realizing braking energy recovery and drive assist. The control module ensures the accurate operation of the device under different working conditions through the coordinated regulation of multiple components. The three components together ensure the integrity and reliability of the device's functions.

[0023] like Figure 2 As shown, the planetary gear train, serving as the core of power distribution, includes a planet carrier 4, a sun gear 5, a ring gear 2, and planet gear 3 assemblies. The planet gear 3 assembly is a double planet gear 3 meshing structure, consisting of a planet gear shaft, two planet gears 3 of different diameters, and needle roller bearings. The planet gear shaft is welded and fixed to the radial support of the planet carrier 4. The smaller diameter planet gear 3 meshes with the outer ring gear of the sun gear 5 for transmission, while the larger diameter planet gear 3 meshes with the inner ring gear of the ring gear 2 for transmission, forming a stable meshing transmission chain.

[0024] The input end of the planetary carrier 4 is connected to the output shaft of the main power source 1 via a two-stage buffer transmission assembly, and the output end is fixedly connected to the input shaft of the transmission via a flange. This not only realizes the transmission of power from the main power source 1 to the transmission, but also receives the assist energy from the flywheel module and the control module and outputs it in a concentrated manner. The sun gear 5 forms a direct transmission fit structure with the flywheel shaft of the flywheel module, eliminating the need for an intermediate transmission gear set and simplifying the transmission link. The outer side of the gear ring 2 is fixed with a coaxial double output flange by bolts. One end of the flange is connected to the output shaft of the control motor via a coupling, and the other end is fixedly connected to the brake disc of the multi-mode brake. This allows the gear ring 2 to be associated with both the control motor and the multi-mode brake, providing a structural basis for the control of energy transmission direction.

[0025] The dual-stage buffer transmission assembly includes a flexible coupling, an electromagnetic clutch, and a hydraulic torque converter connected in series. These three components form a transmission link that combines rigidity and flexibility through flange and spline connections. The flexible coupling is made of polyurethane elastomer material. Its input end is fixedly connected to the output shaft of the main power source 1 via a spline, and its output end is connected to the input flange of the electromagnetic clutch via bolts. The elastic deformation characteristics of the polyurethane elastomer absorb the torque fluctuations output by the main power source 1. When the main power source 1 (such as an engine) generates torque fluctuations due to the alternating work of the cylinders, the polyurethane elastomer undergoes elastic deformation along the circumferential direction: during the peak torque stage, the elastomer is compressed and stores elastic potential energy to offset part of the instantaneous impact torque; during the trough torque stage, the elastomer releases the stored elastic potential energy to compensate for the insufficient output torque of the main power source 1, forming a dynamic balance of buffering and compensation, and avoiding damage to subsequent components caused by instantaneous impacts.

[0026] The output end of the electromagnetic clutch is fixedly connected to the pump wheel at the input end of the hydraulic torque converter via a spline. The coil of the electromagnetic clutch is electrically connected to the output end of the integrated electronic control unit via a wire. The integrated electronic control unit controls its on / off state, thereby realizing the power on / off control between the main power source 1 and the planetary carrier 4. The turbine at the output end of the hydraulic torque converter is fixedly connected to the input end of the planetary carrier 4 via a spline. The hydraulic torque converter has a built-in lock-up clutch. The control end of the lock-up clutch is electrically connected to the integrated electronic control unit via a wire. When the vehicle is traveling at a constant speed and the speed of the main power source 1 is stable, the integrated electronic control unit controls the lock-up clutch to engage, so that the pump wheel and turbine of the hydraulic torque converter form a rigid connection, reducing the energy loss caused by fluid transmission and improving the power transmission efficiency.

[0027] The flywheel module consists of a flywheel body and a flywheel shaft, which are rigidly connected by a spline fit. The flywheel shaft is a stepped, slender shaft structure. One end of the flywheel shaft has a splined shaft section that matches the splined hole of the flywheel body, and it is fixedly connected to the splined hole of the flywheel body by an interference fit, ensuring that the flywheel body and the flywheel shaft rotate synchronously. The other end of the flywheel shaft has a cylindrical shaft section that mates with the inner ring of the one-way overrunning clutch, and this cylindrical shaft section is fixedly connected to the inner ring of the one-way overrunning clutch by an interference fit. The flywheel shaft directly forms a transmission connection with the sun gear 5, realizing direct energy transfer. The flywheel body is made of a high-strength alloy material into a disc-shaped structure, such as titanium alloy. A thickened counterweight ring is welded to the edge of the disc to... The rotational inertia of the flywheel body is increased to enhance energy storage performance. A spline hole matching the splined section of the flywheel shaft is opened at the center of the disc for connection with the flywheel shaft. A cylindrical mounting hole is radially opened near the edge of the flywheel body, in which an embedded speed and temperature sensor is fixedly mounted. A high-temperature resistant insulating sleeve (withstanding temperature ≥20℃ for electrical connection signal lines 0℃) is provided between the mounting hole and the sensor to ensure stable fixation of the sensor and avoid electrical interference and high-temperature damage between the sensor and the flywheel body. The lead wire of the embedded speed and temperature sensor is connected to the wireless inductive power supply module through a hollow hole opened at the center of the flywheel shaft to provide continuous power to the sensor and realize data transmission.

[0028] The wireless inductive power supply module includes an inductive power supply coil and an inductive power extraction coil, which provide power to the embedded speed and temperature sensor in a rotating state. The inductive power supply coil is fixed to the housing of the transmission device 7 (stationary end) by a bracket. The housing of the transmission device 7 is a fixed component connected to the flywheel module through a one-way overrunning clutch, and its power line is connected to the vehicle's energy storage battery pack. The inductive power extraction coil is fixed to the shaft of the flywheel shaft by an interference fit, located directly below the inductive power supply coil, and a 0.5~1mm air gap is maintained between the two coils to avoid collision during rotation. The output end of the inductive power extraction coil is electrically connected to the power supply end of the embedded speed and temperature sensor through a wire. When the device is running, the inductive power supply coil is energized to generate an alternating magnetic field. The inductive power extraction coil generates an induced current in the alternating magnetic field, which is rectified and regulated to power the embedded speed and temperature sensor. This solves the problem of wire entanglement and breakage caused by the high-speed rotation of the flywheel in traditional wire power supply, ensuring long-term stable operation of the sensor.

[0029] The control module includes a control motor, an electromagnetic clutch, a one-way overrunning clutch, a multi-mode brake, a composite sensor assembly, and an integrated electronic control unit. The control motor is a permanent magnet synchronous motor, and its output shaft is connected to the coaxial double output flange on the outside of the gear ring 2 via a coupling. The power and signal lines of the control motor are connected to the on-board energy storage battery pack and the integrated electronic control unit respectively via wires. The integrated electronic control unit can control the control motor to switch between motor mode and generator mode to realize energy output and recovery. The one-way overrunning clutch uses a wedge block. The structure includes an outer ring, an inner ring, a wedge, and a return spring. The outer ring is fixed to the housing of the transmission device 7 by bolts, and the inner ring is fixedly connected to the cylindrical shaft section of the flywheel shaft by an interference fit. The wedge and the return spring are assembled in the wedge-shaped groove between the outer ring and the inner ring. When the flywheel shaft rotates in the energy storage direction, the wedge weds the outer ring and the inner ring under the action of friction, restricting the flywheel shaft from rotating in the opposite direction. When the flywheel shaft rotates in the opposite direction, the wedge is released from the wedged state under the action of the return spring, allowing the inner ring to rotate freely relative to the outer ring, ensuring that the flywheel module rotates only in the energy storage direction to store energy. The multi-mode brake includes a brake disc, a fixed brake caliper, a movable brake caliper, and a proportional electromagnet. The brake disc is fixedly connected to the coaxial double output flange of the gear ring 2 by bolts and rotates synchronously with the gear ring 2. The fixed brake caliper is fixed to the housing of the transmission device by bolts, and a brake friction pad is provided on the inner side of its jaws. The movable brake caliper is fixedly connected to the telescopic end of the proportional electromagnet by a pin. The fixed end of the proportional electromagnet is fixed to the housing of the transmission device by bolts. The power line of the proportional electromagnet is connected to the integrated electronic control unit through a wire. The integrated electronic control unit controls the opening and closing degree of the movable brake caliper and the clamping force with the fixed brake caliper by adjusting the current of the proportional electromagnet, thereby realizing the full braking, partial braking, and free rotation of the gear ring 2. The composite sensor assembly includes an embedded integrated speed and temperature sensor and a torque-speed dual-acquisition sensor, which communicate with the integrated electronic control unit via electrical connection signal lines. The embedded integrated speed and temperature sensor is mounted in a cylindrical mounting hole in the flywheel body, acquiring the flywheel's speed and temperature data. The torque-speed dual-acquisition sensor, employing a non-contact magnetoelectric induction principle, is mounted on the coupling between the control motor's output shaft and the coaxial dual-output flange, acquiring the control motor's torque and speed data. All sensor signal lines are connected to the integrated electronic control unit, enabling real-time data transmission.

[0030] The integrated electronic control unit is electrically connected to the electromagnetic clutch, the hydraulic torque converter lock-up clutch, the control motor, and the proportional electromagnet via wires. It receives data from various sensors and outputs control commands, serving as the core of the device's control. When the integrated electronic control unit detects through the composite sensor assembly that the main power source speed is >0 and the vehicle speed is 0 (determined to be in an ignition-but-not-started state), it immediately executes the flywheel energy storage operation. First, the integrated electronic control unit outputs a power-off command to the electromagnetic clutch, causing the driving and driven discs of the electromagnetic clutch to separate, cutting off the direct power link between the power source and the transmission input shaft, and preventing energy loss to the transmission side during energy storage. Simultaneously, the rated maximum current is supplied to the proportional electromagnet of the multi-mode brake, driving the movable brake caliper to clamp against the fixed brake caliper until the speed of the gear ring driven by the brake disc drops to 0 and remains stable for ≥50ms, ensuring that the gear ring is in a fully braked state. This provides constraints for the directional energy transfer of the planetary gear set mechanism. After the power source starts, its output energy is sequentially transferred to the planet carrier of the planetary gear set mechanism through the elastic coupling and hydraulic torque converter of the two-stage buffer transmission assembly, driving the planet carrier to rotate. The elastic coupling absorbs the torque fluctuations output by the power source through the elastic deformation of the polyurethane elastomer, while the hydraulic torque converter buffers the instantaneous impact during the startup phase of the power source through fluid transmission. The two work together to protect the subsequent transmission components from mechanical damage.

[0031] Based on the speed-torque relationship of the planetary gear set mechanism, and since the ring gear is braked and stationary, the speed of the sun gear can be derived. ,in, The rotational speed of the sun gear. The rotational speed of the gear ring is... Let 'a' be the rotational speed of the planetary carrier, and 'a' be the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. The energy input from the planetary carrier is directionally transmitted to the sun gear through the dual planetary gear assembly, driving the sun gear to rotate. Since the sun gear and the flywheel shaft of the flywheel module form a direct transmission connection structure, the rotation of the sun gear directly drives the flywheel shaft to rotate synchronously. The flywheel body accelerates together with the flywheel shaft, and the flywheel speed gradually increases from the initial value to the preset energy storage target speed.

[0032] During energy storage, the integrated electronic control unit collects the speed and temperature data of the flywheel body in real time through an embedded speed and temperature sensor: when the flywheel temperature is detected to be >150℃, the input power of the main power source is automatically reduced by 10%~20% to prevent the flywheel from losing structural strength due to overheating; when the flywheel speed reaches the target speed, the main power source is controlled to reduce the output speed to maintain the flywheel speed within the target range of ±50r / min, thus completing the flywheel energy storage operation.

[0033] It should be noted that if the main power source in this working condition is an electric motor, the vehicle's power battery supplies power to the main power source through the electrical connection signal line, ensuring that the main power source continuously outputs energy to complete the flywheel energy storage; and the power output link of the transmission in the device is always in a ready state, the transmission output shaft is connected to the input end of the main reducer, the output end of the main reducer is connected to the input end of the differential, and the output end of the differential is connected to the corresponding drive wheel through the vehicle half shaft 21. After the vehicle enters the starting state, the power can be quickly transmitted to the drive wheel.

[0034] When the integrated electronic control unit detects that the accelerator pedal opening is ≥0.1 and the vehicle speed is >0 (determined as starting state) through the accelerator pedal position sensor, it switches to the start-up assist mode: like Figure 3 , Figure 4 As shown, when the vehicle is starting, the integrated electronic control unit controls the electromagnetic clutch to engage, and the flywheel body outputs energy through the flywheel axis to the sun gear 5. At the same time, it controls the multi-mode brake to release the brake and controls the motor to output torque in the opposite direction to the active power source 1. This torque is transmitted to the ring gear 2 through the coaxial dual output flange. The energy input from the sun gear 5 and the ring gear 2 is collected by the dual planetary gear 3 assembly to the planet carrier 4. The planet carrier 4 transmits the collected energy to the transmission input shaft, providing assistance for vehicle starting and improving starting power. When the vehicle is braking, if the flywheel has not reached its maximum speed, the integrated electronic control unit controls the electromagnetic clutch to engage. The wheels input braking kinetic energy to the planetary carrier 4 through the transmission. The control motor first operates as a generator, adjusting the torque according to the required braking force, so that the planetary carrier 4 applies the target braking force to the transmission. The braking kinetic energy is transmitted to the ring gear 2 through the planetary carrier 4 and the double planetary gear 3 assembly, and then output to the control motor to be converted into electrical energy for storage (first stage recovery). When the speed of the ring gear 2 drops to zero and continues to rotate in the opposite direction, the control motor switches to motor mode, readjusting the torque according to the required braking force, and inputting energy to the ring gear 2. This energy is transmitted to the sun gear 5 through the double planetary gear 3 assembly, and then to the flywheel module, increasing the flywheel speed to store braking kinetic energy (second stage recovery). If the flywheel has reached its maximum speed, the control motor stops working, and the braking kinetic energy is transferred to the main power source 1 through the transmission. When the main power source 1 is the motor, it is converted into electrical energy and stored; when it is the engine, it is consumed through mechanical braking. When the vehicle is traveling at a constant speed, the integrated electronic control unit controls the hydraulic torque converter lock-up clutch to engage, making the power transmission a rigid connection. At the same time, it controls the multi-mode brake to release the brake and controls the motor torque to zero. The flywheel speed is monitored in real time through a composite sensor assembly. If the speed fluctuation exceeds the preset range, the control motor adopts an energy compensation strategy, fine-tuning the torque to stabilize the flywheel speed and ensure that the flywheel energy is not lost. When the vehicle is accelerating, if the flywheel speed is higher than the minimum speed, the integrated electronic control unit controls the motor to switch to electric motor mode, outputting torque in the same direction as the main power source 1. Energy is input to the planetary carrier 4 through the ring gear 2, while the flywheel inputs energy to the planetary carrier 4 through the sun gear 5. The two work together to assist acceleration. If the flywheel speed is lower than the minimum speed, the one-way overrunning clutch locks the flywheel, and only controls the motor to input energy to the planetary carrier 4 through the ring gear 2, ensuring continuous assistance during acceleration. Throughout the operation, the integrated electronic control unit uses a PID feedback algorithm to compare the deviation between the actual parameters and target parameters of each component in real time, dynamically adjusting the control commands to ensure stable and efficient execution of all functions of the device, ultimately achieving a synergistic improvement in the power and economy of new energy vehicles.

[0035] Example 2 The difference between this embodiment and Embodiment 1 is that this embodiment provides a control method for a flywheel energy storage assist device for new energy vehicles; Specifically, a control method for a flywheel energy storage assist device for new energy vehicles includes the following steps: like Figure 5 As shown, S1: Vehicle status recognition. When the vehicle is ignited but not moving, step S2 is executed; when the vehicle is about to be turned off and parked, step S3 is executed; when the vehicle is in the starting state, step S4 is executed. The integrated electronic control unit (ECU) collects multi-dimensional parameters through a composite sensor assembly to determine the vehicle's current state. The ECU receives the main power source speed transmitted by the composite sensor assembly. Flywheel module speed Vehicle speed v, when When v=0, it is determined that the ignition has not started and step S2 is executed; when and When the engine is about to shut down, step S3 is executed. when When the accelerator pedal opening is ≥0.1, it means the driver has the intention to start. This is collected by the accelerator pedal position sensor and determined to be the starting state, and step S4 is executed.

[0036] S2: Flywheel energy storage. At this time, the clutch is in the disengaged state, the active power source inputs energy to the planetary gear mechanism through the planetary carrier, the brake is engaged, the speed of the ring gear and the control motor is braked to zero, the ring gear has no energy input and output, the planetary gear device outputs energy to the flywheel device through the sun gear, the flywheel speed increases, and the flywheel energy storage is realized. like Figure 6 As shown, when the vehicle is in the ignition-but-not-started state, the integrated electronic control unit (ECU) enters the flywheel energy storage mode, transferring energy to the flywheel module through the active power source. The ECU outputs a control signal to disengage the electromagnetic clutch, cutting off the direct power link between the active power source and the transmission. Then, it controls the proportional electromagnet of the multi-mode brake to receive the rated maximum current, causing the brake disc clamping force to reach 90%~100% of the rated maximum clamping force, thereby braking the gear ring and increasing its rotational speed. The main power source inputs energy to the planet carrier of the planetary gear set mechanism through a two-stage buffer transmission assembly, and the planet carrier rotation speed... The rotational speed increases synchronously with the main power source.

[0037] Then, according to the formula for the rotational speed relationship of the planetary gear set: ,because The rotational speed of the sun gear can be derived. ,in, The rotational speed of the sun gear. The rotational speed of the gear ring is... Let be the rotational speed of the planetary carrier, and 'a' be the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. The flywheel module accelerates synchronously with the flywheel shaft, and the flywheel speed is... As the speed increases from the initial value to the target energy storage speed, the ECU collects the flywheel module temperature in real time via the embedded temperature sensor 12. ,when When reducing the input power of the main power source to prevent the flywheel from overheating, When the target speed is reached, the ECU controls the main power source to reduce its speed, maintain the flywheel speed stable, and complete energy storage.

[0038] S3: Control the motor to generate electricity. At this time, the clutch is in the disengaged state, the flywheel decelerates and inputs energy into the planetary gear set, and controls the motor to be in generator state, converting the kinetic energy of the flywheel into electrical energy for storage.

[0039] First, the ECU controls the electromagnetic clutch to remain disengaged and the multi-mode brake to release, sending a generator mode command to the control motor. The control motor switches to generator mode, and its stator windings establish an electrical connection with the on-board battery pack via the inverter. The flywheel module decelerates under inertia and inputs energy into the sun gear of the planetary gear mechanism. The sun gear torque... The direction is the same as the rotation direction, the product of speed and torque is positive, and the energy input is based on the planetary gear set torque relationship formula. Where 'a' is the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. For the sun gear torque, For gear ring torque, The planetary carrier torque is lost because the electromagnetic clutch is disengaged, resulting in no power output from the planetary carrier. It can be deduced This is not true. In reality, the planet carrier rotates indirectly with the sun gear, and the torque of the ring gear... The gear ring drives the control motor rotor to rotate.

[0040] Controlling the generator torque of the motor With gear ring torque Equal in size but opposite in direction, generating power, the electrical energy is rectified and filtered before being stored in the vehicle's energy storage battery pack. When the ECU detects the flywheel speed through Hall effect speed sensor 13... When the flywheel's residual energy is almost exhausted, the control motor stops generating electricity, thus completing energy recovery.

[0041] like Figure 7As shown, S4: Starting assistance. At this time, the clutch is engaged, the flywheel inputs energy to the planetary gear set through the sun gear, the brake stops braking, the control motor outputs torque in the opposite direction to the power source, inputs energy to the planetary gear set through the ring gear, and at the same time the planetary gear set outputs energy to the transmission input and output shafts through the planet carrier, thereby achieving starting assistance for the vehicle. When the vehicle is starting, the flywheel module and the control motor work together to input energy into the planetary gear mechanism to assist the vehicle in starting. The ECU first controls the electromagnetic clutch to engage, pressing the driving and driven plates together by supplying 10-12V voltage to its coil, ensuring that the planetary carrier can transmit power to the transmission input shaft. At the same time, it controls the proportional electromagnet of the multi-mode brake to de-energize and completely release the brake, allowing the ring gear to rotate freely. The control motor is then switched to electric motor mode, causing it to output torque in the opposite direction to the torque of the active power source. For example, when the torque of the main power source is clockwise, It rotates counterclockwise; in terms of energy coordination and output, the flywheel module inputs energy to the sun gear, at which point the sun gear torque... It is positive, meaning it is in an energy input state, according to the planetary gear torque formula. The planetary carrier will receive reverse torque. It is in energy output mode, and at the same time, the control motor inputs energy to the gear ring through the coaxial dual output flange, and the gear ring torque... ,and The directions are consistent, and the torque is further supplemented to the planet carrier through the planetary gear assembly, so that the total output torque of the planet carrier reaches [value missing]. ,in, The planetary carrier torque is converted from the ring gear torque. The planetary carrier then outputs energy to the transmission input shaft via a two-stage buffer transmission assembly. The transmission amplifies the torque based on the starting gear (e.g., 1st gear) and transmits it to the drive wheels, increasing the vehicle's starting acceleration by 15% to 25% compared to unassisted acceleration. When the ECU detects the vehicle speed via the vehicle speed sensor... This indicates that when the initial stage ends, the flywheel energy storage assist device is switched to normal driving mode, and step S5 is executed.

[0042] S5: Driver intent recognition. The energy state is determined based on the flywheel's rotational speed. The higher the flywheel's rotational speed, the more energy is stored. After the vehicle starts, if the vehicle is braking and the flywheel's rotational speed has not reached its maximum speed, proceed to step S6. If the flywheel is at its maximum rotational speed, proceed to step S7. If the vehicle is traveling at a constant speed, proceed to step S8. If the vehicle is accelerating and the flywheel's rotational speed is higher than its minimum speed, proceed to step S9. If the flywheel is at its minimum rotational speed, proceed to step S10. The ECU first recognizes the driver's intention and receives the braking force signal transmitted from the torque and speed dual acquisition sensors. , and driving force signal The resistance feedback from the transmission input shaft during braking, in N; the power output from the active power source during acceleration, in N; and a preset judgment threshold, including the braking threshold. , This is the vehicle's maximum braking force. Let g be the vehicle's curb mass and g be the acceleration due to gravity. The road surface adhesion coefficient is given, and the uniform driving force range is given. ,in, , , The maximum driving force of the main power source, and according to the current When the intention to brake is determined, When it is determined to be a uniform velocity, when If the driver is determined to be accelerating, the driver's intention is determined based on the above determination logic.

[0043] The ECU then determines the flywheel's energy state and collects the flywheel's real-time speed via the embedded Hall effect speed sensor 13. Call the preset flywheel moment of inertia J, and then according to the formula Where J is the preset moment of inertia of the flywheel. Given the flywheel angular velocity, calculate the real-time energy storage value of the flywheel, and simultaneously preset the rotational speed corresponding to the maximum energy storage of the flywheel. Rotation speed corresponding to minimum energy storage ,according to At its highest energy storage state, At the lowest energy storage state, The flywheel energy state is determined according to the rules for intermediate energy storage state; finally, the working condition matching is executed. If the intention is to brake and the flywheel is not in the highest energy storage state, step S6 is executed; if the intention is to brake and the flywheel is in the highest energy storage state, step S7 is executed; if the intention is to maintain a constant speed, step S8 is executed; if the intention is to accelerate and the flywheel is not in the lowest energy storage state, step S9 is executed; if the intention is to accelerate and the flywheel is in the lowest energy storage state, step S10 is executed.

[0044] S6: Braking energy recovery and flywheel energy storage. At this time, the clutch is engaged, and energy is input from the transmission input shaft to the planetary gearbox through the planetary carrier. The control motor is in generator mode. According to the required braking force, the torque of the control motor is adjusted so that the planetary carrier applies the target braking force to the transmission input shaft. The energy is output to the control motor through the ring gear. The speed of the ring gear decreases. After it drops to zero, it accelerates in the opposite direction. At this time, the control motor is in motor mode. According to the required braking force, the torque of the control motor is adjusted. The energy is input to the planetary gear mechanism through the ring gear. At the same time, the planetary gear device outputs energy to the flywheel device through the sun gear. The speed of the flywheel increases, realizing the energy storage of the flywheel. Specifically, when the vehicle brakes and the flywheel is not at its highest energy storage capacity, the braking kinetic energy is first converted into electrical energy for recovery, and then converted into flywheel kinetic energy for storage. This process is executed in two stages, with the ECU achieving efficient energy conversion and storage through precise control of various components. The first stage is the forward rotation of the gear ring. During this stage, the ECU controls the electromagnetic clutch to remain engaged, and braking energy is input to the planetary gear set mechanism through the drive wheels-transmission-planet carrier path, and the planet carrier speed... As the vehicle speed decreases, the braking force decreases synchronously. At the same time, the ECU switches the control motor to generator mode, first adjusting the braking force signal according to demand. The signal is obtained through the formula The calculation shows that, For brake pedal opening, This is the pedal coefficient. Here, m is the vehicle speed correction factor, m is the vehicle's curb weight, and g is the acceleration due to gravity. The coefficient of friction is given by , v is the vehicle speed, and the values ​​are combined with the wheel rolling radius r and the transmission ratio. Through formula Calculate the target generating torque Then control the motor to output the target generating torque. The planetary carrier applies a target braking force matching the braking demand to the input shaft of the transmission. The braking kinetic energy is output to the control motor sequentially through the planetary carrier, planetary gears, and ring gear. Finally, the control motor converts the kinetic energy into electrical energy for storage. During this stage, the ring gear speed... It will gradually decrease during the braking process.

[0045] When the ECU detects the gear speed via the motor's torque and speed sensor... At that time, it is determined that the second stage (reverse rotation of the gear ring) has begun. At this point, the ECU will switch the motor control to "electric motor mode" and use the formula... Recalculate the target driving torque Control the motor to output the target driving torque Then, energy is input to the gear ring through the coaxial dual-output flange, driving the gear ring to accelerate in the opposite direction. This energy is transferred to the sun gear through the planetary gear assembly, and then output from the sun gear to the flywheel module, causing the flywheel to rotate at a certain speed. From the current value, it continues to increase to the highest energy storage speed. According to the planetary gear set rotation speed formula Due to this stage The negative times make a positive, which increases the rotational speed of the sun gear. Significant improvements ensure efficient energy storage by the flywheel; the termination condition for the entire regenerative braking flywheel energy storage process is: when the ECU detects the flywheel speed... Reaching maximum energy storage speed Or, it may detect a signal that the brake pedal has been released, resulting in a demand for braking force. Immediately stop the flywheel energy storage operation and end this braking energy recovery.

[0046] S7: Braking energy recovery is achieved by the active power source motor generating electricity. At this time, the clutch is engaged, the control motor torque is zero, and the transmission output end inputs energy to the active power source motor. The active power source motor generates electricity and stores energy. If the active power source is an engine, this part of the braking energy is converted into heat energy and consumed. Specifically, when the vehicle brakes and the flywheel has reached its maximum energy storage state, the braking kinetic energy will be recovered or consumed through the main power source motor. The ECU first precisely controls each actuator, keeping the electromagnetic clutch engaged to ensure a smooth power transmission path, while simultaneously adjusting the control motor torque to 0 to prevent the control motor from participating in the energy transmission process. The multi-mode brake remains in the released state, allowing the ring gear to rotate freely with the planetary gear set mechanism. In terms of energy transmission, the braking kinetic energy is input to the planetary gear set mechanism through the path of drive wheels-transmission-planetary carrier, according to the planetary gear set torque formula. ,in, Let 'a' be the torque of the sun gear, and 'a' be the ratio of the number of teeth between the ring gear and the sun gear. The planetary carrier torque is the torque input to the planetary carrier. It will be converted into sun gear torque. However, since the flywheel has reached its maximum speed and can no longer receive energy, the sun gear cannot continue to output energy to the flywheel. Therefore, the planetary gear set will transfer energy to the main power source through a two-stage buffer transmission component. If the main power source is a drive motor, the ECU will immediately control it to switch to generator mode, converting braking kinetic energy into electrical energy and storing it in the vehicle's energy storage battery pack. The power generation efficiency in this process is no less than 80%. If the main power source is an engine, since the engine does not have a power generation recovery function, the braking kinetic energy will be converted into heat energy and consumed through the friction of pistons, crankshafts and other components inside the engine. In this case, it needs to work together with the mechanical braking system to ensure that the vehicle's braking needs are met. When the ECU detects that the vehicle speed v=0 (the vehicle has come to a complete stop) through the vehicle speed sensor or detects that the brake pedal has been released through the brake pedal position sensor, it immediately ends the energy recovery process.

[0047] like Figure 8 As shown, S8: Uniform speed energy maintenance. At this time, the clutch is engaged and the control motor torque is zero. Ideally, the torque of the planet carrier and sun gear of the planetary gear set is zero. At this time, the flywheel speed remains unchanged and the planetary gear set has no energy input or output. In actual cases, feedback control is used and the control motor adopts an energy compensation strategy to keep the speed difference between the flywheel speed and the target speed within 50 r / min. The specific process is as follows: When the vehicle is traveling at a constant speed, the ECU controls the flywheel energy storage and assist device to prevent energy loss from the flywheel, ensuring a rapid response and assistance in subsequent operating conditions. First, the ECU precisely controls each actuator, maintaining the electromagnetic clutch in engagement to ensure the stability of the powertrain, setting the control motor torque to zero so it does not participate in energy transmission, and keeping the multi-mode brake in a released state to allow the ring gear to rotate freely. If the vehicle is equipped with a torque converter, the ECU controls its lock-up clutch to engage, creating a rigid connection between the power source and the planetary carrier, thereby reducing energy loss during transmission. Regarding energy balance, according to the planetary gear set speed formula... ,in, This is the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. The rotational speed of the sun gear. The rotational speed of the gear ring is... The planetary carrier speed is directly proportional to and remains stable due to the vehicle's constant speed. Ideally, this is achieved by controlling the motor torque. Gear ring torque The sun gear torque can be derived by combining the planetary gear torque formula. Planetary carrier torque At this time, the planetary gear mechanism has no energy input or output, and the sun gear and flywheel module maintain synchronous rotation through direct drive, i.e., the flywheel speed is... With the rotational speed of the sun gear The flywheel speed is consistent with the sun gear speed and remains stable. However, in actual operation, unavoidable losses such as gear meshing friction and bearing friction cause the flywheel speed to decrease slowly, at a rate of approximately 5-10 r / min. To address this, the ECU employs a feedback control strategy, using an embedded Hall effect speed sensor to monitor the flywheel speed in real time. When detected When the value deviates from the preset target value, the control motor is immediately switched to electric motor mode, and a small compensation torque of no more than 5 N·m is output. This torque is used to input energy into the planetary gear mechanism through the gear ring to accurately compensate for friction loss. Ultimately, the flywheel speed fluctuation after compensation is controlled within ±50 r / min, ensuring that the real-time energy storage value of the flywheel is stable within the target range of ±0.5%, so as to prepare energy reserves for subsequent acceleration or braking conditions.

[0048] S9: Acceleration flywheel assist. At this time, the clutch is engaged, the control motor is in motor mode, the torque of the control motor is in the same direction as the torque of the main power source, the control motor inputs energy to the planetary gear set through the ring gear, the torque direction of the ring gear is the same as the torque direction of the control motor, so the flywheel decelerates, and inputs energy to the planetary gear set through the sun gear. The torque of the planet carrier of the planetary gear set is opposite to the torque direction of the control motor, and outputs energy to the input shaft of the transmission, thus realizing acceleration flywheel assist.

[0049] When the vehicle accelerates and the flywheel is not in its minimum energy storage state, the flywheel module and the control motor work together to input energy into the transmission to significantly improve the vehicle's acceleration performance. The ECU first coordinates the control of each actuator, keeping the electromagnetic clutch engaged to ensure the continuity of power transmission, maintaining the multi-mode brake in the released state to allow the gear ring to rotate freely, and simultaneously switching the control motor to "electric motor mode" so that its output torque is in the same direction as the active power source torque. ; During the energy coordination and output phase, the flywheel module releases energy through deceleration, which is then transferred to the sun gear of the planetary gear set, giving the sun gear a positive torque. (In an energy input state), according to the planetary gear set torque formula The motor torque is controlled based on the overall balance of the planetary gear set. The planetary carrier torque can be calculated using the planetary carrier torque formula. Subsequently, the planetary carrier outputs energy to the transmission input shaft through a two-stage buffer transmission assembly. This energy, when combined with the power output from the main power source, can increase the vehicle's acceleration torque by 20% to 30% and shorten the acceleration time by 15% to 20%. Throughout the process, the ECU monitors the flywheel speed in real time using an embedded Hall effect speed sensor. When detected Reduced to the preset minimum energy storage speed Immediately switch the control device to step S10 to ensure that the acceleration assistance process is not interrupted.

[0050] S10: Acceleration control motor assist. At this time, the clutch is engaged, the control motor is in motor mode, the output torque of the control motor is in the same direction as the positive drive torque of the active power source, the control motor inputs energy to the planetary gear set through the ring gear, the flywheel continues to decelerate, and finally reaches a state of zero speed under the action of the one-way clutch.

[0051] When the vehicle accelerates and the flywheel reaches its minimum energy storage state, the flywheel stops outputting energy, and the control motor provides assistance alone. The ECU first controls the various actuators, keeping the electromagnetic clutch engaged to ensure a smooth power transmission path, and keeping the multi-mode brake released to allow the ring gear to rotate freely. When the flywheel speed drops to the minimum energy storage speed, the one-way overrunning clutch locks the flywheel shaft (to limit the flywheel's reverse rotation), causing the flywheel to stop outputting energy to the sun gear (at this point, the sun gear torque...). At the same time, the motor is controlled to maintain "electric motor mode" and outputs torque in the same direction as the active power source torque according to acceleration requirements. This torque value can be increased to 120% of the rated torque of the control motor; during the energy transfer and assist phase, the control motor inputs energy to the gear ring through the coaxial dual output flange, at which time the gear ring torque... According to the planetary gear set torque formula, the planetary carrier obtains the output torque. Subsequently, the planetary carrier outputs energy to the transmission input shaft through a two-stage buffer transmission assembly. This energy is superimposed on the power output from the main power source to ensure uninterrupted vehicle acceleration. Meanwhile, the flywheel maintains a constant speed of 0 under the locking action of the one-way overrunning clutch, preventing energy loss and structural damage caused by reverse rotation. When the ECU detects that the driver has released the accelerator pedal (at which point the drive force signal...), When the vehicle resumes constant speed driving or the flywheel enters a re-energy storage state (such as when the vehicle is braking), the control motor assist process is immediately terminated.

[0052] The above are all preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A flywheel energy storage assist device for a new energy vehicle, characterized in that, include: Planetary gear mechanism, flywheel module, and control module; The planetary gear mechanism includes a planet carrier, a sun gear, and a ring gear. The planet carrier is connected to the output shaft of the main power source and the input shaft of the transmission via a two-stage buffer transmission assembly. The output shaft of the transmission is connected to the input end of the main reducer. The output end of the main reducer is connected to the input end of the differential. The output end of the differential is connected to the drive wheel via the vehicle half-shaft. The sun gear is connected to the flywheel module. The control module includes a control motor, an electromagnetic clutch, a one-way overrunning clutch, a multi-mode brake, a composite sensor assembly, and an integrated electronic control unit. The gear ring is connected to the output shaft of the control motor and the braking end of the multi-mode brake via coaxial dual output flanges. The power of the control motor comes from the vehicle's power battery. The integrated electronic control unit is connected to the electromagnetic clutch, the composite sensor assembly, the vehicle's power battery, the control motor, and the main power source motor via electrical connection signal lines. The flywheel module consists of a flywheel body and a flywheel shaft. The flywheel shaft is a stepped, slender shaft structure. One end of the flywheel shaft is provided with a spline shaft section that matches the spline hole of the flywheel body, and the other end of the flywheel shaft is provided with a cylindrical shaft section that mates with the inner ring of the one-way overrunning clutch. The flywheel shaft and the sun gear form a transmission mating structure.

2. The flywheel energy storage assist device for a new energy vehicle according to claim 1, characterized in that, The dual-stage buffer transmission assembly includes a flexible coupling and a hydraulic torque converter connected in series. The electromagnetic clutch is connected in series between the flexible coupling and the hydraulic torque converter. The input end of the flexible coupling is fixedly connected to the output shaft of the power source. The output end of the flexible coupling is connected to the input end of the electromagnetic clutch. The output end of the electromagnetic clutch is connected to the input end of the hydraulic torque converter. The output end of the hydraulic torque converter is fixedly connected to the input shaft of the transmission. The hydraulic torque converter has a built-in lock-up clutch. The integrated electronic control unit is connected to the lock-up clutch for control.

3. The flywheel energy storage assist device for a new energy vehicle according to claim 1, characterized in that, The one-way overrunning clutch is connected to both the flywheel module housing and the flywheel body, allowing the flywheel body to rotate only in one direction. A heat dissipation and protection assembly is provided on the outside of the one-way overrunning clutch. This assembly includes a metal heat sink shell fitted onto the outer ring of the one-way overrunning clutch, a thermally conductive silicone pad embedded in the inner wall of the metal heat sink shell, and heat dissipation fins evenly distributed along the outer circumference of the metal heat sink shell. One end of the metal heat sink shell is fixedly connected to the transmission device housing by bolts, and the other end of the metal heat sink shell is provided with a dustproof end cap. A lip seal is provided between the inner ring of the dustproof end cap and the flywheel shaft. The thermally conductive silicone pad is tightly fitted to the outer ring of the one-way overrunning clutch and the inner wall of the metal heat sink shell to conduct the heat generated during operation of the one-way overrunning clutch to the metal heat sink shell.

4. The flywheel energy storage assist device for a new energy vehicle according to claim 1, characterized in that, The composite sensor assembly and the integrated electronic control unit are connected via an electrical connection signal line. The composite sensor assembly includes an embedded speed and temperature sensor and a torque and speed dual acquisition sensor. The torque and speed dual acquisition sensor is mounted between the output shaft of the control motor and the coaxial dual output flange. The torque and speed dual acquisition sensor uses the non-contact magneto-electric induction principle to acquire data.

5. The flywheel energy storage assist device for a new energy vehicle according to claim 1, characterized in that, The flywheel body is made of high-strength alloy material to form a disc structure. The edge of the disc of the flywheel body is provided with a thickened counterweight ring. The center of the disc is provided with a spline hole and is interference-fitted with the flywheel shaft through the spline hole. A cylindrical mounting hole is provided radially near the edge of the flywheel body. The embedded speed and temperature integrated sensor is fixed in the cylindrical mounting hole, and an insulating sleeve is provided in the mounting hole.

6. The flywheel energy storage assist device for new energy vehicles according to claim 1, characterized in that, The multi-mode brake includes a brake disc, a fixed brake caliper, a movable brake caliper, and a proportional electromagnet. The brake disc is fixedly connected to a coaxial dual-output flange. The fixed brake caliper is bolted to the transmission housing. The transmission housing is a fixed component connected to the flywheel shaft via a one-way overrunning clutch. The movable brake caliper is fixedly connected to the telescopic end of the proportional electromagnet. The fixed end of the proportional electromagnet is connected to the transmission housing. The proportional electromagnet is electrically connected to the output end of an integrated electronic control unit. By adjusting the current of the proportional electromagnet, the clamping force of the movable and fixed brake calipers on the brake disc is controlled, thereby achieving full braking, partial braking, and free rotation of the gear ring.

7. A control method for a flywheel energy storage assist device for new energy vehicles, based on the device described in claim 1, characterized in that, include: Vehicle status and initial parameter acquisition: The integrated electronic control unit receives data from the composite sensor assembly, including the main power source speed, flywheel module speed and temperature, and control motor torque and speed. Combined with preset planetary gear set characteristic parameters, it determines whether the vehicle is in an ignition-but-not-started, about to shut down and stop, or starting state. Initial operating condition control: Based on the judgment of the vehicle status, corresponding operations such as flywheel energy storage, control motor power generation, or starting assistance are executed, and real-time operating parameters of each component are recorded simultaneously. The driver's intention is coupled with the flywheel energy state for identification. After the vehicle starts, the braking force and driving force signals from the torque and speed dual acquisition sensors are used to determine the driver's braking, constant speed and acceleration intentions. The flywheel module speed is combined to calculate the real-time energy storage value of the flywheel, and then the flywheel energy state is determined. Multi-parameter collaborative operating condition control, based on the recognition results of the coupling between the driver's intention and the flywheel energy state, regulates the on / off state of the electromagnetic clutch, the clamping force of the multi-mode brake, and the operating state of the motor through the integrated electronic control unit, to complete flywheel energy storage, braking energy recovery, constant speed energy maintenance and acceleration assistance; Closed-loop feedback correction compares the deviations of the actual operating parameters of each component with the preset target parameters in real time, and dynamically adjusts the control commands through the PID feedback algorithm.

8. The control method for a flywheel energy storage assist device for new energy vehicles according to claim 7, characterized in that, The corresponding operations of flywheel energy storage, motor power generation control, or starting assistance specifically include: When the vehicle is in the ignition but not started state, the flywheel energy storage operation is performed. The integrated electronic control unit outputs a power-off command to the electromagnetic clutch. At the same time, the rated maximum current is supplied to the proportional electromagnet of the multi-mode brake to brake the gear ring to 0 speed. The active power source inputs energy to the planet carrier of the planetary gear mechanism through the two-stage buffer transmission component to increase the speed of the flywheel module to complete the energy storage. When the vehicle is about to be turned off and parked, the integrated electronic control unit keeps the electromagnetic clutch disengaged, releases the multi-mode brake from the gear ring, the flywheel module decelerates and transmits energy to the planetary gear via the sun gear, and controls the motor to switch to generator mode, which drives the motor rotor to generate electricity through the gear ring. The electrical energy is then processed and stored in the vehicle's power battery. When the vehicle is starting, the starting assist operation is performed. The integrated electronic control unit controls the electromagnetic clutch to engage and release the multi-mode brake; the control motor switches to electric motor mode, outputting torque opposite to the active power source and transmitting it to the ring gear. At the same time, the flywheel transmits energy to the planetary gear set via the sun gear; the planetary carrier collects the energy and then transmits the assist torque to the transmission input shaft. The torque of the planetary gear set mechanism satisfies the following relationship: ； Where 'a' is the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. For the sun gear torque, For gear ring torque, This represents the planetary carrier torque.

9. The control method for a flywheel energy storage assist device for new energy vehicles according to claim 7, characterized in that, The driver's intent coupled with the flywheel energy state recognition includes: Driver intent recognition: The integrated electronic control unit receives braking force signals transmitted from dual torque and speed sensors. With driving force signal Set braking threshold Uniform driving force range [ , ],when ≥ At that time, it was determined that the driver's intention was to brake. ∈[ , When [the driver's] intention is determined to be constant speed; when > At that time, it was determined that the driver's intention was to accelerate; Flywheel energy state determination: The real-time rotational speed of the flywheel module is obtained, the integrated electronic control unit calls the preset flywheel moment of inertia J, and calculates the real-time energy storage value of the flywheel based on the flywheel moment of inertia J; Coupled recognition output: Based on the driver's intention and the real-time energy storage value of the flywheel, the flywheel energy state is adapted, including adapting braking intention to a non-maximum energy storage state, acceleration intention to a non-minimum energy storage state, and constant speed intention to any energy storage state. The formula for calculating the real-time energy storage value of the flywheel is: ； in, The minimum driving force required for the vehicle to maintain a constant speed. The maximum driving force for the vehicle to travel at a constant speed. The preset flywheel moment of inertia, ω is the flywheel angular velocity.

10. The control method for a flywheel energy storage assist device for new energy vehicles according to claim 7, characterized in that, The regenerative braking system comprises two coordinated phases based on the rotational direction of the gear ring: the first phase involves controlling the motor to operate as a generator, with the integrated electronic control unit collecting the required braking force signal from dual torque and speed sensors. ,according to The target control motor torque is calculated, and the output torque of the control motor is adjusted to apply the target braking force to the input shaft of the transmission by the planetary carrier. The braking kinetic energy is transmitted to the gear ring through the planetary carrier and planetary gears in sequence, and then output to the control motor through the coaxial dual output flange. The control motor converts the kinetic energy into electrical energy for storage, completing the first stage of energy recovery. The second stage controls the motor to switch to motor mode, according to... The target control motor torque is calculated, and the control motor outputs this torque, causing the control motor to input energy to the gear ring through the coaxial dual output flange. This energy is then transferred to the sun gear via the planetary gears, and finally output to the flywheel module through the sun gear. This serves as a signal to curb demand.

Images